ISSN 0159-4583

Quidvis recte facturn. quamvis hurnile praeclarurn* PR/ECLARVM The Federal Journal of the Rolls-Royce Owners’ Club of Australia. No. 1-97. February, 1997

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SED51 Bob & Down Skilled (A.C.T.)

John Blatchley’s Masterpiece

The Quintessential Rolls-Royce

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It ■■r mHMHl ■ You may think these two professionals are similar... but the guy on the left doesn't offer a 3-year warranty on parts.

Skilled hands, a sharp mind, and years of training. A lot goes into being a qualified Rolls-Royce

and Bentley technician, but then few jobs are more important than maintaining the health of the

world's finest motor cars.

There's only one place in Sydney where you'll find the capabilities of qualified Rolls-Royce and

Bentley technicians, York Motors. So sure are we of our staff's expertise, that we gladly offer a

three-year warranty on parts and labour, and a remarkable five-year warranty on exhaust system

parts and labour for Rolls-Royce and Bentley Motor Cars dating from 1956.

Whether your Rolls-Royce or Bentley needs complex repairs, or just a simple government check,

R T A nobody else in Sydney offers the service, the confidence, Authorised Inspection Station Safety Inspection Report or the warranty coverage of York Motors. FITTED PARTS I YORK MOTORS SERVICE and PARTS F s Distributor for Rolls-Royce and Bentley Motor Cars YORK MOTORS 137-157 Bourke Street, East Sydney Quality Endorsed • Service (02) 357 4222 Chris Ikin or Warrick Booth YEAR Company ISO 9002 Lie 5641/07 ■sf 00 • Parts (02) 326 9595 Tom Small WARRANTY Standards Australia (N s Q Q PRAcCLARVM The Federal Journal of the Rolls-Royce Owners’ Club of Australia.

PRAECLARUM (ISSN 0159-4583) is published six times per year by Issue No. 1-97. February, 1997 the Federal Council of the Rolls-Royce Owners' Club of Australia. Whilst every care is taken to check information published, no responsibility can be accepted for errors. Views expressed by the Editor and contributors are their own and do not necessarily reflect the policies of the Club. Nothing in this journal, including any advertisement, should REGULAR FEATURES be construed as endorsement by the Editor or the Club of the quality or suitability of any product, service or procedure. Editorial 2880 Subscriptions: PRAECLARUM is available to overseas non-members on a subscription basis at $A50.00 per year by Economy Air mail. Such subscriptions carry no membership privileges. Events List 2882 Change of Address: Club members should notify their Branch Secretary (addresses below), not the Editor, in the first instance to advise change of address or non-receipt of an issue. Subscribers From the Federal President 2883 should notify Dispatch (see FEDERAL PUBLICATIONS, below).

Contributions: Articles, letters and/or illustrations for publication should be sent to the Editor, address below. Articles can be accepted Book Reviews 2901 as text file on 3V2‘ or 51/4- computer disk, or as hard copy.

FEDERAL EXECUTIVE Letters to Editor 2902

PRESIDENT: David Vann, 6 Burgundy St., Carseldine, Qld. 4034 Market Place 2903 07-3263-8572 (h) 07-3865-3287 (w) 07-3865-4822 (FAX)

SECRETARY: Ian Dunn, ARTICLES P.O. Box 163, Lyneham, A.C.T. 2602 06-207-5455 (w) 06-251 -4040 (h) 06-207-5468 (FAX) Thinking the unthinkable: Returning to our roots TREASURER: David Miller, 9 Banvard PI., Chapman, A.C.T. 2611 Tom Clarke ponders the ramifications for the 06-288-6910 Clubs of the emerging new developments FEDERAL PUBLICATIONS in the Company and its products 2884 PRAECLARUM EDITOR: Martin Bennett, By Ghost down the California Coast ‘Allambi’, RMB 3310, Goulburn, N.S.W. 2580 048-29-7140 (’Phone/FAX) Keith Wherry takes us 1,000 miles through California on the R.R.O.C. Inc. Vintage Tour 2885 REGISTRAR (‘CHASSIS PLATE’): George Forbes, 345-53 Clarendon St., Sth. Melbourne, Vic. 3205 03-9690-1455 (w) 03-9593-1455 (h) 03-9696-2996 (FAX) John Polwhele Blatchley DISPATCH: Eric and May Goudie, Martin Bennett traces the distinguished, career of 25 Cowper St., Ainslie, A.C.T. 2602 a great Rolls-Royce and Bentley coachwork stylist 2888 06-248-5183 BRANCH SECRETARIES Royce and the Vibration Damper With his usual forensic scrutiny, Tom Clarke Australian Capital Territory: Joy Burns, 29 Packer St., misses no clues in resolving a Rolls-Royce riddle 2895 Weetangera, A.C.T. 2614.06-254-5495

