For Rolls-Royce and Bentley Enthusiasts PRÆCLARVM The National Journal of the Rolls-Royce Owners’ Club of Australia No. 5-14 October 2014

Quidvis recte factum quamvis humile præclarum Whatever is rightly done, however humble, is noble. Royce, 1924 PRÆCLARVMPRÆCLARVM TheT National Journal of the Rolls-RoyceR Owners’ Club of Australia NNo. 5-14 October 2014 IIsIssue 274 Features Regular Items Events Calendar 6591 From the Editor 6592 From the Federal President 6593 News from the Registers 6615 Book Reviews 6619 Market Place 6620

Articles and Features 85th Anniversary of Britain’s Success at the 1929 Schneider 6594 A Supermarine S6 Seaplane being Trophy by Ian Irwin (ACT). In this edition, Ian takes us back to the prepared for the 1929 Schneider Trophy derring-do days of seaplane racing. races near Portsmouth, UK. Relive the excitement on page 6594. 100 Years of Building Aero Engines. John Hutchinson (UK), from 6599 Rolls-Royce plc, describes the Company’s decision to support the construction of Aero engines 100 years ago. How did Henry Royce begin his association with motor-cars? 6603 Ken Swinbourne (NSW) researched Henry Royce’s activities around the time he began Rolls-Royce. More on the Angas Family Cars. Following on from last edition more 6605 interesting details of the Angas family’s cars are described by Tom Clarke (WA), Gilbert Ralph (VIC) and Peter Crauford (SA). Interesting Cars At The Quail Lodge Auction, USA A review of 6606 results at the August Bonhams Auction at Quail Lodge, Monterey, USA, at the same time as the 2014 Pebble Beach Concours. Where has 53S7 been? Nigel Steele Scott (SA) describes the history of 6608 the 20 HP, Nettlefold’s bodied, and how he came to be its latest custodian. A Significant Phantom III Reappears. Steve Stuckey (ACT) tells us 6611

of 3AZ28 which appeared recently at the 2014 RREC Rally at Rockingham Photo: courtesy Bonhams Auctions Castle after slumbering for 16 years. 1913, Rolls-Royce 40/50 H.P. Silver The Future of Federal Rallies? Following a Letter to the Editor, from 6614 Ghost, Roi-Des-Belges Tourer by Margaret Gillings (NSW), President Kim Stapleton, calls for discussion Wilkinson (2617), The Hordern Ghost, within the Club and submissions from Club Members concerning the recently sold in the USA. timing and content of our Federal Rallies. See more details on page 6606. Twenty Topics No 53 - Palmer Museum in Coolum. David Davis 6615 (NSW) again talks on the world of 20 hp ownership and the delights it brings to whose who partake.

Front Cover: A Bentley Mulsanne outside the General Staff & Ministries building in St. Petersburg, Russia (photo courtesy Bentley Motors).

Page 6591, opposite: In September 2014 Bentley Motors announced their new fl agship offering a pinnacle of luxury and performance, the Mulsanne Speed. The Speed features the 6¾-litre twin-turbo V8, which propels the car to 100 kph in 4.9 seconds and on to a top speed of 305 kph. The extra performance is matched by markedly improved effi ciency; a 13% gain means its range is extended by 80 km.

Club Website: www.rroc.org.au Rear quarter view of the HJ Mulliner Back Issues of Præclarvm: http://praeclarum.rroc.org.au/ bodied Phantom III (3AZ28) which Views expressed in PRÆCLARVM are those of the individual writers. reappeared after 16 years at the 2014 RREC Rally at Rockingham Castle, The deadline for the December 2014 issue is 15 November 2014. read its story on page 6611.

6590 PRÆCLARVM 5-14 PRÆCLARVM (ISSN 0159-4583) is published six times per year by the Federal Council of the Events Calendar Rolls-Royce Owners’ Club of Australia. Whilst every Federal and Registers care is taken to check information published, no responsibility can be accepted for errors. Views 31 Oct - 3 Nov NSW Branch Tour - Tamworth in Spring Rex Vincent 0411-689-972 expressed by the Editor and contributors are their 28 Mar 2015 RROC (USA) 64th National Meet, Orlando, Florida, USA Simon White +1-321-436-7660 own and do not necessarily refl ect the policies of the Club. Nothing in this journal, including 30 Apr - 5 May RROCA Federal Rally, Fremantle, WA Marie Hammat 0417-990-812 any advertisement, should be construed as endorsement by the Editor or the Club of the quality Australian Capital Territory Branch - President: Ian Irwin or suitability of any product, service or procedure. 11 Oct Gundaroo Music Festival Peter Hyland 02-6286-4265 Change of Address: Members should notify their 19 Oct Museums run with V&VCC Peter Hyland 02-6286-4265 Branch Secretary (address below), not the Editor, in the fi rst instance to advise change of address or 26 Oct Binalong Museum Invitation Open Day Peter Hyland 02-6286-4265 non-receipt of an issue. 1 Nov Classic Yass Rally (for cars pre-1980) Peter Hyland 02-6286-4265 Contributions: Articles, letters and/or illustrations 22 Nov Picnic Lunch, Weston Park, Weston Peter Hyland 02-6286-4265 for publication should be sent to the Editor, address below. Articles should preferably be sent as Text fi le 6 Dec Christmas Dinner Peter Hyland 02-6286-4265 on CD, or emailed to [email protected] (otherwise 7 Dec Terribly British Car Display Day Peter Hyland 02-6286-4265 as typed hard copy). New South Wales Branch - President: Brian Crump Federal Executive President: Kim Stapleton, 11 Oct Cucina Viscontini, Breakfast, Homebush Bay Judith Merlin 02-4308-3811 297 Darley Road, Randwick. NSW. 2031 12 Oct BBQ at Burrandoo Judith Merlin 02-4308-3811 0407-290-099 (m) Email: [email protected] 17 Oct General Meeting, Canada Bay Club, Five Dock Judith Merlin 02-4308-3811 Secretary: Steve McDonald, 19 Oct Polo Club, Richmond Judith Merlin 02-4308-3811 1/24 Homedale Cres, Connells Point, NSW, 2221 8 Nov Cucina Viscontini, Breakfast, Homebush Bay Judith Merlin 02-4308-3811 02-8064-9900 Email: [email protected] 16 Nov Wombat Flats - Golden Oldie Run, Oak Flats Brian Crump 0419-417-813 Treasurer: Peter Chan, 18 Nov General Meeting, Canada Bay Club, Five Dock Judith Merlin 02-4308-3811 PO Box 827, Fyshwick, ACT. 2609 02-6161-7316 26 Nov Presentation Dinner, Roseville Golf Club Judith Merlin 02-4308-3811 Email: [email protected] 7 Dec Run to Terribly British Day, Canberra Judith Merlin 02-4308-3811

The Sir Henry Royce Foundation Queensland Branch - President: Ian Maitland Russell Rolls, 19 Oct Run to Vue Restaurant, Hinze Dam, Advancetown Ian Maitland 07-3353-4825 PO Box 140, South Yarra Vic, 3141. 9 Nov Preparing for a Concours, Coolum Beach Frank Carroll 0418-775-963 0418-325-086 (m) Email: rolls@pacifi c.net.au 7 Dec Christmas Party and Awards Presentation, Albion Glenn Cuffe 07-3366-6306 South Australian Branch - President: Rory Poland Federal Publications PRÆCLARVM Editor: Tim Dean, 26 Oct The Old Court House at Wellington John Ellison 08-8572-7373 1630 Malvern Road, Glen Iris, VIC, 3146. 16 Nov Run to Café Britannia, McLaren Vale Martin Corner 0419-806-414 0401-987-808 (m) 03-9886-9024 (fax) Email: [email protected] 7 Dec Christmas Picnic, Carrick Hill Peter Forbes 0411-246-841 Registrar (Chassis Plate): Victoria Branch - President: Ralph Plarre David Neely, 23/1 Bay Drive, Meadowbank, NSW, 2114. 9 Oct General Meeting, Bill Allsep House, Rowville Brian Williams 0458-888-767 02-8084-8465 (h) 26 Oct Cruden Farm Annual Open Day, Langwarrin Brian Williams 0458-888-767 Email: [email protected] Mailing list: Ian Dunn, 26 Oct Motorclassica Club Sandwich, Carlton Brian Williams 0458-888-767 40 Murranji Street, Hawker, ACT, 2614. 13 Nov General Meeting, Bill Allsep House, Rowville Brian Williams 0458-888-767 02-6278-3763 Email: [email protected] 15 Nov Shannons Christmas with the Clubs, Moonee Valley Brian Williams 0458-888-767 Branch Secretaries 16 Nov Picnic at the RAAF Aero Museum, Point Cook Brian Williams 0458-888-767 Australian Capital Territory: Peter Hyland, 30 Nov Tasmania Section Christmas Party, Deloraine Carney Cox 0400-098-197 PO Box 773, Mawson, ACT, 2606. 02-6286-4265 (h) 6 Dec Highland Gathering, Daylesford Brian Williams 0458-888-767 Email: [email protected] Western Australia Branch - President: Andrew Marsden New South Wales: Judith Merlin, 9 Twin Lakes Drive, Lake Haven, NSW, 2263. 19 Oct Motorkhana at President’s Property, Toodyay Max Cuypers 0412-630-808 02-4308-3811 (h) 0421-690-299 (m) 9 Nov Brockwell Port to Whiteman Classic Car Run, Fremantle Max Cuypers 0412-630-808 Email: [email protected] 7 Dec Christmas Luncheon, venue to be advised Max Cuypers 0412-630-808 Queensland: Glenn Cuffe, 87 Kauri Road, Ashgrove, Qld, 4060 Tel: 07-3366-6306 (h) Email: [email protected] South Australia: Peter Forbes, PO Box 355, Welland, SA 5007 0411-246-841 Email: [email protected] Victoria: Brian Williams, PO Box 21, Kew, VIC, 3101. 0458-888-767 Email: [email protected] Western Australia: Dianne Magrath, PO Box 590, Kalamunda, WA, 6926. 08-9291-6549 Email: [email protected] Section Contacts Northern Territory: Keith Preston, PO Box 1066, Palmerston, NT, 0831. 08-8983-1029 Tasmania: Carney Cox, 115 Gloucester St, West Launceston, TAS, 7005 0400-098-197

PRÆCLARVM 5-14 6591 F rom the Editor Interesting Cars: oncours time in Australia and Cinternational auctions feature cars that are of interest every year. Of note in this edition of Præclarvm are the photo of the oldest car in Australia, which appeared at the September Concours d’Elegance in Victoria, providing much interest to Club members and the general public attending. Also this edition’s centre-spread shows many interesting cars recently sold in the US at the time of the Pebble Beach event. Of note to us were Elvis’ Phantom and The Hordern Ghost, while the most expensive car ever sold, a 1963 Ferrari 250 GTO Berlinetta, and a Beach Mini were also seen. Enjoy their stories. The SHRF Phantom V above: The Phantom V herself: rearing to (Brian Crump (NSW run. Photo by Brian Carson (QLD). President) writes to the left: Bob Doyle (NSW) and Brett Cottee Editor): with the newly minted display board for the Phantom V. s you know, the Phantom V currently resides in bottom left: the 1891 Panhard & Levassor, “A the oldest car in Australia, at the Victoria NSW as a public face of both Branch Concours in September. The Foundation and the RROCA. How does this work? Facebook page. Quite simply, the current The way we address preservation custodian of the Phantom V is is by using it strictly for RROCA Club Brian Crump, trustee of The events where it is displayed and at Foundation and President of the motoring events such as the Australia RROCA (NSW) Branch. We have Day CARnivale where it captured the a committee of NSW members hearts of the several thousand admirers to advise and assist on making who truly appreciated the heritage appropriate policies for the car’s and history of the vehicle. The NSW use and display. Branch will be holding a special event The Foundation has on November 16th called The Wombat Future of our Club: established the Phantom Conservation Flats Run which will combine a run for all pre-war cars with a chance for members hope all members of the Club read Project so that all RROCA members and friends to touch, feel and drive the the letter from Margaret Gillings and and the general public can support the I Phantom in a quiet, safe and traffic-free its introduction from our President, Kim vehicle with tax-deductibility available for rural setting. All RROCA members are Stapleton, on page 6614. The challenge their donations. The Project account is invited to join us. Please contact Brian of this letter must draw all members administered by NSW members, Judith Crump at [email protected] to into the discussion on how our Club Merlin and Brian Crump. This Project register your intention to attend. is to be run in the future. I strongly funds the daily running of the vehicle The Phantom V will also be visiting encourage you all to let it be known such as insurance and regular servicing. Canberra for the Terribly British Day on how you feel, so a fully reasoned and The Phantom V Project is a project 7th December so do come along and say supported decision can be made about separate from RROCA (NSW) and merely hello to a fine lady of considerable style future Federal Rallies. All points of view sits alongside it. However, the Phantom and substance!” are respected and will be collated for V Project is obviously of interest to the the Federal Council to consider. members of RROCA (NSW) as it relates to a very important Rolls-Royce. That Springtime happiness: interest merely confirms the value of the elbourne weather is ordinarily Project. perfect, but at this spring time How is the Phantom V used? M of the year we suffer perfect, sunny The aim of the Project is to preserve days that beg you to be involved this iconic car as a road-going example of and take a run in your car. May you Australia’s cultural and motoring heritage. be moved by a similar ‘spirit’! Naturally, such a vehicle must be driven to Happy motoring keep it in working order, but, to preserve it in its present excellent condition, it Tim Dean must be used sparingly. This requires a GBK58, BSH20044 balancing act between the Phantom being a museum display and a vehicle which is used regularly. To help bring the Phantom to the public, it now has its own website; www. phantomV.org.au and its own special section on the RROCA (NSW) Club