New South Wales: Judith Merlin, 31A Terry Rd., Denistone, N.S.W. 2114. 02-9808-3329 SUB-BRANCH CONTACTS

Queensland: Northern Territory: Tasmania: Graham Leacock, 8 Hamilton Rd., Kathy Preston, P.O. Box 1066, Ivan Pearson, 1710 Channel Highway, Wavell Heights, Qld. 4012. 07-3266-5042 Palmerston, N.T. 0831. 089-83-1029 Margate, Tas. 7054. 03-6267-2708

South Australia: Carol van der Pennen, P.O. Box 199, Willunga, S.A. 5172 08-8383-0393

Victoria: Front Cover Photo: Robin Hickman, P.O. Box 330, The Silver Cloud standard saloon — perhaps the most defining of all Rolls-Royce body Vermont, Vic. 3133. 03-9872-3233 shapes and the crowning achievement of the long and distinguished coachwork styling career of J. P. Blatchley. This particularly beautiful 1957 Silver Cloud (SED51), owned by Western Australia: Bob & Dawn Skillen (A.C.T.), was photographed by your Editor at the British High Jacqui Walker, P.O. Box 1362, Commission, Canberra. Midland, W.A. 6056. 09-298-9116 2880 PR7ECLARVM

E From the Editor *

Phantom of the (Peking) Opera

In September this year New South Wh Wales members John Matheson and !»»| Jeanne Eve will drive their former Vice- Regal 1967 Phantom V (5VF159) in the Peking-Paris Motor Challenge, an epic re-enactment of the 1907 Peking-Paris IB1B race, joining around 100 other cars. In 1907, five cars started and four finished, with a 7-litre Itala in first place. Roads were non-existent for much of the route across China, Mongolia and Russia, and This 1967 Phantom V (5VF159) is to be entered by owners John Matheson and Jeanne Eve competitors had to navigate by compass. (N.S. W.) in the Peking-Paris Motor Challenge in September. The magnificent ex-Commonwealth Present day conditions may well be Government H.J. Mulliner, Park Ward limousine is seen in this photograph at 'Belltrees’, near little better, and the rigours of such a Scone, N.S.W., on the 'Beyond the Black Stump'overlander tour to the 1994 Federal Rally. Photo by the Editor. drive for both car and drivers should not be underestimated. The coast-to-coast drive across Australia is a Sunday picnic of the Peninsula Hotel Phantom II in famous showrooms in Berkeley Square, in comparison. P.6-96, p.2847. This lovely car is in fact Mayfair. The customer was a Japanese With its effortless cruising capabil­ 74SK, not 74UK as indicated. businessman who placed the order on ities, ample ground clearance, great the basis of an artist’s impression. It was comfort and sheer unbreakability, the big Platinum Anniversary Azure one of five cars finished in Platinum with Phantom should prove an eminently To round off what has been an out­ Dark Blue Connolly hide interior. The suitable car in which to contemplate such standing year for Rolls-Royce and other five cars will appear in Le Mans an adventure. Bentley sales around the world and par­ Green with Sandstone upholstery, as a I am sure that all members of the Club ticularly in the U.K., and to mark their own tribute to the firm’s founder, Jack will wish to join me in wishing John and 70th anniversary, Jack Barclay Ltd have Barclay, who in the glory days of the late Jeanne bon voyage and happy, safe produced a special Bentley 'Platinum 1920s was one of the famed ‘Bentley motoring from Beijing to Paris in Sept­ Anniversary Azure’ in conjunction with Boys’ who so dominated the Le Mans ember. Perhaps we can hope for an art­ Rolls-Royce Motor Cars Ltd. 24-hour race in their big green Bentleys. icle in PRAECLARUM after their return. Only ten of the special limited edition The ten cars will be delivered at the convertibles are being built, at a retail rate of two a month. Wrong Phantom II price of £272,000 — £50,000 more than Murray Dewar (Vic.) has pointed out the 'standard' Azure! Seif help that Steve Stuckey (A.C.T.) made an un­ At the time of writing the first Platinum At the instigation of member George characteristic slip-up in his identification Azure had been sold from Jack Barclay’s Shores, A.C.T. Branch members have

The Jack Barclay Platinum Anniversary Azure. This special limited edition of ten Bentley Azure convertibles will be delivered over a five month period. Five cars will be finished in Platinum with dark blue leather upholstery and the other five in Le Mans Green with Sandstone upholstery piped green. Note the special Jack Barclay 'ruched' style seat pleating and ‘starburst’ burr walnut veneers. Photos courtesy of Jack Barclay Ltd, London. OeS-