6592 PRÆCLARVM 5-14 F rom the Federal President ello once again and welcome to of cars in attendance on the day. The kW, plus 1,100 Nm / 811 lbft of torque Hyour latest edition of Præclarvm. Branch was also very well supported and selectable sports suspension and By now our members should have by Bentley Brisbane, who displayed a steering on demand. This all comes cleared the dates in your calendar number of the latest models. I would with a re-engineered power-train and for next year’s Federal Rally, which particularly like to thank Lola and Jeff some new and contemporary styling. is to be held in the very picturesque Priddle for being my host once again The signature Mulsanne will benefi t City of Fremantle in Western Australia for this most enjoyable weekend. from this new model with an update between 30 April and 4 May 2015. In recent elections the Queensland for 2015 that will complement the This is a very special event for the WA Branch also has some new people on launch of the performance-focussed Branch as 2015 sees them celebrate their Executive to look after the Club Mulsanne Speed. Nothing new on the their 50th Anniversary. It would be for the next year or more. I would SUV front other than the Bentley SUV fantastic if we could have the biggest like to congratulate Ian Maitland on is scheduled to go into production in attendance at a WA Rally to help them his election as Branch President, also 2016 with a range of engine options. celebrate this milestone. Frank Carroll, Glen Cuffe and Ann So it looks like some exciting releases Sparks who form the other offi cers of from the manufacturers of our two The NSW Branch is organising Marques. a mega-Overlander to next year’s the Branch Executive. It is more than Rally, which will take the participants fi tting to thank John Wright and the I hope to see some of our members north about around the top end and outgoing Committee members for their at Motorclassica this year and as down through Western Australia to many years of dedicated service to our always I look forward to catching up Fremantle. Only to be followed up Club, now is the time for you to enjoy with members wherever we meet. with a return across the Nullarbor to the benefi ts of the Club without the Happy and safe motoring to all the eastern states. This is a giant onus of organising things. Kim Stapleton, Federal President undertaking and a joint effort by Bryan Many of you will already have Inder, John Hiscox and Allan Simpson. heard that Rolls-Royce have So if you have the time and the announced the development of a inclination to see some of Australia’s new drop-head tourer to be released more amazing sights then get in touch by mid-2016. I’m sure there will be with the organisers and join in for all an abundance of speculation about or part of the journey. this new model and on what model In July I was again invited to join it may or may not be based upon. the Queensland Branch at their annual For my money a drop-head version Concours and Display Day, which of Wraith would be very exciting, was held at Ormiston House. Our but for now let’s just wait and see. northern members were blessed with Bentley has announced the magnifi cent weather for the day and release of the new Mulsanne consequently there was a great display Speed, which boasts 530 bhp/395

who had a wealth of knowledge on you for hours with the stories of their VALE worldly subjects. He was a great reader experiences and fun during these times. Russell George Leitch of any subject and he told endless His interests were many and varied. 1932 – 2014 stories with a degree of wicked humour. He loved to sail, building his own sailing Queensland Branch He and Lynne, along with Carolyn boat at fi rst, and then owning several Brammer, donated the Trophy Cabinet other boats which he sailed on Sydney fter a long illness our Member, to the Club in July, 2008 when the State Harbour many a week-end. He played ARussell George Leitch, OAM passed Perpetual Trophies were instigated. golf and then bowls and was also a away on the 17th July, 2014. Russell left school at fourteen and at qualifi ed soccer referee. He was member Russell was a member of the sixteen joined the Bank of New South of the Seniors Club in Wellington Point Queensland Branch for Twenty years Wales, now Westpac, in Gympie. For the and Capalaba. He loved music and and served as Branch Treasurer for ten next twelve years he was transferred together with Lynne helped to start the of those years. During his tenure as around Queensland, working in many North Shore Organ Society, playing at Treasurer he was a Queensland Delegate Branches, helping in open those in the Roseville Cinema several times. A to Federal Council numerous times, Surfers Paradise and Boulia. He rose member of Probus for many years he a great organizer of functions for the through the ranks and he and Lynne was also a keen fi sherman. Branch, including Federal Rallies held in travel the world as he worked throughout For thirty years Russell was involved Quæeensland and the State Concours the world. He retired in 1988. in many voluntary positions during and d’Elegance. For his efforts to the Federal Russell’s beloved wife, Lynne was his after his career in the Bank. In 1995 he Rally in 2000 he was awarded the Frank staunches ally and supporter. Russell was awarded a Medal of the Order of Cove Trophy. loved her at fi rst sight and decided Australia for services to Business and Russell owned a Bentley R-Type, a there and then that she was to be his Charity. Silver Shadow II – the 75th Anniversary wife. Their marriage sealed a great Illness struck Russell in his latter Model and a Silver Spirit during his partnership and a truly fi ne example years but he staunchly carried on Membership. At the State Concours in of married life. They were blessed with without complaint and with dignity. He 1998 and 2000 Russell’s then car, the three children and seven grand-children. continued to be a strong supporter of Bentley R-Type, Chassis No B436TN, Family life was extremely important to the Club and he took a keen interest won the Post-War Rolls-Royce and him. in the Club’s continuing activities and Bentley Class A 1946-1957 Award. In retirement Russell and Lynne attended as many functions and outings Russell was highly respected amongst travelled extensively. They bought a as his illness allowed. his peers within the Club. All who knew Motor Home in the United States and Russell was true ‘Gentleman’ in every him remember him as a man of high travelled many miles across that country. sense of the word. integrity, a quietly spoken gentleman As a great storyteller he could entertain B. & A. Sparks (QLD) PRÆCLARVM 5-14 6593 85th ANNIVERSARY OF BRITAIN’S SUCCESS AT THE 1929 SCHNEIDER TROPHY Ian Irwin O.A.M. (ACT) Contributor Ian Irwin turns back the clock with a somewhat thrilling contemporary report on the 1929 Schneider Trophy Race. This 85th Anniversary report demonstrates yet again, how Rolls-Royce embraced challenge, conquered the odds, achieved exceptional success, and consequently through its aero-engine development gave Britain a lead to the creation of a most signifi cant weapon in the years approaching WWII.

olls-Royce anniversaries Merlin and Griffi n aero-engines. Rcontinue to come along. The time gap between the This event, the 1929 Schneider Trophy events that followed Trophy win, is perhaps the upon the death of Jacques most signifi cant of them all for Schneider enabled enormous the Western world. strides in aero-engine In 1912, Jacques Schneider, development at Rolls-Royce. son of a wealthy French arms Rolls-Royce gave Mitchell an manufacturer conceived the assurance that they could idea of a competition to draw build an engine of at least the best from seaplanes, or 1500 HP, confi dent of further fl oatplanes, since they were development up to 1900 HP, more adaptable in their ability with little or no increase in to land on sea or water. In frontal area. Supermarine gave December of that year, he Rolls-Royce only six months announced the competition to produce the engine. In which had immediate appeal February 1929 the new RAF amongst manufacturers of High Speed Flight Unit was such aircraft. Contenders saw formed, and on August 5th the the opportunity to develop the new streamlined Supermarine world’s fastest seaplane. aircraft powered by the new R Schneider’s rules required engine was towed to Calshot competing aircraft to complete near Portsmouth, for trials. a triangular circuit of at least The 1929 Schneider Trophy 150 miles, and that the challenge (the actual trophy is competition would continue illustrated below) was hosted until one nation had won three on September 7 at Cowes, consecutive races. At fi rst over a four-leg event on a the events were conducted 186 mile course. The turning annually, but from 1927 they points were marked by yellow were held every two years, and black towers on Royal a decision which afforded above: The 1929 Schneider Trophy Programme Navy destroyers. Estimates greater scope for development. below: the Schneider Trophy of between 1 and 1.5 million Seven nations applied for entry to the 1913 inaugural event, people gathered for the occasion on the foreshores, at England, France, Italy, Belgium, the USA, Switzerland and Calshot Castle, on yachts and the deck of the battleship HMS Spain. Iron Duke. The French entered three aircraft, but withdrew So much is written about the magic of the Schneider Trophy before the event. Germany’s design did not proceed beyond history, that sadly we must confi ne ourselves here to the the drawing board. Italy’s preparations were plagued with historic 1929 challenge and its signifi cance. The reproduction design issues, but eventually Castoldi’s M.67 with 57.26 Litre of an original article that follows, defi nitely has exciting Isotta-Fraschini Asso V-18 was chosen. moments like those of a Boys’ Own Annual. The reporter The full story of the race is fi lled with intrigue and drama. takes us along and we quickly become one of the spectators. There was much disappointment for the Italian entry. Suffi ce Following the death of Schneider in 1928 the race was to say, victory was snared by Britain. The speeds had grown postponed for a year. Supermarine’s design chief, Reginald rapidly from 45.71 mph in 1913. The 1929 event saw the Mitchell, had calculated that the Napier Lion engine as used 1927 record speed of 281.65 mph broken and a new record in the 1927 event had been enhanced as far as possible, and of 328.63 mph (528.89 kmh) established. was unlikely to achieve the additional output desired. Mitchell Indeed Britain and the western world owes much to the sought the advise of Major G.P. Bulman, partnership between Supermarine, Rolls- the Air Ministry offi cial responsible for the Royce and the RAF High Speed Flight development of engines for the aircraft of Unit. Rolls-Royce Managing Director the RAF. Bulman concurred with Mitchell’s Sir Arthur Sidgreaves declared that the thoughts, with the result that Mitchell company had compressed ten years of approached Sir Henry Royce. engine development into two years. Successful negotiations led to an Readers keen to further their association that changed the course knowledge of the 1929 Schneider Trophy of history. The partnership that ensued and its signifi cance are recommended between Supermarine and Rolls-Royce to pursue some of the Schneider Trophy was to prove invaluable not only to the websites, especially the 4.37 minute success of the 1929 Schneider Trophy original sound fi lm from the 1929 event. Race, but more importantly to the Enjoy the article as we turn back the technology that led to the creation of the clock...... 6594 PRÆCLARVM 5-14 above: The winning Supermarine in fl ight fi nish the course without them! “Thrills of the trouble. In the case of Italy it was very Schneider Trophy Race. But we anticipate. serious trouble indeed, leading to the by our London Correspondent. The Teams. loss of several lives - to say nothing of the machines themselves. In the he ease with which we accustom he tenth race for the Schneider case of the English team it had proved ourselves to new ideas of speed TTrophy - fi rst competed for in 1913 - T impossible to bring the Gloster-Napiers is astonishing. At two o'clock on the was fl own over the Solent, opposite the to the starting post in time for the race, afternoon of Saturday, September 7th, Isle of Wight, on Saturday, September owing to some obscure carburation we were talking of a speed of three 7th, in ideal fl ying weather - bright trouble, which could not be run to earth. hundred miles an hour with bated sunlight and just suffi cient wind to ruffl e This was a great disappointment, as the breath; we were asking ourselves if it the surface of the water for landing Gloster Company had carried perfection was really possible that a machine could purposes. The two competing teams, of stream-lining to even greater lengths be driven round the two hundred miles English and Italian, consisted, in the one than the Supermarine though it is of the Schneider Cup Course at a rate case, of two Supermarine Rolls-Royce thought that the engine power is less. of three hundred miles an hour - as and of one Supermarine Napier, and was hopefully anticipated. In an hour's in the other of two Macchi 67 and one The Start. time we were looking at ourselves Macchi 54 bis. That is to say that each he Solent was dotted with craft with dismay - no less - because Lieut. team depended upon one machine of Tof many kinds - among which a Atcherley succeeded in averaging no the type fl own at Venice two years ago, number of battleships and liners stood more than 302 miles an hour over his and upon two new machines. out prominently - while the shores of fi rst lap. We felt a little better when he Neither team had got through the the Island and the mainland were lined proceeded to break all records up to a preliminary stages of preparation without with dense crowds of people. Just after distance of 100 miles, at a speed of 333 miles an hour, but we did not feel really satisfi ed in our own minds until we heard, after the race, that his lapse was due to the fact that he had lost his goggles when looking out of the cockpit, and was nearly blind and had had to right: the 1929 Schneider Trophy course, showing the route and layout of the various observer vantage points

PRÆCLARVM 5-14 6595 left: winner of the Schneider Trophy – the Supermarine Rolls-Royce S6

the fastest machine in the world fl ash past or had we deceived ourselves? We should know in a moment or two, when the offi cial time for the fi rst lap was given out. We stood - holding our breath, straining our ears for the loud speakers. Suddenly the voice of the announcer could be heard. "Three hundred and twenty- four miles an hour." Not even the most optimistic of us had dared to hope for so much. Incredible! Every record in the world up to two o'clock the gun of the Medea, off of sun upon its silver wings, a sudden fi fty kilometres broken in the fi rst lap. A Calshot, could be heard, and a murmur roar as the engine was opened out to full tremendous cheer swept along the water of "He's off!" rippled along the watching throttle, a fl ash - and the Supermarine front. What a start! What an amazing crowds. Swiftly came "He's here!" as Lieut. Waghorn's Supermarine Rolls-Royce was seen to be climbing just over the coast line. As he approached Cowes he opened out his engine and fl ashed past the starting post at Ryde at what was clearly a terrifi c speed, a trail of black smoke behind him, sure sign of a fully opened throttle. His blue and silver machine was a lovely sight; the full, smooth, deep- throated roar of the engine a truly satisfying sound. Waghorn was fl ying at a height of about two hundred feet above the water, and disappeared at amazing speed in the direction of the fi rst pylon, opposite Bembridge, to had rounded the pylon at East Cowes, above: a seaplane over-fl ies the crowd at Southsea during the races re-appear against the coast line of the was upon us, past us, gone! mainland, streaking along like a swiftly start! But could it be kept up? Our moving fl ying fi sh. Now a real idea of A Few Tense Minutes. anxiety was painful. We felt instinctively his speed could be obtained, for we had o one watcher at least, the next that if such a speed could be held for something upon which to fi x the eye. Ttwo or three minutes were the most the remainder of the course none of our As the machine swept past the familiar thrilling of the afternoon. Were we right opponents would be able to touch it. landmarks of the opposite coast, past or were we wrong? Had we just seen But could it? That was the question. The the masts of the stationary ships, we literally gasped. "Surely" we said "Nothing in the World ever travelled so fast before." Yet we doubted ourselves - it is so easy to misjudge the pace of a speed plane. As the machine swept on into the haze over Cowes we waited impatiently for it to come in sight again. A sudden glint

left: Mr. F. Henry Royce, with the British Schneider Trophy team. From left to right: Flying-Offi cer Atcherley, Flying-Offi cer Waghorn, Squadron-Leader Orlebar, Mr. F. H. Royce, Flight-Lieutenant D’ Arcy Greig, Flying-Offi cer Moon, Flight-Lieutenant Stainforth

6596 PRÆCLARVM 5-14 engine - one of the new Rolls-Royce - record rather less than two years ago. above: Working on the Supermarine Rolls- had never had a test of this kind before. Clearly it had no chance of beating Royce at night. Mr Mitchell, designer of the Its potentialities were unknown, even to Waghorn, unless the latter failed to plane, at right the makers. I think that each one of us complete the course, for its pace was below: Flying-Offi cer Waghorn’s machine must have whispered the magic words already well known. During its second passing along the densely crowded front at "Rolls-Royce" to himself, and breathed lap, indeed, it was passed by its British Southsea a sigh of relief, well knowing that no rival, fl ying forty miles an hour faster. manufacturer in the world was less As Waghorn was completing his last likely to tarnish an unrivalled reputation lap at 331 miles an hour, to give him for producing the best and most reliable an average of 328.63 an hour for the that skill and patience could devise. Our course, D'Arcy Greig took the air in a confi dence was not misplaced. Lap No. Supermarine Napier, and our interest 2 - 329 miles an hour! We realised with became concentrated upon the two old a sudden intake of breath that the pilot hands which had survived from the 1927 must be making speeds of over 360 race, to fi ght another day. Both Greig miles an hour on the straight. Lap No. and Dal Molin lapped with extraordinary 3 - 331 miles an hour, and every record consistency, the Italian averaging about was broken again! 284 miles an hour, the Englishman some Was there no end to it? two miles an hour less. The First Italian. Before Dal Molin had completed the course the second Italian machine was uddenly a blood red machine shot in the air. Lieut. Cadringer, in a Macchi past us, fl ying not more than fi fty S 67, which had been fl own for the fi rst feet from the surface of the water. It time on the previous day. No one quite was the fi rst Italian, Dal Molin, fl ying a believed that it would prove capable of Macchi 54 bis, the actual machine upon Waghorn, but there was a certain tension beating the magnifi cent time put up by which Bernhardi had broken the speed until the fi rst lap had been completed. Flying very low over the water, and half obscured by dense clouds of smoke Cadringer fi nished his fi rst lap - at 284 miles an hour. It was plain that the pilot was having a very diffi cult time of it, but he strove manfully to overcome his trouble, and taking great risks, (one mistake with his controls and at the pace at which he was fl ying he would have been in the water in a tenth of a second.) Alas! fumes from his engine and smoke from the exhaust proved too much for him, and he had to make a forced landing, leaving only one Italian machine in the race. Along came Atcherley on the last of the Supermarines. Three hundred left: Flying-Offi cer Waghorn climbs into his Supermarine Seaplane before his fi nal race.

PRÆCLARVM 5-14 6597 admiration cannot be expressed. To fly a machine within a few yards of the surface of the water at a speed in the neighbourhood of 360 miles an hour is to take terrifi c risks, and to make comparisons is unnecessary. We are confi dent that had our plucky Italian rivals had planes comparable to the Supermarines they would not have failed from lack of skill, or lack of courage. We wish them better luck next time. The Machines. ne word must be said of the Omachines upon which the race was won. The Supermarine was again designed by R. J. Mitchell who was responsible for the fi rst and second above: H.R.H. the Prince of Wales with the and at the end of his fi rst lap a speed machines of the race of 1927 - a truly Italian team. The machine is the Macchi. - of 301 miles an hour was signalled. wonderful achievement. Photo by E. W. Percival. But again fate intervened, and Monti The engine, designed by F. H. below One of the British ‘planes rounding a had to make a forced landing opposite pylon at one of the bends. Rolls, and built by the Rolls-Royce Hayling Island with a broken oil pipe. Company at Derby, is an entirely new The Cup was retained by Great production. The fi rst engine of this Britain after a gruelling contest type was built only some nine months - a test of men, machines, and ago, and to bring it to the perfection organisation. Yet the fact that necessary to race it in the Schneider we had won the cup seemed to Cup in so short a time is little less be of minor importance. After than a miracle, and but another Waghorn's record-making in the tribute to the effi ciency of the Rolls- earlier laps, we became satiated Royce organisation. It will be noted with sensation - to lift the speed with interest that the Rolls-Royce record for the course by nearly engine was super-charged, almost fi fty miles an hour within a the fi rst time that this has been done period of two years, to place us successfully in an engine of this size within striking distance of four and power. hundred miles an hour, all within the compass of one afternoon, it Times and Placings. was almost more than most of us 1st Lieut. Waghorn (Supermarine could stand. At the moment we Rolls-Royce), 328.63 m.p.h. are inclined to feel that the limit 2nd Lieut. Dal Molin (Macchi 67), of speed has been reached; but 284.20 m.p.h. we don't really believe it. Already 3rd Lieut. D' Arcy Greig (Supermarine- and two miles an hour! What was the we are talking of what we shall do next Napier), 282.11 m.p.h. trouble we wondered? We need have time! But we hope that in 1931 we shall Record Lap. had no fear. He improved his speed to have the pleasure of welcoming France, Lieut. R. L. Atcherley (Supermarine 324 miles an hour on the second lap the United States and Germany, and as Rolls-Royce), 332.49 m.p.h.” (and that without his goggles, which as many more as like to make the journey. had already been reported he had lost Story and some photos taken from at the fi rst pylon), and then away he The Pilots. the Motor Life Australia report of 2nd went to beat all records at 332 miles f the pilots - all of them, Italian November 1929. an hour two laps later. But bad luck Oas well as English - too much dogged him. He had made a faulty turn at that fi rst pylon and was disqualifi ed. Nevertheless his records held good, though as several attempts are to be made on the record during the next few days it is unlikely to remain a record for long. While Atcherley was completing the course the last of the Italians - Lieut. Monti in a Macchi 67 - took to the air. His machine was known to be a fast one, right The Supermarine Rolls- Royce. This view gives a fi ne impression of the remarkable streamlining. - Photo by E. W. Percival. 6598 PRÆCLARVM 5-14 100 Years of Building Aero Engines John Hutchinson (UK) / Rolls-Royce plc

Last August it was 100 years since Rolls-Royce fi rst grappled with the question of whether or not to get into the aero engine business. Today, Rolls-Royce plc’s multitude of non-automotive products intersect with your lives in ways you may not be aware of, from the speed in which FedEx packages are delivered to Britain’s super secret unmanned aerial vehicles to underwater energy harvesting. Seeking to be “‘trusted to deliver excellence” in all they do, Rolls-Royce plc maintains a worldwide network of offi ces, manufacturing and service facilities. Be impressed! This article fi rst appeared in issue 140 of Rolls-Royce plc’s in-house publication called The Magazine. Published by the fi rm’s Learning & Development Centre its purpose for over 30 years has been to keep Rolls-Royce’s global aerospace, marine, and energy customers apprised of company news and history. It later appeared in the RROC’s Flying Lady magazine, September/October edition 2014. ero Engines? Not for us, said Rolls- ARoyce one hundred years ago. But then came a change of mind that would be far reaching . . .

isbelief, shock and bewilderment Dsurged through the people of Britain as newspapers reported the nation was at war with Germany. Just over 100 years ago, on August 4, 1914, when that fateful declaration was made, the events came as a total surprise to everyone outside the senior military. Leaders of industry felt the shock just as profoundly, not least Frederick Henry Royce, the Engineer-in-Chief of a successful manufacturer of luxury automobiles. Rolls-Royce board members, meeting in emergency on August 7, feared the company’s bank would refuse to support an expensive luxury product at this time of war and call in the overdraft on which the business depended. Drastic measures followed at once. They would halve the company’s workforce, halve the hours the remaining staff could work—and refuse any government request to switch to aero engine work of any kind. But the company quickly changed that third policy. Within days Royce and Claude Johnson, the company’s General Managing Director, had been called to a meeting with the head of the Royal Aircraft Factory, responsible for supplying military aircraft, who had convinced them to tender to build a batch of Renault aero engines.

HISTORICAL CONTEXT Fifty-one-year-old Royce, whose foresight, passion for Consider that in August 1914: Charles Perfection perfection, and technical genius had already made his Rolls had died in a fl ying accident in July Another company a world leader in automobiles, immediately threw 1910, Henry Royce was getting more emergency board himself into this daunting new challenge. He faced immense and more ill, in the summer of 1912 meeting agreed diffi culties: his poor health (worsened by his relentless urge Jimmy Radley’s Silver Ghost had failed to the plan, to work as hard as possible); the ensuing need for him to to conquer the Katschberg Pass during in the process work remote from the pressures of the factory (in a healthy the Austrian Alps trial which prompted unknowingly seaside location 300 km away, supported only by a small Rolls-Royce to throw all its engineering opening a far- team); and a total lack of experience in the fi eld of aero thoroughness behind the 1913 effort, reaching new era engines. and now in mid-1914 a war breaks out for the young that everyone expects to be over by Typically, Royce was less than impressed when he fi rst Derby-based Christmas. reviewed the design of the Renault engine before his company. company began to construct an initial batch of 50 that were

PRÆCLARVM 5-14 6599 above: Eagle VIII engines await installation needed urgently to power British B.E.2 light bombers. A in Vimy bombers at the Vickers factory during WW I heavy, low-powered and fuel- and oil-thirsty V8 with cast- iron cylinders and air cooling, the Renault 80 horsepower initiatives. unit convinced and at the same time inspired Royce to By October 1914, Rolls-Royce was fully committed to develop a far better product; one that would be water- aero engine work, with development underway as well on cooled to provide a much higher power-to-weight ratio two smaller derivative engines. All later gained names of than Royce had ever achieved before. birds of prey: Eagle for the big V12, Falcon for the smaller The company’s board quickly agreed with his proposal 150 hp V12, and Hawk for the 75 hp in-line six-cylinder and, within just one month of the outbreak of war, unit, effectively one bank of the V12 Falcon. Royce had agreed to a military plea to develop a new 200 hp aero engine and had already sketched out a V12 Confi dence design. This was based partly on proven characteristics Work on the Renault engine continued but its low-tech of the company’s successful 40/50 hp automobile engine specifi cation meant it would never match the performance and partly on a German six-cylinder DF80 aero engine of the high-fl ying Eagle, fi rst orders for which came Rolls-Royce had acquired earlier in 1914 for detailed at the start of 1915 (for 25 engines at £930 each, or examination (Mercedes had plans to develop it for use in £75,0000/$123,000 today) to power 12 Handley Page rival luxury cars). O/100 twin-engined patrol bombers. The confi dence the Lighter and better-cooled than rival aero engines, UK military showed in this new engine, still at the drawing- the promising DF80 had recently set new aero records for endurance and performance in Germany. It included technical advances such as forged steel cylinders and water-cooling jackets of sheet steel, technologies that Royce rapidly incorporated in his new V12 design. Four weeks after war starting, the company’s board agreed to build two experimental V engines at a cost of about £1,500 each (some £120,000 or $200,000 today), a technical and commercial risk justifi ed in the board’s view, believing “that if such an engine were placed before the Government orders would immediately ensue.” At the same time the company reinstated all its shop-fl oor and clerical workers because the bank had agreed to fi nance the new project, patriotism proving an effective driver of new business left: Renault power – Early B.E.2c motor

6600 PRÆCLARVM 5-14 board stage, was undoubtedly infl uenced by its experiences with rival manufacturers, whose aero products had varied from underpowered and unreliable to expensively disastrous. Anxious to avoid similar problems, Royce urged his engineers to put maximum effort into effective bench- and fl ight-testing, while continuously striving to improve reliability and increase performance. The Eagle made its fi rst test-bench run at the start of March 1915 and within two days it achieved 225 hp, exactly the target fi gure

Royce had set just six months earlier—and 12.5% more than the military had contracted for. Pressure As further Eagles joined the program Royce cranked-up the pressure on rival engine suppliers, testing engines ruthlessly to discover the weakest components and designing and proof-testing replacement parts. Engineers purposely mishandled Eagles to induce major stresses in a relentless campaign to create a reliable and mission- capable product that would serve effectively in arduous combat roles. Industry- leading innovations such as aluminum-alloy pistons (replacing steel) continued to increase the Eagle’s power potential and by December 1915 the engine fl ew for the fi rst time, in the Handley Page O/100 bomber—less than 16 months after getting the go- ahead. Due to the wartime requirements, Britain soon began to need many more Eagles. War Offi ce offi cials tried to persuade Royce and his senior colleagues to agree to other UK manufacturers sharing production, something they stoutly resisted (although they gave the Brazil Straker of Bristol approval to build Eagles and Falcons), gaining instead a big expansion of the Derby factory.

above top: a Renault-powered Armstrong-Whitworth F.K.3 above left: an early Renault- powered B.E.2c centre left: Rolls-Royce Eagle- powered Handley Page 0/400 left: an Eagle-powered Felixstowe Flying Boat

PRÆCLARVM 5-14 6601 This was timely, for in June 1916 the Eagle found a second application in the Curtiss H12 fl ying boat— soon followed by the vital role of re-engineering and enhancing the FE2d fi ghter. Installation of the Eagle in the Airco DH4 light bomber made it faster than enemy fi ghters.

Curtailed By 1917, against future plans to launch a British bombing campaign on Germany in 1919, vast additional numbers of Eagles were ordered but the end of the confl ict in 1918 curtailed much of that work, by which time some 2000 Eagles had been produced. Overall, this pioneering V12 - an engine in which, ironically, Royce warmly embraced effective technologies developed in Germany for the DF80 engine— gave vital service as did the smaller Rolls- Royce Falcon and Hawk. Famously, the engine designed for the darkness of war gained its fi nal accolade with an epic achievement seven months after the Armistice. Piloted by John Alcock and navigated by Arthur Whitten Brown, a Vickers Vimy IV powered by two Eagle VIIIs won headlines worldwide with the fi rst non-stop fl ight across the North Atlantic, taking

above: Crowds gather at Newfoundland to watch Alcock and Brown take off on their historic fl ight.

left: Henry Royce’s Eagle engine.

below: The Sir Henry Royce Foundation’s Eagle engine, presently displayed at Bill Allsep House in Melbourne.