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Stanley Sedgwick It is with great sorrow that I report Illi the death of a prominent stalwart of the Rolls-Royce and Bentley movement. Stanley Sedgwick was for many years Chairman of the Bentley Drivers’ Club, and latterly its Patron, as well as a distinguished author of a number of mainly Bentley oriented books, including Twenty Years of Crewe Bentleys, All the Pre-War Bentleys — As New, and the remarkable Motoring My Way. Stanley’s good standing with the Company was such that in 1960 he was able to convince them to sell him the famous experimental prototype Bentley Continental, BC26A, known as ‘Olga’ after her registration number Alec Harvey-Bailey (left), a Rolls-Royce engineer who spent some years in Australia in the 1950s OLG-490. His motoring exploits with working for the Company, with Ivan Pearson of our Tasmanian Sub-Branch. Alec's father, R. W. this and with his 6V1 Litre Bentley Harvey-Bailey (By), was Chief Engineer of the Chassis Division in the late 1930s. The car is a 1953 R-type (B31UL) owned by Kevin & Brenda Hoyle. The picture was taken on the border on legendary. An inestimable R.R.E.C./B.D.C. weekend event at Buxton, Derbyshire last April, celebrating the 50th anniversary loss to our movement. of car production at Crewe and the introduction of the Silver Wraith and Bentley Mk VI.

Martin Bennett knowledge as well as learning from ex­ Conduit Street premises stripped of all perience as they go. evidence that Rolls-Royce occupied it for formed a Silver Shadow owners’ self At the time of writing there have been ninety years. The main purpose of help group, the object of which is to min­ two hands-on sessions, during which Geoff's visit to the U.K. was to attend the imise the effort and expense incurred in much was accomplished. Surely this is Rolls-Royce School of Instruction at routine maintenance and repair work on the sort of thing that Club membership is, Crewe, becoming in the process one of Silver Shadow and derivative motor cars. or should be, all about. “only a handful” of Australians ever to Owners of early Silver Spirit and deriva­ pass this famed course. tive models are not excluded. The mem­ School of Instruction It should be emphasised that the bers of the group are prepared to take on On a recent visit to the U.K. Geoffrey course comprises much more than just a almost any task on these cars, benefiting May (Vic.) took the adjacent rather few driving lessons and a bit of fun in a from each other’s accumulated skills and saddening photograph of the historic 14-15 Conduit Street laid bare! Geoffrey May A somewhat unflattering view of George Shores working on the steering rack of his 1978 Silver (Vic.) took this shot of the famous premises Shadow II (SRH34273) at the inaugural meeting of the A.C. T. Branch Silver Shadow self help on a recent visit to the U.K. group, held at the home (or rather garage) of Lance Carder. In the backgound, Silver Shadows SRH8702 (Greg Whellum) and SRH14484 (Lance Carder). Photo by the Editor. I ■ * »» I Rai' 2882 PR/ECLARVM

Turbo R on the skid-pan! It involves a closed — the Company’s own cars are built—both to the same very high stand­ considerable amount of work and study now sent out for servicing! ard. Even the Silver Shadow and its and is not for the indolent. Geoff is now derivatives were largely designed by the proud possessor of a hard-earned Time to return to our roots? Rolls-Royce engineers and stylists of the certificate. An article has been fore­ Tom Clarke (U.K.) has written a short old school, many from the pre-war era, shadowed. item in this issue expressing the no doubt and the current cars have a direct lineage controversial view that the future BMW- from the Silver Shadow, Also, the tradi­ Company rationalisation engined Rolls-Royce cars will so lack tionally coachbuilt Phantoms V and VI The historic Conduit Street offices any real connection with the cars up to were produced alongside these models. and showroom was not the only casualty and including the current range that as a The future cars, however, will be of recent rationalisations by Rolls-Royce Club we should perhaps consider closing products of a very different Company, MotorCars Ltd. The Company’s London the door to them. and in view of the advent of the new body Service Centre at School Road, Acton, In the past, Rolls-Royce used to build facility at Crewe and the transfer of en­ was recently transferred to H.R. Owen, superlatively designed and engineered gine building to Cosworth (and ultimately who serviced Rolls-Royce and Bentley chassis, manufacturing practically every­ to BMW), one could be forgiven for cars there for a short time but apparently thing, but leaving the construction of believing that the Company’s focus has no longer do so, and the Crewe Service coachwork to others. Then, in the post­ reversed, having progressively taken on Centre at the Factory has also been war period, chassis and coachwork were the role of the coachbuilder while becom­ ing increasingly content to buy in much of what constitutes the 'chassis’. Events List Read what Tom has to say on this and judge for yourself where you believe our Members planning to attend events of other Branches should contact the future lies. Secretary of the Branch concerned (listed in the front of this journal) for full Recollections of Styling details of times, venues, etc., and of other events not listed here. Bill Allen’s excellent Recollections of March 3 Qld. Visit by a Customs officer to explain car and car part Styling article in the last issue kept the import procedures and requirements. Questions answered. ball rolling on the coachwork styling theme. Keeping up the momentum, in March 9 N.S.W. Halvorsen Day, cruising on Pittwater. this issue we have an article on the dis­ tinguished career of John P. Blatchley. March 22 N.S. W. Departure of Overlander to Perth Federal Rally. John Blatchley is an extraordinarily important figure in the Rolls-Royce story. April 20 N.S.W. Annual Commemoration Run. Despite having created what is arguably the quintessential Rolls-Royce body April 20 Qld. Tour to historic Caboonbah Homestead in the style and imprinted it on the public mind, Brisbane Valley for homestead tour and lunch. until recently he has been largely over­ looked in Rolls-Royce literature. Since May 4 S.A. Annual Concours d’Elegance, Reynella. 1969 he has spent a quiet retirement in a peaceful and picturesque corner of May 18 Qld. Run to Rudd’s Pub at Nobby on the Darling Downs. England and only very recently has there been any interest shown in documenting May 25 N.S.W. Annual Navigation Run. his career with Gurney Nutting and then with Rolls-Royce Ltd. Federal Mr Blatchley explains this by writing: “I never belonged to any clubs, associa­ April 4-7 39th Annual Federal Rally, Fremantle, Western tions or other social gatherings of the sort Australia. Hosted by the Western Australia Branch. that provide a forum for discussion and exchange of views. I never lectured or Overseas wrote any articles on my subject, so it is hardly surprising that my endeavours This list is intended as a guide only. Members planning to attend events of our have remained unsung”. overseas sister Clubs should confirm dates, venues and booking My article in this issue is an attempt to arrangements with the Clubs concerned. place John Blatchley firmly in his rightful place in the history of Rolls-Royce and June 14-15 R.R.E.C. Annual Rally and Concours, Althorp Park, Bentley motor cars. Further articles on near Northampton, U.K. this theme from other coachbuilding personalities are in the pipeline. July 22-26 R.R.O.C. Inc. Annual Meet, HotSprings, Virginia, U.S.A. Martin Bennett 1-97 2883

From the Federal President

three Federal Executive positions. As Holiday reading required by the Constitution, I will be At the time of writing I was just com­ stepping down as Federal President, pleting my Christmas holiday on the Gold having served the maximum three terms. Coast, during which I spent a little time An item for discussion at the Meeting catching up on some reading. Each relates to the standardisation of judging month, as Federal President, I receive at Federal and Branch levels. Whilst the copies of each of the Branch newsletters Branches are autonomous in the way in from around Australia. Whilst many of which they carry out their judging, I is no doubt a reflection of the current ‘flat’ the articles in these are purely of a local believe it is desirable that there be stand­ classic car market, with very low prices nature, others would be of interest to the ardisation in the judging procedures. on most cars, and which has obviously Club membership Australia-wide. Each Further, we need to be training members contributed to the crash of the Gilltrap Branch receives these newsletters from in the art of judging and to also consider business. Terry Gilltrap is probably best all around Australia and I encourage producing judging manuals. I note that known for his involvement in the car members to seek these out and peruse our American sister Club has com­ museum on the Gold Coast some years them for articles that might be of interest. menced production of judging manuals ago, and for his ownership of perhaps Also amongst my reading material and I have received a copy of their the world’s most well-known Veteran car, was The Illustrated Motor Car Legends Bentley Mk VI / R-type manual. ‘Genevieve’. — Rolls-Royce, by Roy Bacon. Whilst Concern has been expressed to me the story line is familiar to all Club mem­ about the Western Australia Branch’s Government regulations bers, the book features a large number decision to impose a $50 entry fee on Members will no doubt be aware of of interesting colour and black & white members entering cars forjudging at the the continuing discussions in the vintage photographs depicting cars from a 1904 1997 Federal Rally. These concerns and classic car movement on the poss­ Royce to a 1996 Bentley Azure. Apart arise from the view that we need to en­ ibility of new government regulations from a couple of incorrectly captioned courage more entries for the Federal seeking to impose age limits on cars photographs, the book made interesting Concours, and an entry fee will obviously allowed to be registered for road use, reading (particularly as it was a Christ­ tend to have the opposite effect. This and the possible withdrawal of leaded mas present from my daughter!). issue will be discussed by Federal petrol. Council. As a Club we will continue to monitor Phantom IV both situations and make whatever we I trust that members enjoyed the art­ 2004 World Rally believe to be appropriate submissions. icle in PRAECLARUM 6-96 by Matthew You will by now be aware of plans to These same moves are being can­ Sysak on the 1953 Phantom IV 4BP3. A hold a world rally in 2004 to celebrate the vassed by governments in many parts of Phantom IV, of which only 18 chassis centenary of the historic meeting of Rolls the world. were produced, would be a most and Royce. The steering committee In relation to leaded fuel I would urge desirable motor car to own. Most of us, established to investigate the possibil­ members not to panic and rush into a however, will probably never have the ities has submitted its report, which will conversion of their Silver Shadow to LP opportunity to drive one, much less own be discussed at our Federal Council gas as has already happened in a few onel Indeed, many of us will never see a Meeting. As part of the proposal, it is cases. I am sure that there will be more Phantom IV! Reading Matthew’s article suggested that a series of commemora­ acceptable solutions available as time therefore provides us with a unique in­ tive lunches be held all around the world passes. When the Company changed sight into the motoring ‘way of life’ of a on Tuesday May 4th, 2004. It is pro­ the Silver Spirit range from leaded to formal limousine for State occasions. posed that the month of March be the unleaded fuel no modifications were focus of events in Australia, which will made to the car other than two changes Federal Rally allow members who so wish, to join in that were necessary to comply with legis­ By now members should be prepar­ other events all around the world. lative requirements — an ‘unleaded fuel’ ing for their trip to Fremantle for the 1997 label on the fascia and a smaller fuel filler Federal Rally. The Annual Meeting of Destination France tube to accept the nozzle of the unleaded Federal Council will be discussing a Recent news media reports in petrol pump. So please continue to enjoy number of issues and the Agenda will Queensland indicate that well-known the rewarding motoring your cars offer. now be in the hands of Delegates and classic car dealer Terry Gilltrap and his Branches. wife have fled Australia for France, leav­ Happy Motoring, Nominations have been called for the ing behind a large number of debts. This David Vann 2884 PR/ECLARVM