All Images: Rolls-Royce plc and the Editor

off from Newfoundland, landing in a bog in Ireland, and earning its crew knighthoods for their achievement. History also notes how Henry Royce’s devotion to technical excellence in the Eagle would lay the foundations of engineering experience and technical strength that empowered the creation of the most successful aero engine of the next world war, the Rolls-Royce Merlin.

• Author: John Hutchinson is an independent writer on a range of topics including technology. He has worked in various corporate and media communication roles, never far from the leading-edge industry of aerospace.

6602 PRÆCLARVM 5-14 How did Henry Royce begin his association with motor-cars? My recent reading has changed some of my ideas about Henry Royce’s early association with cars. – Ken Swinbourne (NSW)

enry Royce, a successful later in his being persuaded to buy the Hbusinessman, bought himself a house “Villa Mimosa” in the south of motor-car in 1902. The car was a France and spend a good deal of his disappointment, however, and Royce, time there. Even in the 1890s, however, after trying to fi x its failings, became his partner Ernest Claremont was frustrated and decided he could do concerned about Royce’s health and better himself. But is that the true story? his lack of relaxation from work, as was his doctor. Telling him that he needed Electricity - in on the ground fl oor to relax was useless. The solution was As a young man, Henry Royce that the doctor and Claremont each spent much of the little spare time he bought a De Dion “quad”, a motorised had studying electricity. This was a new quadricycle, and persuaded Royce to fi eld of study and practical application, buy one too, and join them in some and consequently Royce was able in recreational riding. Apparently the three 1881 to get a position with the Electric enjoyed great fun on these machines. Lighting and Power Company in London, The engineering of the De Dions was despite his lack of formal qualifi cations in some ways very advanced: the or experience. Those who had the engine was the world’s fi rst high-speed qualifi cations and experience would engine giving good power for its size; have been hard to fi nd in those early ignition was by coil with mechanical days of the use of electricity. Royce was contact breaker. In other ways they employed as a tester at a weekly wage of were primitive: the carburettor was of 22/-. He continued his studies at night, the evaporative type; to start, the rider and attended lectures by Prof. Ayrton pedalled until the one-cylinder engine when he could. In 1882, at the age of fi red; the brakes were inadequate, and 19, he was sent by the company, now worse when the oil leaked on them. above: an early advertisement for Pritchett called the Maxim-Weston Company, to Royce built a rockery at the end of his & Gold accumulators (batteries) be the chief electrician at their Liverpool driveway and it is believed that it was subsidiary. In 1884 he decided to set there in case of brake failure. to power a pump where it continued to up his own electrical manufacturing give many years of service. Pritchett business. An electric car and Gold made a few more electric cars, In the 1890s the Pritchett Brothers sold under their own name. These were De Dion Bouton were manufacturers of accumulators two-seaters with a Renault-type bonnet. By the 1890s Royce’s company had (batteries) and the agents for the south They also made some petrol powered grown and prospered, but typically, of England for Royce products. They cars sold as “Meteor”, but gave up their Royce was suffering from the effects used Royce dynamos and their own motor-car endeavours by 1904. of his early years of deprivation and batteries to install lighting for country from overwork. These health problems houses. In 1900 Pritchett and Gold Holiday reading continued through his life, and resulted decided to make an electric car, and the Following Henry Royce’s further illness, the Royces took a holiday trip below: a 1900 De Dion-Bouton - motor for it was designed by Royce and Quadricycle, similar to those bought by made by his fi rm. The motor was later to visit Minnie Royce’s relations in South Ernest Claremont and Henry Royce. taken off the car and in 1914 was used Africa. A book called “The Automobile - Its Construction and Management” bearing Royce’s signature and the date September 1902 has come to light. The book was found in a bookshop in the south of France not far from “Villa Mimosa” and it seems likely that this was Royce’s reading matter on the 1902 long sea voyage. Whether Royce read any other books on similar topics at that time is not known, although it is quite possible.

Decauville This fi rm was a well-known manufacturer of locomotives before they began making motor-cars in 1898. Henry Royce bought a 10hp 2 cylinder Decauville in 1902, either immediately on his return from South Africa, or possibly just before he left. There is some debate about Royce’s reason

PRÆCLARVM 5-14 6603 above: a 1903 Decauviille car. This was a venture which involved a lot of time, than chains. Royce’s improvements effort and money, which included a more effective radiator, could hardly be spared at a an improved gear-changing system, time of fi nancial diffi culty. It improved engine and gear-box bearings, is far more likely that he saw the use of nickel steel and, of course, this as a new and potentially meticulous workmanship.. These were profi table venture, and a the cars which made Charles Rolls so chance to get in early to enthusiastic, and led to his famous a new industry, as he had partnership with Royce. above: the November 1902 The Autocar done in his youth in the early days of advertisement for Decauviille cars electricity. Until recently, it has been Bibliography: for this purchase. It could have been thought that Royce became annoyed Evans, M.H., In the Beginning - the just that it would be a convenient way and frustrated with his Decauville’s Manchester origins of Rolls-Royce, of getting between work and home. faults and shortcomings, and so decided RRHT, 2nd ed., 2004 One idea was that he was thinking of that he could do better himself. It now Georgano, G.N. (ed.), The Complete producing electrical components for seems more likely that he used the car, Encyclopaedia of Motorcars, Ebury cars. Another suggestion is that Royce as described above, as a model on which Press,1968 was thinking of becoming fully involved he could base his own design and ideas. Meynell, L., Rolls: Man of Speed, Bodley in the manufacture of cars. The electrical Their similarities indicate that the Royce Head, 1953 company was going through a diffi cult cars were based on the basically good Pemberton, M., The Life of Sir Henry time, partly because so many cheaper Decauville design. Both Decauville and Royce, Hutchinson, 1936 competing products were on the market, Royce cars had a two-cylinder engine, and it is possible that Royce was looking mechanically operated valves, and a below: Sir Henry Royce’s fi rst (or perhaps for another avenue of production. One propellor shaft and a differential rather second) Royce Car of 1904 fact which supports this idea is that Royce didn’t simply repair and improve the Decauville’s faults, but stripped the car completely. While he did this, Ernie Wooler, one of the employees who was good at drawing, was given the job of sketching each part and noting its dimensions. The car was later re- assembled, and Royce kept and used it until about 1906.

Motor-cars – in on the ground fl oor? With the electrical company facing diffi cult times, it is unlikely that Royce would have set out on some frivolous pastime, such as making his own motor- 6604 PRÆCLARVM 5-14 More on the Angas Family cars The last edition of Præclarvm (Issue 4-14, pages 6567 - 6576) outlined the history of the Angas family and their association with Rolls-Royce Motor Cars, here more, interesting details are led by Tom Clarke (WA).

om Clarke, in collaboration with TGil Ralph (VIC) and Peter Crauford (SA), has sent in more material on the Angas family cars: As a feast of car pictures, Gil's article in the August issue pages 6567-6576 could not have been bettered. The Angas family always had such fi ne cars, and so many of them. Work continues on trying to confi rm the name of 1909 car 60922 as 'Golden [not Silver] Dawn', with the family's 1126 clearly the real 'Silver Dawn'. Meanwhile, picture 12 in the article on page 6573 is actually their 1126 again and not their later chassis 1524 (also seen on the same page). In picture 11, Ian Irwin now been acquired by David Ekberg - see above: The Angas family’s Silver Ghost 1524 agrees that 1524 was fi tted with that below. It shows 1524 'The Dreamer' with chauffeur Frank Johnson at the wheel Grosvenor brougham coupe de ville (its Prestolite canister on the running below: Silver Ghost 1524 as a tourer body in 1912, not 1923, and so the board helps to date the image, being caption is awry in that respect. the original wings and other features. introduced ca 1917) but no longer Note the incredibly high rake of But 1524 has sprung a real surprise with the Grosvenor brougham body the original limousine steering. In on us, courtesy of a photo that has and now instead a tourer, still with addition, a photo emerged of 1524 on the road with its chauffeur, Frank Johnson, but still with the brougham body. The chances are that this body was impractical and was replaced early in Australia by the tourer shown. But I don't entirely rule out that rare option of summer and winter bodies. On page 6574, picture 15 shows the former Angas car 34ED rebodied by Waddington, not Smith & Waddington. The former was the smaller successor to the latter. The body shown was mimicking the same style by Lancefi eld in England. On page 6576, picture 19's caption asks where chassis 2HC is now. This stylish car is now in the late Prince Rainier collection in Monaco.

The 57th Federal Rally 2015 Come, be the Guests of the Western Australia Branch and join them in FREMANTLE 30th April to 4th of May, 2015

Full Details and Booking form in the December edition of Præclarvm

PRÆCLARVM 5-14 6605 INTERESTING CARS AT THE Q A review of results at the August Bonham at the same time as the 20

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With over 300 lots, the Bonhams Quail Lodge Auction broke man ever sold (A$42m), nine Ferrari model records, the most expensi Mini (a Beach Car at A$200k). Photos clockwise from centre abov 1. 1954 Rolls-Royce Silver Wraith LWB Special Saloon, by Vignale hugged by a pair of sealed beam P100s while a smaller set of ho rear passenger seat is a gold painted toilet used as a champagne 2. Ex-Elvis Presley 1963 Rolls-Royce Phantom V Touring Limousin radio, a microphone, air conditioning, whilst the centre rear arm cabinet contained cut-glass decanters and crystal glasses. 3. 1925 Rolls-Royce 40/50Hp Silver Ghost All Weather Tourer by L New York’s interesting design features central division windows t convertible enclosed bodywork. 4. 1935 Rolls-Royce 20/25Hp Foursome Drophead Coupe by Thru 20, 1935, this close-coupled body was designed to carry four or 10 doors, and long hood on the lengthy frame make a very elegant 5. The most expensive car ever sold: 1962-63 Ferrari 250 GTO Berlinett A$4k) its race-tuned exhaust note is distinctively crisp, sharp and particu 6. 1936 Rolls-Royce Phantom III Sports Four-Seater, by Thrupp & Mabe is a vision of pre-war British India, as the elegant whip of choice for two 7. Ex-Sir Jack Brabham, 1970 Brabham-Cosworth Ford BT33 Formula 1 Ra Jack Brabham in 1970 and in which he won the last F1 race of his caree 8. 1962 Austin Mini Beach Car (A-AY1L-197664) (Sold A$200k) BMC f Francisco’s British Motor Cars and served as a dealership display car for 9. Ex-Jack L. Warner (Warner Brothers, Hollywood), 1929 Rolls-Royce A$730k) purchased new by Jack L. Warner of Hollywood for US$19,66 proportions and details are meticulously crafted to make the most of th attention. 10. 1930 Rolls-Royce Phantom II All-Weather Tourer, by Hooper & Comp has maintained this All-Weather Tourer body its entire life. A long-wheelb plates to its rear springs, and a handful of other European features. 11. The Hordern Ghost, 1913 Rolls-Royce 40/50hp Silver Ghost Roi-Des 9 Glasgow, the car was dispatched to Australia where it was owned by the several owners in Australia, it returned for refurbishment to the UK and Photos and car information courtesy Bonhams Auctions: has been in the Channel Islands since 2007. www.bonhams.com/auctions/21917

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6606 PRÆCLARVM 5-14 QUAIL LODGE AUCTION, USA s Auction at Quail Lodge, Monterey, USA, 14 Pebble Beach Concours

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1 y sales records for its two days, including the most expensive car ve Phantom V, ex-Elvis Presley (A$438k) and the most expensive ve: e, (LCLW14) (Sold A$219k) in this stunning car the classic grill is ooded fog lights cap the front wings, distinctively, under the right e cooler. ne (5LVA55) (Sold A$438k) extras for Presley included a Blaupunkt mrest contained a writing pad, mirror and clothes brush. A fi tted

Locke & Company (S283PK) (Sold A$326k) Locke and Company of that fold both inwards and outwards over the doors to create fully upp & Maberly (GAF81) (Sold A$115k) sold into London, on March r fi ve passengers if required. The close-coupled body, rear-hinged 3 statement. ta (3851GT) (Sold A$42m) acquired in 1965 for 2.5m Lire (then about ularly ear-splitting. erly (3BU86) (Sold A$944k) just four custodians over 76 years, this car o Indian monarchs, the Maharaja of Patiala and the Nawab of Bhopal. acing Single-Seater (BT33-2) (Sold A$1.1m) actively campaigned by Sir er; the 1970 South African Grand Prix. factory made as a LHD Beach Car, it was originally delivered to San an Austin franchise. Phantom I Transformal Phaeton, by Hibbard & Darrin (S319KP) (Sold 5 in 1929 dollars, built by Rolls-Royce in Springfi eld, the coachwork’s e Phantom I’s long wheelbase but keep its occupants as the centre of pany (143GN) (Sold A$249k) originally intended to be a saloon this car base example, it is outfi tted with a Continental specifi cation motor, extra s-Belges Tourer, by Wilkinson (2617) (Sold A$767k) sold new through Hordern family of Sydney, of retailers Anthony Hordern and Sons. After 4 a new Roi-de-Belges type touring body. After some time in the USA it