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The current Silver Spur. Will these be the last true Rolls-Royce cars? Will the 'new' Rolls-Royce, or the new Rolls-Royce’, be relevant to the objects of the Rolls-Royce Clubs?

Thinking the unthinkable: Returning to our roots

By Tom Clarke (U.K.)

The forthcoming German-engined range of Rolls-Royce cars came after and although all models are catered for in one Club, presents us with an opportunity to do a bit of Millennium thinking. nevertheless there is an obvious distinction between the original There’s an awful lot of it about but in our case 2000 or even the cars and those that followed. more important 2004 could be a chance to rethink where our root The Rolls-Royce movement has followed the Bentley path. In loyalties lie. Where to ‘position’ ourselves as the jargon has it. the 1960s even the Rolls-Royce engined Vanden Plas Princess R The Company in Crewe is now poised to operate in ways quite was not considered eligible. But now there will be a Rolls-Royce outside the traditions and practices which held for most of the body without their own engine or gearbox. Will it be eligible or models in our Clubs. Gradually the links have been eroded. No will we follow the Vauxhall path? All the cars currently in the longer are there any of the offices, works, or repair depots in Clubs can more or less trace their roots to Derby or the days when London that were known from the earliest years. Coachbuilt cars the Company still included the Car Division. To take on board a are not made even if customised ones are. The turnover of senior totally different strain of car will further erode those special links figures in the Company also attests to the lack of continuity within until it is just the shell of a name that we cling to. The Clubs are the Company’s traditions. The latest cars bear an emaciated already very large with a large proportion of more modem cars. mascot. Soon the use of BMW engines and ever larger quantities This could be the time to draw all existing models into our ample of bought in components will mean much less in-house or distinct­ bosom and do what we can in the years ahead to cater to their needs. ive Rolls-Royce engineering. For those of us who delight in the The ‘new’ Rolls-Royce, or the new ‘Rolls-Royce’, would event­ superlative Rolls-Royce gearboxes of old and the thinking that ually see the start of new clubs with loyalties to Crewe, Munich or went into the engines this is all a very sad loss. Today we are wherever. coming perilously close to badge engineering, good though it will Not to address this issue could result in the older cars gradually no doubt be. Could we be in for the ‘Silver Storm’ or even, bowing being seen in the years ahead as curios, tiny specks in a vast field to the German content, the ‘Silber Sturm’? of Anglo-German metal. But to recognise this fundamental divide A comparison I would make with our situation is that of would enable us to focus on our true roots in Derby, and to Vauxhall or even Bentley itself. The Vauxhall before the General consolidate our achievements rather than see the ‘bigger is better’ Motors takeover in 1926 was a very special car and today only the philosophy prevail in the Clubs. In many ways the Rolls-Royce name links the one with the modem variant. It would not make tradition is upheld at Derby as if Royce had not left. Sol offer this sense to combine all Vauxhalls in one Club. Vintage (W.O.) provoking thought — wouldn’t it be better to follow that tradition Bentley owners naturally feel their cars are different from what than to move further away? 1-97 2885

Vintage Tour. The coachwork is an Edwardian open-drive landaulette by Kellner, possibly from an earlier Silver Ghost. By Ghost down the California Coast An account of a 1,000 mile fortnight down Pacific Coast Highway 1, and with the R.R.O.C. Inc. Southern California Vintage Tour By Keith Wherry (N.S.W.)

Keith Wherry needs little introduction. Francisco. Our visit coincided with Navy cent of our own Hunter Valley but with a He is the Club's most recently invested Week, and we saw an impressive maritime larger number of historic buildings and Honorary Life Member with a long and display and aerobatic fly-past. boutique vineyards. We greatly enjoyed a impressive record of service to the Club in Peter & Bonnie Lind are known to tour with Bonnie and can highly many Branch and Federal positions includ­ many Australians following their attend­ recommend this area to anyone visiting ing Federal Secretary and President. He ance at the 1990 Federal Rally at Leura, California. owns no fewer than three Silver Ghosts, and as organisers of the wonderful 1991 After leaving the Linds in Napa Valley including 20PP currently domiciled in the R.R.O.C. Inc. National Meet in Monterey, we bypassed central San Francisco on our United States and which he drove on the which was attended by a record Australian way down to the Monterey Peninsula and Tour described in this article. contingent. Peter & Bonnie had kindly took a short detour to visit the Blackhawk invited us to spend some time at their home Collection and Behringer Museum at Following the initial suggestion by my in the Napa Valley, the famous wine­ Danville where there are some spectacular friend Paul Woudenberg to take part in the producing area two or three hours north of motor cars including Vintage Bentleys, R.R.O.C. Inc. Vintage Tour in southern San Francisco. The area is quite reminis­ Silver Ghosts, Phantoms I, n, m and IV, California, my father John and I needed little persuasion to contact Tour organisers The author and Paul Woudenberg at The Lodge, Pebble Beach, California, and Paul’s 1924 Ed Gehringer and Marga Sosa to confirm Silver Ghost Gill tourer (22LM). our places on what promised to be a very enjoyable Tour through some interesting areas of California during the mild autumn weather of October. We were assured the natives are friendly and that most of them speak English! We decided to spend a few days in San Francisco and enjoy catching up with friends John & Angela Harris, who had taken part in the Austrian Alpine ’93 re­ enactment with their ‘Guacomole Ghost’, a fast, reliable Vintage tourer, 1922 model 68ZG. John & Angela were also to par­ ticipate in the Vintage Tour and we spent a very pleasant evening with them in San 2886 PR/ECLARVM