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PRÆCLARVM 5-14 6607 Where has 53S7 been? Nigel Steele Scott (SA) (42G7 & 53S7)

he Rolls-Royce 20HP, Goshawk saw it as a visitor to the Boag family who was an active farmer, used the TSeries 2 No 176 was the 158th who are not recorded on the chassis car to drive “all over Victoria” until on test in March 1923, with engine cards. she decided she needed a closed car G260. It was re-numbered 53S7, fi tted The next recorded owner was and sent it off to Martin and King to with upright steering and delivered to Geoffrey Syme, Blytheswood (and be fi tted with a “body with wind up Lillie Hall on 23/3/23, consigned via Woori Yallock , see below), Carson St, windows”. Geoffrey cannot remember Robert Parker & Co Ltd and Shipped Kew, in September 1927 in Melbourne. if the original body was modifi ed to to Tasmania from Royal Albert docks Syme’s cars were maintained by take the windows and a roof or was a London on the “Port Darwin” on George McCarey (does anyone know new one. Shortly after that the 20 was 20/4/23. The customer was originally more of him?). replaced by one of the fi rst Lew Bandt Nettlefolds, subsequently changed to LJ Clifford (Tas Reg: 8 888). In his recent article in Præclarvm, David Neely picks up on a report by the late Leighton West regarding his encounter with a 20HP at Robert Nettlefolds Pty Ltd that he thought was for the Boag family. Like David’s article, this one also raises some more questions that I hope someone can answer. I am grateful to Tom Clarke for discovering recently that this car was 53S7. The fi rst body on 53S7 was built by Nettlefolds, although the chassis records do not record the coach builder, but record the car (Tas Reg: 8 888) in the hands of the Hon LJ Clifford on 23rd May 1924. He was a share and above: 53S7 showing the body by The car then passed to his daughter stock broker in Hobart at the time, the Nettlefolds of Hobart in 1924 2nd son of Lord William Clifford of Marjorie Haggard of Pendleside Woori Chudleigh who was also at that time a Yallock, recorded on 8th March 1929 Ford Coupe utilities (they appeared in resident of Tasmania and had inherited (Vic Reg: 74506), and up until 1934 1934/5). Has anyone any records of the title from his brother. Clifford later was registered as a blue and black the car with its Martin and King body? moved to the Woori Yallock district of tourer. Marjorie’s son, Geoffrey, now At this time Clifford, the original Victoria. 86, remembers the car. The only owner was a neighbour of the Symes On the tour of Australia by HMS Hood photo he has (see below) shows him and Haggards, and subsequently his in 1924 as part of the “World Cruise of and his sister sitting on the running daughter became engaged (and I the Special Service Squadron”, a 20HP board aged about 4 or 5 (c.1932) and assume married) to a son of the Mt 40G9 was carried as the Vice-Admiral’s shows the near side of the Nettlefold Elephant, Victorian family who owned car. It was one of the fi rst 20s off tourer body, which together with the Silver Ghosts. It looks like there was a the production line and had a Barker Hobart Mercury photo of the offside Rolls-Royce grouping in Victoria. Barrel body. The Hood left Devonport confi rms the car had “twin wheel” equipment. below: Geoffrey Haggard and his sister (UK!) on 27th November 1922 and sitting on the running board of 53S7 in was in Hobart from 31st March to 4th Geoffrey recounts that his mother, 1932 April 1923. There was also a representative of Rolls-Royce on board who was reported in The Hobart Mercury of 9th July 1924 as saying that in his opinion “there was no comparison between the workmanship and fi nish of the English car and fi nish of the local job” (see photo above right). Mr Clifford’s car, he said was “the fi nest example of bodywork he had seen”. There was also a photo of the car in that edition of the Mercury. There seems no doubt that Leighton’s recollection of a 20HP in Hobart was this car, however it seems it was bodied for Clifford, and Leighton 6608 PRÆCLARVM 5-14 Kangaroo Island. Derry was off to visit Geoffrey Dutton who had a property on the island. My family remembers the Rolls-Royce but cannot recall any other details. Derry was a lifelong friend of Gavin’s. Ed Harris remembers the car and the story as he bought the 3-litre Bentley from Gavin shortly after. Max Von Sanden, who owned a lot of exotic cars over the years, also owned it and entered it in the 1953 Redex Trial, and used it in competitive rallies of the Sporting Car Club of SA with Bob Burnett-Reid (SA reg: 337 426, reported in The Adelaide Advertiser: above: Gavin Sandford-Morgan purchased Royce products was taken to new 17th May 1954). His son Nigel recalls 53S7 in 1951 heights by this car”. He commented that Max wanted to have the oldest car Sometime in here, 53S7 came on its smooth and easy driving with on the rally (Kevin Field remembers into the Rolls-Royce collection of an ability to cover over 900 miles in that Max was searching for good John Wotherspoon, a gentleman who one day and cope with diffi cult road second hand tyres to equip the car for “owned the Victorian town of Beaufort conditions! the rally). In the event, he changed and several Rolls-Royces” according He sold it in 1951/2 to Norman his mind and took a 1928 Nash sedan to Geoffrey Dutton who bought a ¼ (Derry) Jeffares in order to buy a 3 litre (perhaps it had better tyres) which did share in SG 15TW from him in 1942 for Bentley from Geoffrey Dutton, now a not get very far before retiring with 20 pounds while based in the RAAF at member of the English Department at generator trouble. Rough justice. Ballarat This may well have been the The University of Adelaide. Jeffares In the 1950s, 53S7 also belonged to catalyst for 53S7 appearing in South was the very young Professor of John Michel, a foundation member of Australia as Dutton knew the late English at The University and later the South Australian branch, suffering Gavin Sandford-Morgan, later to be a a celebrated Professor of English at an ignition failure on the way back from life member of the RROCA. Stirling, Scotland. I remember at that a Sporting Car Club event “rolling” the In 1950/51 Gavin was travelling time, for at least 2 Christmases, his newly surfaced track (1955) at Port in country Victoria, when he met a Rolls-Royce, (obviously this one, at Wakefi eld and had to be towed home traveller selling Malted Milk Mixers that time I did not know much about behind Bruce Robert’s Vauxhall 14/40. from his Phantom. He also told Gavin them) accompanied my father’s Holden It was a wedding car for Bill Bickford about Wotherspoon, Gavin visited him and 2 other cars (the maximum load) in 1969 when owned by John Scammel and bought 53S7 (see above) (SA Reg: and were winched onto the foredeck (The Fauldings Family) who purchased 337 426). This was Gavin’s fi rst Rolls- of the coastal steamer Karratta on it in 1967 (SA Reg: RBR 923 - see Royce and he was greatly taken with Boxing Day as we all set off from Port below: John, Nancy and Peter Scammel in it. “My previous high opinion of Rolls- Adelaide at 7am for our holidays on their new purchase in 1969

PRÆCLARVM 5-14 6609 LOOK AFTER YOUR BLOCK AND HEAD. The block on 42G7 had similar corrosion but not so bad and there was no serious damage. I cleaned it out 25 years ago and have used only purpose designed coolant since and it remains unchanged and clean. Michael McMichael (6th December 2013) told me that the crank was reground, bearings re-metalled and new pistons purchased (they were damaged and I have thrown them out). Radiator repaired, Head rebuilt and ready to go. So far I have checked above: 53S7’s original engine block only it to me as a birthday present (See the head, cleaning off surface rust and capable of running on fi ve cylinders photo below). She had determined a hand lapping of the rusty valve seats photo below) from AG “Peter” Radford that I needed another project, and was good enough to clean them up. in Broken Hill (NSW Reg: BDF 787, this I am consequently delighted. The The body is sound; the upholstery number suggests about 1955-60?). engine was loosely assembled as a is a faithful Vinyl copy of the original, Radford had a number of quality cars shell by Michael McMichael and put the paint is tired but was clearly a high in his collection and had rebuilt 53S7 back in the car, which was advertised quality job. The wheels are far too to a high standard. Radford repainted as “engine seized”. Michael told me he small, and the car must have really the car a cream colour that can be put some of the unfi tted parts in the buzzed at 40mph. The instruments seen on the wheels in the photo below sump. I have yet to open it. The head are a hotch potch, some are correct, and it was a standout at the Broken Hill and rocker gear look fi ne and have nonetheless surprisingly most of the Motor show in 1958. He sold the car been repaired and I have done some original Rolls-Royce chassis fi ttings are to John Scammel when his interests minor work and they are ready to go. still on the car. changed. Strangely it had no Hood I spent some time dismantling and Now I have examined the car in at this time and John constructed a cleaning the block. It was disastrously much more detail, a few more things new frame and hood which matches cracked along the bottom edge of have come to light. The body is a Barker Gavin’s photo to the left. It is an the water jacket, and the corrosion Barrel number 5076. David Davis and excellent structure. was extensive. It was the corrosion Tom Clarke tell me this is a very early In restoring 42G7, our 1922 expanding in between the cylinders, number. The front mudguards are not Burlington Roadster, I visited John stud tubes and edges of the block that quite Barker and are almost certainly and the car many times, to ascertain forced the cracking in a manner similar the original Nettlefold pieces. The rear how bits fi tted and to copy missing to concrete spalling. All was in-hand mudguards are probably Barker as pieces. 42G7 came to me completely to have it repaired and resleeved they are an excellent fi t to the body disassembled and how to fi t a bundle until, in the fi nal clean up, one of More questions and unknowns of control rods, bell cranks and joints the cylinders fell out, leaving nothing here. I would be grateful for any as well as many other nuts and bolts behind for a sleeve. Tom Clarke points help. [email protected]. I am was a real jigsaw puzzle. out that what actually happened was concentrating on rebuilding the engine I was invited to visit John as he the block “gave up the Ghost” (see and gearbox, thus I am repairing or began a mechanical rebuild of 53S7 at photo above). rebuilding each piece I take off the car Michael McMichael’s BMW workshop I have purchased a new block from to reach the engine, but there is still in c1995 as he was seeking advice on Ristes. It is a beautiful piece of work much to do before I take the plunge how to help John who was complaining and to my untutored eye looks better and lift the engine out, and that will be of the car consistently overheating on fi nished than the original. 20 Owners: the subject of a further story! the shortest run. Unfortunately the work was not completed as the engine was in a very poor state with substantial corrosion damage to head and block. When John stopped working on it some professional work had been done but the block was judged irretrievable and work ceased with the car semi- dismantled. Following the death of John, some years ago and of his wife Nancy last year, the car was auctioned by the executors of the estate in December 2013 (on my Birthday), it was passed in and after some negotiation my wife was able to buy it and gave right: Nigel’s birthday present in 2013 6610 PRÆCLARVM 5-14 A SIGNIFICANT PHANTOM III REAPPEARS The Story of 3AZ28 Steve Stuckey (ACT)

egrettably I could not attend the RRolls-Royce Enthusiasts’ Club annual rally at Rockingham Castle in June this year. But a number of friends did, and at least three of them sent me photographs of a very signifi cant Phantom III, which made its fi rst appearance in 16 years after a very short showing in December 1998. The car in question is chassis 3AZ28. ‘What makes this car signifi cant?’ I hear you ask. Well this is the fi fth production Phantom III, its chassis being sent off test at the Derby factory on 3 June 1936. Any early chassis which retains its original engine (number A84A) and coachwork is important, but this car has other things going for its placement of signifi cance. The Phantom III had been announced with much fanfare in October 1935, at the London Motor Show. It was a stunning departure for conservative Rolls-Royce: a V-12 engine of 7.3 litres, the fi rst non-six cylinder engine since the aborted V-8 of 1905. It had independent front suspension. It aimed to compete against those luxury, V-engined cars coming from Europe (France and Germany mainly) and the USA. The US in particular was a threat: their V-12 and V-16 cars were mass produced in comparison to Rolls-Royce output and “society” was following the preference for large American (or Canadian) cars shown by the playboy Prince of Wales. Despite the announcement of the car in October 1935, there was as yet no steady output for the PIII; indeed, of the eight chassis on display at Olympia only two were actual moving chassis – the two experimentals 36EX and 37EX. The top: The Car Mart advertisement for 3AZ34, showing a slightly different design for the H J Mulliner body. This advertisement was shown in Country Life on November 28 1936 and other six were bodies on dummy chassis again, exactly the same, on October 10 1937. provided by Rolls-Royce to various coachbuilders. Nonetheless orders centre: Reproduction of a Jack Barclay advertisement showing their Trials car, 3AZ28. The text erroneously claims this was a design by Barclay. fl ooded in, and the Company ramped up production in mid-1936, perhaps below: Jack Barclay Ltd. produced cards to illustrate their cars to potential buyers. There are also a few that show coachbuilder drawings. Here is the one for H J Mulliner design 5741, hurrying without suffi cient testing of which was the design that chassis 3AZ28 was the fi rst to be built to.