highways, rising to 60 m.p.h. if one is not careful, although the weight certainly be­ comes apparent when hill-climbing. The luxury of an electric starter was apprec­ n-. iated and the steering is much lighter than I would have expected. During the Tour 20PP proved herself to be a pleasant and reliable car, giving no problems apart from the perennial beaded-edge tyre syndrome! After a delightful couple of days in the Monterey/Carmel area, including dinner with Paul and his charming wife Emily and with John & Diane at the Rocky Point Restaurant overlooking the awesome Big Sur coastline, the time had come to head south. On our way down we called in to see some more of Paul’s interesting collection An unusual shot, complete with reflections in the windscreen of20PP, of the spectacular Pacific of cars including his very original 1924 coastline, Big Sur, California. Silver Ghost tourer by Gill (22LM) which Paul purchased many years ago from well and a number of other exotic motor cars. I the large Andrew Weir Shipping and Trad­ known Ghost aficionado Robin Barnard in have visited this Collection on several pre­ ing Company, and Minister for Munitions Surrey, England. vious occasions and am always amazed at between 1919 and 1921. The car was Apart from a blow-out a few miles the number of new exhibits that regularly apparently ordered as a replacement for south of Big Sur (a brand new beaded-edge appear, with examples of some of the most 35CB, production of which was suspended tyre at a cost of $850!) the journey down exotic classic cars in the world. Well worth during the Great War. John Fasal tells me the Pacific Coast Highway was uneventful a visit. that the chassis series ‘PP’ stood for from a motoring viewpoint but the scenery We continued down to Monterey to ‘postponed’, in keeping with delays in is quite awe-inspiring, and reminiscent of collect 20PP from Tom Mallery’s Antique production due to the War. The second the Great Ocean Road around Lome, Vic­ Auto Restoration Company where Paul owner was Sir Harry Peat (1878-1959), the toria. As we had decided to press on to Woudenberg had taken it for service senior partner in the large firm of Santa Barbara for the night (almost 300 before our trip. Our friends John & Diane Chartered Accountants, Peat Marwick miles from Pebble Beach) we unfortunate­ Grundy were there and we took 20PP for Mitchell & Company. The present coach­ ly did not have time to visit Hearst Castle. an enjoyable inaugural run through work is an Edwardian open-drive land- This was built in the 1920s by newspaper downtown Monterey before meeting up aulette by Kellner and is fitted with many magnate Randolph Hearst and was the with Paul & Emily Woudenberg for dinner quaint little features including reverse­ scene of many glamorous parties with the at the Lodge at Pebble Beach, their local facing occasional seats, chauffeur’s Hollywood film set before the war. It is ‘watering hole’. speaking-tube, and writing and perfumery now a State Museum and is well worth a 20PP is a very early post-World War I accessories. For a car with such heavy half-day tour if you are in the area and time chassis, ordered by the first Baron Inver- coachwork she performs very well indeed, permits. forth (1865-1955) who was President of comfortably cruising at 50 m.p.h. on the After a pleasant evening in Santa Barbara, with dinner at an excellent 20PP overlooking Palm Springs, southern California. seafood restaurant on the large pier, the following morning we visited Charles Crail Automobiles and saw some diverse Rolls-Royce cars including a Phantom I ‘Piccadilly’ roadster, a Silver Wraith drophead coupe as well as a number of Silver Clouds and other post-war cars. We visited our friend Frank Miller (another veteran of the 1993 Austrian Alpine Re­ enactment) and saw some of his interesting motorcars, including the impressive 1930 Bentley 8 Litre boat-tail roadster in which he and Katherine were to take part in the Vintage Tour. We continued down the Coast Highway to Malibu Beach before turning up through the winding hills of Sunset Boulevard to Brentwood where 20PP was to spend the 1-97 2887 weekend, courtesy of Gail & Barbara Reingold. Gail has a very impressive col­ lection of cars including a Bentley 3 V2 Litre Park Ward drophead coupe which he was taking on the Tour, a rare Mk VI Graber drophead coupe, a Silver Cloud HI ‘Flying Spur’ saloon, and a recently ac­ quired Phantom II ‘Huntington’ limousine which Adrian & Kate West were to drive. Adrian & Kate will be remembered for their attendance of last year’s Wollongong Federal Rally and Outback Wholly Ghost Tour. On Sunday October 20th we met up at the Balboa Bay Club at Newport Beach with the other Tour participants whose Part of June Barrymore's Rolls-Royce and Bentley collection. The famous 1914 Silver Ghost cars included 8 Silver Ghosts, 2 Phantom Schebera-Schapiro skiff (54PB) can be glimpsed between the eucalypts. The drophead coupds Is, 3 Phantom Ils, a Phantom III, 7 Small on the right are Silver Cloud I (LSFE449) byH.J. Mulliner and Silver Dawn (LSMF4) by Park Ward. Horsepower cars, and 5 Derby Bentleys. A very interesting evening followed at the Flying Fortresses, B47s, a Blackhawk Coronado in San Diego, a huge timber local Rolls-Royce dealership at Newport Stealth Bomber and other weird and structure built a century ago and since Beach with Flying Lady Editors Ken & wonderful machines. In San Diego we visited by many famous dignitaries includ­ Mermie Karger giving an excellent slide visited the Municipal Car Museum and the ing the Prince of Wales before he became demonstration of various Rolls-Royce and Aerospace Museum which had the best King Edward VIII, and no fewer than four­ Bentley models followed by a car park display of aeronautical history I have seen. teen U.S. Presidents. As always the Tour walk-through discussion. There was a very In Palm Springs we were kindly hosted ended too soon and it was with some nos­ large number of late model cars on display by R.R.O.C. member Bob Pond at his talgia that we parted company with a num­ including several Bentley Azure convert­ gracious Spanish-style estate where we ber of longstanding and newly formed ibles and Continental R coupes. Quite were able to inspect his very impressive friendships, heading north to leave 20PP mouth-watering! classic car collection comprising 125 in the good hands of our friend Dave What followed was five days of vehicles of a huge variety of makes and Morrison for another Tour some time in wonderful touring through some of the models. Similarly, in Rancho Santa Fe, the future. most interesting parts of southern Cal­ June Barrymore graciously hosted the I offer my congratulations to the Tour ifornia, ranging from the high mountain Tour and opened her collection including convenors and their many willing helpers country (6,000 feet) of Lake Arrowhead, the 1914 Silver Ghost Schebera-Schapiro for what was one of the best organised the exciting mountain views over the San skiff (54PB) once owned by Robin tours I have taken part in, and which cer­ Bernardino Valley and Lake Elsinore, Barnard, and several other interesting cars tainly included the most comprehensive quaint backwoods country of little collected by her late husband. Tour Manual and detailed itinerary I have townships such as Idlewyld and Julian The Tour ended at the historic Hotel del ever seen. (well off the beaten track and totally un­ spoiled), the desert country of Palm Keith Coulter's 1923 Springfield Silver Ghost Merrimac sedan (61JH) and (just behind) Dick Springs, the wine producing areas of Philippi's ex-Australia 1914 Silver Ghost Waring Brothers tourer (40YB), Hotel del Coronado, Temecula, the boutique resort commun­ San Diego. If you know them, you may be able to spot Flying Lady Editors Ken & Mermie Karger. ities of places like Rancho Santa Fe and La Jolla, the beachside communities of Coronado and Laguna, to the cosmo­ politan small city environment of San Diego. The itinerary took us through not only some most interesting townships and scenery, but we visited places such as San Juan Capistrano, a Spanish mission con­ structed in 1777 and the oldest building currently in use in California, the Orange Empire Railway Museum exhibiting wonderfully restored examples of the tramcars that were the life-blood of Los Angeles until the early 1960s, and the March Field Air Base Museum housing a range of U.S. Air Force ’planes including 2888 PR/ECLARVM