PRÆCLARVM 5-14 6611 above: Colour advertisements were very rare in 1936, but here is 3AZ28 in a Rolls-Royce ad. in The Motor of November 17, 1936. This photo is by RR-favoured photographer G. Leslie Horn, with his reference number RR984. above right: Another Leslie Horn photo, his RR1005, “On the road to St Ives”, Huntingdonshire. right: Rolls-Royce showed 3AZ28 in ads until the end of 1938. This from society magazine Country Life of March 27, 1937. below: A wonderfully composed photo again by Horn, his RR983. This, and RR984, show 3AZ28 in the grounds of Stukeley Hall, Huntingdonshire. This was in The Motor of February 16, 1937. the experimental “Spectres” and leading to some of the mechanical problems early cars suffered, but that is for another, later story. Jack Barclay Limited, the largest retailer of Rolls-Royce order a chassis to use as a “Trials” or demonstrator car. The chassis was and Bentley cars at the time, were amongst the fi rst to delivered on 6 June 1936 to HJ Mulliner by road from the Rolls-Royce London depot at Lillie Hall. Barclay, and HJ Mulliner, wanted this to be a special car. One of their designers at the time was Stan Watt and he penned a lovely design of a low-roof lined semi-razor edged saloon with division that fi tted the shorter wheelbase of the Phantom III chassis perfectly. Only one other PIII chassis had made it to Mulliners before 3AZ28. This was 3AZ34 which arrived only 8 days earlier and was bodied with a slightly different design, with a straight chromed waistline as opposed to 3AZ28’s sweeping metal moulding. 3AZ34’s body number was 4351 and 3AZ28’s 4354. 3AZ34 was destined to be the Trails car for dealer The Car Mart but it was not delivered until more than six weeks after 3AZ28. The body on 3AZ28 was fi nished in black cellulose throughout with a fi ne white picking out line to the mouldings. It was purely a saloon, with a division, and no occasional seats. The upholstery was in grey leather to both compartments; the woodwork was in walnut with gilt stringing. The body cost £615, and the chassis £1,489.13.2 (the standard 20% discount R-R gave to its regular chassis buyers). Rolls-Royce had set the car up for touring at high speeds in the UK with a body weighing 11 to 12 hundredweight and only an average ½ hundredweight of luggage. A kneeling mascot (at £3) was required and there was to be only one, offside, spare wheel. The car was fi rst registered by 28 September 1936, even though Rolls-Royce records say it was taken into use by Jack Barclay on 16 August. In The Motor of 29 September (page 359) the car is shown, along with 3AZ46 with the caption: “New Phantom IIIs: Two of the latest Rolls-Royce with coachwork to Jack Barclay’s own design outside his showrooms in George Street, London, W1 The rear car 6612 PRÆCLARVM 5-14 Barclays sold 3AZ28 to C James Mackay, a property investor from Birmingham (he had previously owned Phantom II 49MW and 20/25HP GBJ67). I have been unable to fi nd when Mackay died, but Rolls-Royce records show the next owner as a Dr P S Jaikaran of London SW1 in 1957, but the car was re-registered KOL888 in Birmingham in July 1950, a number it was wearing in late 1998, so perhaps Mackay had it until 1957. On 20 March 1959 3AZ28 was bought by Berkshire collector (and retired RAF Spitfi re pilot) Captain Vincent Twomey. In 1977 ill-health precluded Twomey driving 3AZ28, which had 113,000 miles on the clock, or his seven other pre-war Rolls- Royces, three Derby Bentleys, his 1938 Packard and 1933 Humber. This stash was offered from a Shropshire barn to Sotheby’s in late 1998 after Twomey’s death and was sold at their auction at RAF Hendon on 7 December, where 3AZ28 made £24,000 (on an estimate of £16,000). The buyer has kept the car almost exactly as he bought it, and is undecided as to what he should do with it – restore or preserve? When displayed above top: A photographer favoured by swoopy Barker sedanca de ville 3AZ24, by Fiennes at the RREC Rally, they said Barclay post-war, Rodney Todd-White, took the Barker & Co. Trials car. Barclay’s next that they “looked forward to returning this photo of 3AZ28 which probably dates Trials Phantom III was another Mulliner the car to its former glory and a new from 1957. saloon with division, 3CP34 fi nished in life on the road”. 78 years on it is rare above: A small photo bought on eBay in jewelescent dark blue and silver (and indeed to fi nd a Phantom III, with only 2011, this shows 3AZ28 in a London street registered JB1), a car used widely by four documented owners and probably in May 1956. Jack Barclay himself, eventually sold in wearing its original paint, in such an is a sedanca de ville with patent sliding July 1937 to King Carol of Romania and undisturbed condition. de ville extension, the property of Lord last heard of in 1948 in Bucharest. below: The engine compartment showing the Doverdale…” The actual registration Barclays used 3AZ28 as their original motor of 3AZ28, with about 114,000 number of 3AZ28 is not defi nitely known. demonstrator for some months and miles on the clock in 78 years. Barclay had the number JB1 which was must have been embarrassed when, below bottom: Shown by Fiennes Restorations used on a number of his cars, but there according to a letter to Derby from at the RREC Rally on 21 June 2014, 3AZ28’s fi rst public showing in 16 years. is no evidence of it being fi tted to 3AZ28; the R-R service depot at it is shown wearing numbers JB3500, Cricklewood, it ‘failed to JB9900, JB9999 and JB7601. Most often proceed’ in October 1936 it is JB9900 it is shown with, and this is a due to a faulty petrol pump Berkshire number allocated in 1936. whilst being shown to a The caption in The Motor is but customer. (The petrol pump one example of the erroneous claim was not long afterwards by Barclay that he was designing cars, moved from under the when in fact it was staff of Mulliners bonnet to a chassis cross (an independent company) who had member in later Phantom designed both 3AZ28 and 3AZ46. Barclay III production, to avoid fuel was not alone in making such claims, as vapourisation due to heat in HR Owen made the same claim of bodies the engine compartment.) designed and built by Gurney Nutting. On 11 February 1937 Towards the end of 1936 and until the middle of 1937 chassis 3AZ28 was used in a number of Rolls-Royce advertisements in motoring and society magazines, showing the car in various rustic locations around England. These photographs were taken by the Company’s favoured photographer, G. Leslie Horn of Enfi eld, Middlesex. Some original prints of his photos, and a couple of the ads they appeared in, accompany this article. I am only aware of one ad. for Jack Barclay that the car appeared in, and it is shown here as well. From the middle of 1937 for about 12 months the car was replaced in R-R’s rural ads by PRÆCLARVM 5-14 6613 The Future of Federal Rallies? Prompted by a letter from Margaret Gillings (NSW) to the Præclarvm Editor, Kim Stapleton, RROCA Federal President, calls for discussion and comments on this important issue hen I took on the job of Federal the scene let me detail the format of our food, crafts, wine, etc. We fi nish the Rally WPresident at the Gold Coast Rally in Federal Rallies as it stands today. with a Farewell Breakfast on the Monday 2012, I issued a challenge to all our Rally The Rally generally runs from a morning. organisers to bring down the costs of our Wednesday through to the following The main functions of the Rally are Federal Rallies. I prefer to lead from the Monday morning. Wednesday is arrival day generally: Register dinners on Thursday front, so this was a major consideration and generally no activities are arranged. evening; Welcoming Party on Friday for this year’s Rally at Cypress Lakes in Thursday is the day of meetings with the evening; Some form of entertaining the Hunter Valley. Registrars meeting, followed by Federal or interesting activity on the Saturday We managed to deliver the lowest Council AGM and later the Foundation evening; and the Formal Dinner and cost Rally of the last seven years and meetings. Often there might be a Judges presentation of awards and trophies on this was largely due to the support we meeting held either on Thursday or Friday. the Sunday evening. received from our great sponsors. Do Thursday and/or Friday also have the What follows is the letter to the Editor not underestimate the efforts of the conference component of the Rally with from Margaret Gillings (NSW). I ask you Rally Committee, who also worked presentations on a variety of subjects that to consider the questions that Margaret extremely hard to drive bargains at every should appeal to all our members. is asking and to give the Executive your opportunity with our various suppliers We have over recent years seen a great feedback. You can either email your and venues. The planning for the 2014 increase in the topics targeted at our lady thoughts to [email protected] or Rally took two and a half years, so it was members and this has been very well post your response and thoughts to our a considerable effort. received. Saturday has usually been our Federal Secretary at the address at the Why am I telling you this? Well one public display day and usually has included front of this edition. I would appreciate of our members has asked a series of the Concours judging as well. Although receiving your feedback by 31 December questions about our Rallies, their cost, this year we trialled holding the Concours 2014, so that we have time to review and frequency and duration in the spirit of on the Friday with great success. Sunday include the feedback into the next Federal stimulating debate. This is a healthy usually sees our members touring around Council Meeting. thing for our Club to do from time to time the local region to explore and sample the Thank you and now is as good a time as any. To set local attractions and various offerings of Kim Stapleton, Federal President

Dear Præclarvm Editor, As Præclarvm is the national magazine of the Rolls-Royce movement in Australia, it would seem to be the appropriate place to open discussion on matters that affect all the state branches. I am referring to the question of Annual Federal Rallies. I would like to start a debate, not just in Federal Council, but among all the members of the Club on whether the frequency and/or duration and/or expense of these gatherings is too much, too little or just right. Where do we get volunteers? The voluntary work required in organising an event of this size is enormous. It involves the volunteer members of the Rally Committee in several years of planning. By the end, these stalwarts frequently end up burnt out and the club risks losing their input and expertise for future activities. For the larger clubs like NSW and Victoria there is a good pool of volunteers but in the clubs with smaller memberships the load that falls on the few willing people is almost overwhelming. Some, such as SA and certainly WA are also hampered by the distance that members from other states must travel to attend. How they manage to do it so well staggers me but manage it they do. Are they too frequent? We seem to be locked into the April/May time slot and sometimes, depending on the date, the rallies are only ten or eleven months apart. Add a week-long Overlander and/or Post-Rally Overlander to this and the separation time is even shorter. It often seems you’ve only just returned from one Rally to fi nd yourself booking for the next. Other car clubs also hold Federal Rallies and most hold them only every second year. Many of our members belong to other car clubs and often have to choose between their Rally and ours. We need to co-ordinate with some of these clubs to ensure that we don’t clash with either the location or the timing. For instance, there is another national rally in Albany, WA in October 2014. Is it likely that the same eastern state members will take their cars back to Fremantle for our Federal Rally a mere six months later, in April 2015? My suggestion is that we have a Rally every two years - say the even years - with a Federal Tour along the lines of an Overlander in the odd years. There are members who feel that touring with the smaller numbers of people attending the Overlanders is more to their liking. Some of those who go on the Overlander don’t even attend the actual rally afterwards. There is some argument that each state, by only hosting a biennial Rally every twelve years, would have no members with the experience or expertise to organise it. Well, the committee for the recent Rally in the Hunter Valley included at least two people who were part of the team of the 1996 Wollongong Rally organisers. Many other members have helped in these endeavours over long periods of time! With a formal knowledge base maintained, in the form of a Rally organisers guide book, this would not be much of a problem, though. Are they too long? For many years the rallies were held over the June Queen’s Birthday long weekend. This meant arriving latish on Friday night or early Saturday morning and leaving sometime on Monday to be home in time for work again on Tuesday. Then, (was it in the eighties?) the time was moved around a bit and it was fi nally settled for around March/April/May. Queensland preferred the later time because of their school holidays. By the nineties delegates had to hurry to be there for the Federal Council meeting on Thursday afternoon. Somehow - maybe with the organising of Overlanders - Wednesday became the fi rst day. It meant that Thursdays could be taken up with meetings, register sessions, technical sessions and other activities of interest. All this meant that the accommodation costs went from two nights to fi ve. Weekend packages are now offered but this can make some people feel as if they were coming in half-way through the second act of the play. Are they too expensive ? The cost of accommodation tends to be determined by the number of people attending. It is very diffi cult to fi nd a venue that will take 300 people at a budget price. This greater expense to the individual hits harder when it is every year. Many members – particularly the many that are on fi xed incomes - will fi nd that a Rally only every second year is much more affordable. I hope no one will take this as any sort of criticism of past rallies. I have loved them all but I think it always a good idea to stop and reappraise anything which seems to have become a habit. I also appreciate that both WA and Victoria are well along the way with their 2015 and 2016 preparations and am not suggesting that these should be interrupted in any way. However, if some decisions can be made in the next year or two it would give the other branches responsible for subsequent years a bit more planning time. I look forward to hearing many members’ comments and suggestions on this. Regards, Margaret Gillings (NSW)

6614 PRÆCLARVM 5-14 News from the Registers

Twenty Topics No. 53 well as an Aston Martin DB2/4 chassis from the original bodywork but there is LML789 and 1928 Horch 8-305 Tourer a slight possibility that they were fitted Palmer Museum in Coolum chassis 16533. at the same time as the Barker body. recent trip to the Sunshine Coast There were several continental Chassis 64H6 and GH68 had Barker A had to include a visit to the Palmer Veteran and Edwardian cars which Touring bodies, since removed and it Auto Museum at Coolum. appeared to have come from an Austrian is likely that the present body on 53S7 I was surprised to see that the Collection and were exhibits not seen in came from one of these cars. 64H6 was building was similar to a large marquee, Australia. There were plenty of familiar in bits around the 1940s and parts of all white but totally column free. It exhibits. I was interested to see so it were traded in the 1960s and 70s. contained over 100 cars. The exhibits many varied examples of Australian GH68 had its Barker body removed in were well set out so that visitors could bodywork. The 1927 Capital Chevrolet 1937 when Martin and King fitted a walk all around them. The Museum has Tourer was of particular interest to saloon. been open for just on a year. We were me as my first car was identical. It The photo of 53S7 supplied by Gavin the only visitors for the couple of hours was run over by a Double Deck Bus, Sandford Morgan for Sunburnt Country we were there. while parked. Its replacement was the taken in the 1950s shows the car to be There are 11 R-Rs in the collection Twenty! Of interest were some which well used and the body having been but 2 were missing one of which we would call novelty cars, ie cycle and professionally fitted. Such may indicate would have been the Phantom VI 3 wheelers. In all, I was impressed by fitment in the 1930s which would in which Clive Palmer was seen on the collection more particularly because possibly favour the body previously television arriving at Parliament House there were a lot of cars we never see fitted to GH68. in Canberra. The R-Rs present were; and the whole was so well set out. Vale Russell Leitch Silver Ghost chassis 1677, a Roi-de- More on 53S7 (see page 6608) Russell Leitch died on 17th July after Belges tourer, Phantom I, Barker The saga of 53S7 continues with a long illness. I met Rus when we both High Vision Limousine with no chassis discussions among David Neely, Tom attended the Advanced Management number noted, Phantom II, chassis Clarke, Nigel Scott and myself. It is Course conducted by the University no 133WJ Sedanca de Ville by Barker now certain that the car was imported of Hawaii in 1980. Our sons went to which was owned by Lord Louis as a chassis for the Hon. L C Clifford the same school so we struck up a Mountbatten, Phantom III, chassis in Tasmania and is the car pictured in friendship. I introduced Rus to old no 3BU124, Barker Limousine and a the early 1924 photo of the Nettlefolds cars and he accompanied me to the concours 1950 Silver Wraith Hooper Bodyshop. It was completed as a tourer. 1989 Federal Rally at Broken Hill, Clare Limousine which had no chassis 53S7 now has a Barker Tourer no.5076, having declared that she was not going number noted. Behind those cars were when it was fitted remains uncertain. there at 40 mph! We struck snow on the a Phantom V, Silver Seraph, Silver Spirit David Neely, perceptively, has noted way out and startled a Kangaroo on the and a MPW Drophead Shadow. that the present mudguards are not way back which bounded alongside the Other interesting cars included Barker. Additionally, they have a deep car which could not outpace it despite two Bugattis namely 1931 T40A edge which was often added when a heavy throttle! Rus related that the Tourer chassis 40905 and 1937 Type smaller wheels were fitted which the week end was the most expensive of 57 2-door Ventoux chassis 57580 as car has now. The guards are probably his life as he got the bug and bought a manual R type Bentley. It had its Registrars issues which Rus solved resulting in a magnificent car. He later owned a Bryan Inder, 7 Pibrac Avenue, Tel: 02-9487-4153 Registrar, Warrawee Fax: 02-9489-8323 Shadow followed by a Spirit. Silver Ghost Register NSW 2074 [email protected] Rus spent many years outback as Les & Carol Hearne, 10 Morvan Street Tel: 02-9874-3486 a banker and could drive the Twenty Registrars, Small Horsepower West Ryde [email protected] as well as I can. He and Lyn retired to Register NSW 2114 their native Queensland and Rus was Frank Carroll, P.O. Box 6007, Tel: 07-5446-68810 long time Treasurer of the Queensland Registrar, Upper Mt Gravatt, Fax: 07-3343-4299 Branch. He had much practice as Derby Phantom Register QLD 4122 [email protected] he related that as a junior banker in the outback one was immediately Mal Henderson, PO Box 150 Tel: 02-9542-8401 Registrar, Caringbah, [email protected] appointed treasurer of the Cricket, Derby Bentley Register NSW, 1495 Tennis and everything else clubs. He asked for a city posting, after many John Harriman, Registrar, 5 Moore Street, Tel: 03-9598-6702 years in the Bush and was told that Silver Wraith, Silver Dawn, Sandringham, [email protected] while ever he was single, he would get Bentley MkVI and R-Type VIC, 3191 outback postings! I remember him Register ringing one day asking me to look out Geoff Down, Registrar, PO Box 18183 Tel: 03-9415-6760 for a Spirit. I spotted one that Brian Silver Cloud, Bentley S Series, Collins St East [email protected] McMillan had for sale and had a look at Phantom V and VI Register Melbourne it on the hoist and couldn’t see any oil VIC 8003 so said that he should come to Sydney Bill Coburn, Registrar, PO Box 1775 Tel: 02-6296-5893 to view it. He bought it! He was not Silver Shadow, Bentley T Fyshwick Fax: 02-6296-5892 the first person to ask me about an Series and Derivatives Register ACT 2609 [email protected] R-R they wished to buy despite the fact David Doyle, Registrar, 5 Boschetti Road Tel/Fax: 03-5829-8416 that I have only ever bought one and it Silver Spirit, Bentley Mulsanne Tallygaroopna Mob: 0439-621-385 blew up 3 weeks later! He was a good and Related Types (SMART) VIC 3634 [email protected] friend and I know a friend to many in Register the Club.

PRÆCLARVM 5-14 6615 News from the Registers

42G1 goes old-school I collected my Twenty from Paradise Garage recently after the final work on the brakes was finished. It now has the best brakes in Christendom. Ralph Appleby moved the car from the wash bay to the entrance of the workshop ready for me to drive home. He turned off the engine. I hopped in, but as is always the case, we chatted for several minutes. Imagine our surprise when I switched on the ignition and the engine started! I have seen early Ghosts and Model T Fords do the same being as they are fitted with trembler coils but never a car not so fitted. For those that don’t know, a trembler coil gives out a constant spark so a cylinder ready to fire, will do so as soon as it receives spark ie., when the ignition is switched on. The Twenty’s coil delivers its spark when the points in the distributor are lined up with the relevant spark plug which is ready to fire. That is why starting of the switch involves moving the advance and retard lever through its arc. For the engine to start when the ignition is switched on alone is remarkable. No doubt Professor Barrie Gillings will have the answer! Over to you Barrie! Finally - the Twenty of your dreams.... From the Motor Owner, June 1925: “Beautiful in appearance, most special interest and class winner at the American Club member Gary Moore, as fascinating to drive and the most meet was the 1914 “Alpenfahrt Trials” an homage to the “Embirico’s Bentley” luxurious to ride, the 20h.p. Rolls- Rolls-Royce Silver Ghost Chassis # 18PB and the designer Georges Paulin [a Royce is a car of exquisite charm. One driven then by James Radley and now member of the French Resistance who is proud to know that it is British.” under the custodianship of Steven Littin. was killed by the Nazi’s in WW II], has David Davis 42G1 NSW The body was by Portholme and, as built a ‘one-off’ drop-head version of originally built to reduce the weight, it this vehicle which he feels could have had no doors. So to enter this vehicle been the next possible design. This Silver Ghost Register you stand on the running board and newly fi nished vehicle was seen here then are required to take a discreet for the fi rst time and it won its class National Meet of the Rolls-Royce steep step up onto the well-positioned impressing the judges. This vehicle Owners’ Club of America toolboxes then over into the vehicle. above top: Part of Australian contingent utstanding is the word I would The Concours day was incredible with at Pebble Beach in front of Silver Ghost use to describe the Rolls-Royce Chassis #60922 O the cars to be judged eye watering, and Owners’ Club of America ‘National Meet’ the line up of Silver Ghosts an enthusiast’s above: Springfi eld Silver Ghost running at the Seven Springs Mountain Resort, Chassis #39AG dream. Apart from the Silver Ghosts the Pennsylvania, about one hundred most interesting vehicle presented was below: Keith Wherry, Marie Harland, Helen kilometers from Pittsburgh. The meet La Fontaine, Bryan Inder in ‘Bridal Corner on a 1936 Bentley Chassis #B25GP. started on 27th July 2014 and ran for Seat’ at Pittsburgh railway station. six days catering for eight hundred and seventy people who arrived with two hundred and thirty six Rolls-Royce and Bentley vehicles. From these there were one hundred very well presented vehicles to be judged in the Concours. The overall fi nal numbers were close to the top attendance that this Club has had at a meet. There were twenty-one Silver Ghosts at the meet all in excellent condition plus a freshly restored 1921 Springfi eld Silver Ghost complete running Chassis #39AG about to receive a body. Of

6616 PRÆCLARVM 5-14 News from the Registers

could surely be a future special class winner at Pebble Beach? It was amazing! A ‘Silver Ghost University’ was conducted in the form of technical seminars and certifi cates awarded to the participants. Many other seminars occurred. Each evening there were enjoyable meals according to your various model interests. I also attended the Silver Ghost Association [SGA] meeting with Keith Wherry and this was chaired by Maggie Newman. It turns out forty-two percent of the members live in Australia, and this prompted Maggie to comment that they “all should move to Australia”. Many events were enjoyed over Revival’ a combination of planes, exotic above: Silver Ghost Chassis (39AG) with cars, much food and various drinks. The body by Portholme and driven by James the meet. Helen and I with Keith Radley in 1914 Alpenfahrt Trials ‘Quail Lodge Motorsport Gathering’ was Wherry and Marie Harland took a [note no doors] very enjoyable day excursion to also a grand occasion and opened by below: Embiricos Bentley ‘Open Version’ its chairman Sir Michael Kadoorie. This Pittsburgh, which included a river trip homage to George Paulin on in an amphibious vehicle, a visit to gathering had its own concours with Chassis B25GP designed by American the Andy Warhol museum and gallery, many interesting cars [where do they member Gary Moore. and lunch in the old marble grand come from?] and all the food provided in Auction, which we attended, a rare Pittsburgh railway station. On another the price of the balloted ticket ‘Concours 1962-63 Ferrari 250 GTO Berlinetta, day we visited Frank Lloyd Wright’s Italiano’, the name says it all, is only one of only thirty-three built, fi nally iconic home ‘Fallingwater’ (designed for Italian cars. Again on a golf course sold after a long drawn out process, at and built over a waterfall) and then displaying so many Ferrari [mainly red], the hammer price of just over thirty- another home he designed ‘Kentuck Alpha, Fiats and De Tomaso, with cars six million US dollars plus commission. Knob’ (carved into the mountain-side and memorabilia stalls as far as the eye They had been hoping for between just below the crest of a hill). The could see. fi fty and seventy million dollars which following day we went whitewater One night in Monterey sixteen I think included a lot of hype? rafting and enjoyed the fi nal evening Australian Club members met for an For the Sunday Pebble Beach Club functions and presentations. enjoyable seafood dinner at ‘Fisherman’s Concours day we were up early and Then after a visit to New York we Wharf’. [Berthon, Cavasinni, Inder, with our VIP ticket received a parking travelled to Rapid City for Mount MacDonald, Moran, Quattrocchi, Virgo, space just behind the golf clubhouse. Rushmore to see the four Presidents Wahhab, Wherry.] We now walked along the coast, on carved in granite on the mountainside. Another important part of this week the eighteenth fairway, covered with To our surprise we arrived at the same is the car auctions. You would swear some of the best cars in the world time as half a million motorbikes and that every red Ferrari ever made was in front of us and all hoping for the seven hundred and fi fty thousand here either on display or at one of the coveted winners trophy. I personally bike enthusiasts attending ‘The 74th fi ve main auction houses. There were felt that we were back in the real Sturgis Black Hills Rally’. They were also many interesting and rare vehicles world as there were many very special mainly travelling on Harley motorbikes, for sale at these auctions spread over Rolls-Royce Silver Ghosts and a large and the town of Sturgis normally has the week. At the Bonhams Quail Lodge number of Rolls-Royce and Bentleys a population of fi ve thousand people. Therefore camping, caravans and the local area motels cater for this huge increase in numbers. From our point of view there was no crowding at any of the scenic spots or restaurants, the only noticeable difference was that our fellow road users were all bikes and there were lots of bikes! Pebble Beach Concours Week After visiting San Francisco we proceeded to Monterey to attend the annual prestige Concours at Pebble Beach on their golf course. Here there is a week of events starting with a Concours on Ocean Avenue at Carmel. We attended the “McCall – Motorworks

PRÆCLARVM 5-14 6617 News from the Registers

Quail Lodge Concours I was Our Registers were formed for the confused by two different main aim of disseminating technical Silver Ghosts, both with the info and help and advice for owners, name plate ‘Silver Dawn’? and also as a means of providing a So with some investigation forum for like minded members to when I returned home and a socialise and share their experiences. lot of help from Tom Clarke Under our founding Registrar, the problem was solved. Lloyd Missen, a healthy social agenda To sum up briefl y the story was established and the Register relates to two Silver Ghosts grew to be the most active register, purchased by the Angas which it still is, and I may add, that family of South Australia. the Dawn Patrols are defi nitely still The fi rst one Chassis in a class of their own, but I may be #60922 was possibly called biased! ‘Golden Dawn’. Then they I am in Melbourne and I really purchased Chassis #1126 would like to hear from more which was defi nitely called members from all our States. I have ‘Silver Dawn’. Later written noticed that we do indeed have quite records recorded #60922 a few new Register cars entering as ‘Silver Dawn’! Then more the Club. I would be very pleased recently when a replica of to hear from you if you are in this Chassis #1126’s second category, just e-mail me or give me body, the Grosvenor silver- a call on 03-9598-6702. I really do plated speedster, was built like a social chat about the Register on Chassis #2121 it was and our cars! above: Frank Lloyd Wright’s ‘Fallingwater’ named ‘Silver Dawn’. And then fi nally As an update, Gos Cory (ACT) has with rare bodies that are not normally along comes the restoration of Chassis updated us that he has completed seen by Australians. Here we re-met #60922, which by now is known in so his replacement of his rear wheel the RROC Inc. President Rubin Verdes many books as ‘Silver Dawn’ it was thus bearings amongst other things and, who told us the restored body had now named. So now we have two current even though he has a full plate with been fi tted back onto the Springfi eld Silver Ghosts with the name ‘Silver his other fabulous restorations, I Silver Ghost Chassis #39AG, which Dawn’. shall try and get him to share more we had seen as a bare chassis at their The fi nal piece de resistance was on of his wide experiences for us. meet two weeks ago. our last day as we headed to the airport In the West, Trevor Pickering (WA) at San Francisco. We were invited to has been going gang-busters on his All the vehicles were prepared to fl eet and has done huge amounts perfection. There were many potential attend an open day at the Blackhawk Museum. On display there are cars of of work on his Wraith’s differential winners including an Hispano- amongst many other tasks and he Suiza, a Bugatti, a Mercedes and a outstanding design or with unusual and very rare bodies that were built in limited will soon send us some good photos wonderful 1937 Rolls-Royce Phantom and reports, so stay tuned. III Vanvooren Sports Cabriolet owned numbers. Here we saw three outstanding Rolls-Royce vehicles, being two Phantom Here we have John Brady (VIC) by Lord Bamford of England. Then of reporting back that he has replaced course there were the Silver Ghosts II Continentals and a 1947 Silver Wraith with an Inskip Cabriolet body. the clutch on his Dawn. He says the including two outstanding examples: most diffi cult part was the weakness During our American sojourn we were Chassis #18PB Steve Littin, (from of mind! Apart from the physical (do so lucky to see so many wonderful Rolls- Australia/NZ now Ohio) as seen we sympathise that he had to do it Royce and Bentley vehicles, especially previously at the Seven Springs Meet on the fl oor of his garage?), it is not such large numbers of outstanding and and Chassis #60922 – ‘Silver Dawn’ that complicated but there is a fair interesting Silver Ghosts. But on top of [Robert Gaines-Cooper, from England bit of reconnection work to do, and all that for me the outstanding highlight and driven by Georgina Wood of P & he did experience a diffi culty in fi tting was the Frank Lloyd Wright designed A Wood]. the servo that ended up affecting home ‘Fallingwater’. As the winning car is about to be his manifold gasket. He was not announced the four potential winning Bryan Inder 12HG NSW too amused when I suggested that cars are lined up at the ramp and he should have been a little more when the winner is announced this Silver Wraith, Silver Dawn carefull! His is a 4.5 lt car. car is then driven up the ramp under and Bentley Mark VI/R Type He said that the problem was fi re works and showered with sparkle. not with a worn out clutch plate, And the winner was a very small plain Register but that the clutch had been grey uninteresting 1954 Ferrari 375 our scribe is contemplating the replaced in the eightys with the MM Scaglietti Coupe. Out of all the Yfuture as he writes. In a couple early asbestos-free linings and that stupendous vehicles with magnifi cent of days we shall join the 40 folks these had been subsequently found bright work and outstanding jeweled who are meeting in Deniliquin for the to be unsatisfactory in service. The instrument panels this Ferrari was Dawn Patrol XII Social Weekend. modern replacement is reported to chosen. It is the fi rst time in forty-six Deadlines do not coincide with be as smooth as silk. Will we see his years a post World War II car has won events, so it must be a couple of Dawn in Hay, we wonder? at Pebble Beach and in the judging we months until we can report on this Don’t forget our wonderful cars, hear there was nothing between this great weekend away. For those on use them, and join us when you can. Ferrari and the Lord Bamford Rolls- the trip, I know you will have had a Royce. The Judges decision is fi nal. fabulous weekend away--- give me a ‘Keep Motoring’ At the Pebble Beach Concours and the call and let me know your feedback! John Harriman SBA74 VIC 6618 PRÆCLARVM 5-14 Book Reviews

5LVF45, Silver Shadow (Princess Margaret’s) LRH21379, Phantom VI (the last one) LWH10425 and Goodwood Phantom 29024. Bentleys are 4¼ B127JY, MkVI’s B42AK and B260MD, R-Type B11SP, SI Continental BC15FM, S3 B750CN, Azure VCX61024, Brooklands CX14138 and Continental W278043065. So, an impressive collection – most of the post-war cars are coachbuilt and with great provenance; how many collections can boast two examples owned by motors fi nest: Seeger Collection. of cars in the collection is limited one member of the British Royal Rolls-Royce Bentley. because every car must be driven Family (the Phantom IV and the Insights, history, technology regularly in order to prevent long-term Silver Shadow)? BUT (and there storage damage.” is always a but) in his introduction by Peter Müller, translated by These are laudable aims for any Seeger tells us that each of the Barbara and Tony Stockwell collection, many of which – both cars’ histories has been extensively Benteli Verlag, Switzerland, 2014 museums and private collections – researched, but Ian Irwin and I have 359 pages, many black and white often contain many cars added just to picked up two areas of concern in and colour illustrations. 31 x make up numbers. Here I think of the relation to the two cars we know 22.5 cm. available on UK and recently-sold collection of the English best: the New Phantom (101RC) has German eBay for US$179. dentist with his 543 car collection, an Australian connection (although ISBN 978-3-7165-1738-3 most immaculately restored but most this is not mentioned; it was Anthony (English edition) jammed into sheds where it would be Hordern’s London car from new). impossible to get them out to exercise Similarly, there is nonsense that the his tome, weighing in at 2.2kg, them at all. One can only hope that car was delivered with two bodies Tarrived unannounced at the PO Jaguar Heritage, which bought the – a Hooper cabriolet for summer Box of the ACT Club, addressed to the collection, will have a more responsible and the current Maythorn 2-door Secretary and with a nice covering approach. saloon for winter. And the story letter from Dr Norbert Seeger. Who, But, to the book. This is a very about the Phantom III is fantasy – you might ask, is Dr Norbert Seeger? impressive item, printed in landscape the book says the car was ordered Well, he is from Liechtenstein, that format and comprising for the most by Dutchman J A G Sandberg (which beautiful, tiny Principality nestled part fantastic photographs of the 27 it was) but never delivered to him between Austria and Switzerland. He cars. The photographs are crisp and (which it was – spare parts were is a corporate lawyer and a man of clear, all in colour with a single page delivered to him in 1939 according impeccable taste when it comes to of text to introduce each, and then to R-R records). Instead it says cars. There are two introductions to about 14 pages of photos to show the “von Ribbentrop … came across the the book, one by Seeger’s friend Dr car. Mostly there are interesting shots completed car [in the coachbuilder Bernd Pischetsrieder, Chairman of of details of the coachwork and the Voll und Ruhrbeck’s premises] VW (2002-06) and previously BMW mechanicals. All very informative. This during a visit to Berlin and bought (1993-96). The other introduction takes us from pages 12 to 335, so the it immediately – quite thoughtlessly, is by Seeger himself. He explains vast majority. Then follows 7 pages of as it would prove to be. Hitler had, that in the early 1990s, during a a (very) short history of Royce, Rolls in the meantime, forbidden leading legal brief, he was given custody of and the companies (automotive and offi cials to appear in public in a non- a Silver Cloud III as a result of a aircraft). Pages 344 to 355 are details German car.” The book also says default. This saw the beginning of of each of the cars in the collection, that the car “survived [the war] what is clearly an obsession with the and their technical specifi cations. The almost unscathed’ whereas it didn’t; Rolls-Royce and Bentley marques, a last few pages are about the author, original coachbuilder photos I have collection built to 18 Rolls-Royce and the translators, the photographer show the car with a very different 9 Bentleys. and a short bibliography. And credit rear to that which it showed in the early post-war period when it was More on the cars and the book must be given to the translators; as they acknowledge it is no easy task in use by British forces in Germany. later, but I thought it useful to quote Whilst such concocted histories of from Seeger’s introduction: to translate such a technically-specifi c book as this. cars may be romantic (and increase “…it was obvious that a static their values) they mislead and give This is an impressive collection… museum collection of automobiles credence to those silly stories we all every signifi cant model is represented, was out of the question. A car is an know of. as follows: Silver Ghost 80EE, New auto”mobile” and as such should But if you approach this as a very always be in perfect mechanical Phantom 101RC, Twenty GFN35, Phantom II 218AMS, 20/25 GXK6, attractive coffee-table book showing condition, fulfi l all traffi c regulations off with superb photography and be registered all year round. Phantom III 3BT187, Wraith WXA107, Silver Wraith LALW16, Phantom IV the impressive collection of an Servicing and care should be in the enthusiastic European enthusiast, hands of professionals and conducted 4BP7, Silver Cloud I LSYB114, Silver Cloud III’s LSDW221, LSDW379, you will not be disappointed. according to the manufacturer’s Steve Stuckey (ACT) instructions. The maximum number SHS313C and CSC31B, Phantom V

PRÆCLARVM 5-14 6619 Market Place - Rolls-Royce Owners’ Club Classifi ed Advertising

1957 Bentley S1 (GB151) with power 1934 20/25 (GAF62) This pretty H. J. steering, twin braking system, air conditioning, 1924 Silver Ghost (64EU). The ‘Dabee’ Mulliner-bodied car has had the motor repainted enamel in 2006. Purchased from Ghost, Off test on Dec 29 1924, shipped restored this last 12 months, new head also 2nd owner 1988, meticulously maintained by to Australia. Long wheel base with 4-wheel fi tted and radiator-recored. Concerning the TK Motors (Gareth Will) over last 18 years. brakes. Primrose yellow and black. Bodied electrics, car has been professionally rewired, Comprehensive repair & refurbishment by Smith & Waddington, Sydney. NSW. generator rewound; servo overhauled and records. Leather/trim in fi ne condition. RROC Australia Delivered to Mr R E Evans of brakes ok. All the hard work has been done club car since purchase. All original tools, ‘Dabee’, Rylston, NSW. In 1958 it was sold for you, and this is a regretful sale of this car. handbook, factory workshop and spare to USA where was little driven. Returned This car has a lovely quiet motor and smooth parts manuals. Used regularly, very reliable, to Australia in 2002 and was fully restored gear box, and comfortable driving position. always garaged, free from corrosion. Price over 2 1/2 years with overdrive fi tted. Price $72,000. Contact Bob Roberts (NSW) $48,000. Contact Brian Knight on 0415-202- Toured in Europe and Australia since. This Ph: 0407-002-350. 947 or [email protected]. well-known car is now for sale because the owner is aging. Has its original Australian touring body. Price $350,000 Contact: John Matheson Mob: 0410-199-959 Email: [email protected]

1982 Rolls- Royce Silver Spirit FOR SALE : Picnic Set. Leather bound case (ASB03933) Ocean Blue – One of the 28 x 6.5 x 15 inches. Presentation plaque fi nest examples of a carburettor model Spirit (hall-marked and dated 1935) Mostly in the Country. York Motors delivery. 170,000 complete. Hall-marked knives, forks and kms. LPG conversion by R.A.Chapman spoons. Bakelite plates, cups saucers and Automotive, who have also serviced and mugs, 6 place settings. VGC - Price $1,000. maintained the vehicle over the last 10 Contact James Harwood Tel: 08-9474-3859 1963 Silver Cloud III Saloon years. Full build sheets (SDW327) Purchased by Max Goldsmith from Rolls-Royce. from Roger Johnson circa 1984, this car has Price: $29,000 Contact been well driven and well maintained ever Ken McConville 0414- EKBERG & LANG since. It received a full restoration in 1991 290-737 and a full engine recondition in 2009. It has been maintained by John Vawser for over 25 years. Price $85,000. Contact Heather Goldsmith Tel: 02-9427-0816; email: [email protected].

FOR SALE: Four brand new Hartford friction type model 506 shock absorbers. These are the type used by most British and Bentley Brooklands (2008) Bentley S3 Continental (1963) many European vintage and early (CH13832) (BC26XB) classic cars. Being sold on behalf 1 of 4 in Australia. 16,000kms from Dawn blue with Magnolia trim, of the deceased estate of Peter new. Burgundy with Autumn trim. drives beautifully. $369,777 + ORC $109,777 + ORC Makeham. Contact Peter Hoskin 02-6286-4022 or Ian Irwin 0413- 582-687

FOR SALE: Collectors books in mint condition. Personal library downsizing. VAUXHALL 30-98 THE FINEST OF SPORTS CARS. Nic Portway 1995. Still in carton. $425. DAIMLER DAYS Brian Smith. 1996. (Two volumes in slip case.) Extra inserts. $425. THE DERBY PHANTOMS. RREC 1991. (Covers PI, P II & III) $185. BUGATTIS IN Rolls-Royce Phantom I (1926) Bentley Turbo R Hooper Coupe AUSTRALASIA. Bob King. 1992. Excellent Cond. $400. COACHING (45NC) (1987) (CX20650) Australian car from new, highly Ultra rare Hooper bodied 2 door DAYS OF ENGLAND. Paul Elek. 1967. (covers 1750-1850 period, Tipped useable with a strong engine and coupe, 1 of 17. 36,500kms. Royal in prints.) Lg format. Excellent Cond. $350. Email for photos/details gearbox. Ebony with Magnolia trim. etc. [email protected]. Ian Irwin (mob: 0413 582 687). $75,777 + ORC $79,777 + ORC Just a small selection from our current stock FOR SALE: Two Automobilia Collections. Items from Peter Anderson’s outstanding collection: including mascots, car club badges, and one of the most comprehensive collections of books and models www.ekbergandlang.com.au relating to Rolls-Royce. All in excellent condition and all subject to 14-16 George St, Sandringham VIC, 3191 discounts for multiple purchases. Unsold books and scale models Ph: 03 9533 5777 from Bruce Lindsay's collection are also offered for sale. Please email [email protected], call mob 0402-541-550, to obtain your free LMCT 10169 copy of the inventories by email. 6620 PRÆCLARVM 5-14 For almost 30 years Shannons have been committed to providing tailored insurance products for the motoring enthusiast. We understand what motoring enthusiasts want from their insurance. Shannons have designed a Home & Contents insurance policy specifi cally for the motoring enthusiast including $10,000 worth of enthusiast cover for those things unique to an enthusiast. Plus extra features like a 10% Multi policy discount when you add a home and/or contents policy to your existing Shannons car or bike policy. You can even pay your premium monthly at no additional cost. So call Shannons for a quote on 13 46 46.

PRÆCLARVM 5-14 6621 Ken Balmforth PRÆCLARVM ADVERTISING Independent Information: Classified advertisements must be factual and accurate. Persons misrepresenting cars, parts or services will be denied further Rolls-Royce & Bentley use of this space. Ads for cars for sale must include chassis number and asking price. Ads may be edited to optimise use of available space Specialising in 1965 vehicles onwards and to conform to a standard format, and may be rejected at the discretion of the Editor without discussion. CCurrentlyurrently Dismantling:Dismantling: Photographs: Digital prints are preferred, please forward by email • 1970 Silver Shadow or CD. • 1973 Bentley T Dealers: Parties dealing in motor cars must, where required by law, • 1974 Long Wheel Base Silver Shadow quote their dealer’s licence number and comply with all other statutory • 1976 Long Wheel Base Silver Shadow requirements relating to their advertising. • 1981-88 Silver Spirit / Silver Spur x 5 Cost: Full Page: $496; Half Page $273; Quarter Page $157. Ads with • 1985 Bentley Turbo R photograph are free to non-trade members and are placed in up to • 1988 Bentley 8 two consecutive issues. Non-members are charged $38 (inc. GST) for • 1990 Bentley Turbo R ad and photograph. Trade ads at commercial rates. Where applicable, Always buying damaged Rolls-Royces & Bentleys for cash cheques made payable to RROC of Australia must accompany 43 years in the business (23 years in Brisbane) advertising copy. Send ads to the Editor at: 1630 Malvern Road, Glen Iris, VIC, 3146. NNewew & UUsedsed Parts:Parts: Tel / Fax: 03-9886-9024. Reconditioning Service Exchange Units including Email: [email protected] Hydraulic Parts, Spheres, etc Note: PRÆCLARVM allows advertisements to support owners/ enthusiasts and to allow businesses to promote themselves and make MasterCard, Visa welcomed (no extra charge) people aware of the services they offer. PRÆCLARVM cannot and does not recommend or endorse the advertising businesses or offer any For Fast, Reliable and Friendly Service comment on the quality of the services provided. Anyone contacting these services should satisfy themselves in the normal way as to the Phone Ken (07) 3856 4911 standard of services offered, by asking for references if necessary.

Next deadline: 15 November 2014 for the December 2014 Edition.

UNION OFFSET CO. PTY LTD Print Post Approved PP229219 100048 16 NYRANG STREET, FYSHWICK, ACT 2609 (02) 6295 4500 Lodgement Office: Canberra Mail Centre, Fyshwick, 2609 6622 PRÆCLARVM 5-14 PRÆCLARVM 5-14 6623