■P ’j® - S ST IO ; ■■■..-a®" r 1 i / H. kJI w$|

o o —

3 o 5 co 0) I § if 1937Phantom III (3AZ228) with low-slung, close-coupled sports saloon coachwork by Gurney Nutting built for Commander Sir Charles Worthington Craven. A superb design, typical of John Blatchley's styling work for Gurney Nutting in the late 1930s.

John Polwhele Blatchley Man of Style

By Martin Bennett © 1996

The Silver Cloud (and Bentley S-Type) 1935, and the Chelsea firm J. Gurney seems almost superfluous to add that standard saloon is often unconsciously Nutting had already earned considerable during that period many superlatively thought of as representing the consum­ renown for exceptionally stylish coach­ elegant designs emerged from Gurney mate, quintessential Rolls-Royce shape. work, and in 1931 had been entrusted with Nutting, a relatively small scale producer To many, this was the unassailable high the task of building the streamlined of truly bespoke coachwork. point of Rolls-Royce (or indeed any) bodywork for Sir Malcolm Campbell’s World War II put a stop to all of this, as motor car body design. It had pushed the Land Speed Record-breaking Bluebird. it did to all normal life in England’s green Vintage era behind it, yet had not begun Members of the Royal Family were and pleasant land. John Blatchley worked the slide into dreary, modem conformity. counted among Gurney Nutting’s custom­ for the war effort at the Rolls-Royce Ltd It is to John P. Blatchley that we owe ers and from the early 1930s the firm held Aero Design Headquarters at Hucknall in the styling of this most defining of all the Royal Warrant. This was fertile ground Nottinghamshire, where he designed Rolls-Royce body designs. A boyhood for John Blatchley to develop his natural aircraft engine cowlings. He yearned for fascination with cars, and particularly with talents. the peacetime world of motor car body their styling, developed into a firm ambi­ ‘Mac’ McNeil was a brilliant stylist styling, and while still at Hucknall heard tion to become a motor car stylist. After who produced many superb designs for rumours of a new post-war Rolls-Royce failing his entrance exams to Jesus Col­ Gurney Nutting. He saw great potential in and Bentley model range. When the war lege, Cambridge, he attended the Chelsea the young Blatchley, becoming his finally ended he stayed on with Rolls- School of Engineering in London, and teacher, mentor and friend for many years. Royce and in 1946 moved to Clan Foundry later the Regent Street Polytechnic. Blatchley worked on concept drawings at Belper, north of Derby, where the However, it was not so much this for­ which were shown to customers for Experimental Department was located. mal training as his impressive portfolio of approval before being passed to the works His opinion was sought on the proto­ car drawings that moved Gurney Nutting ’ s for construction. Within two years McNeil type that had by then reached the stage at Chief Designer A.F. (‘Mac’) McNeil to had moved on to James Young Ltd and which it was considered by Belper person­ offer him a position with that highly John Blatchley found himself, at the age of nel to be all but ready to pass over to the respected firm of coachbuilders. This was 23, Chief Designer at Gurney Nutting. It Pressed Steel Company of Oxford for 1-97 2889 series production of the new standard steel saloon. These all steel bodies were to be assembled, mounted on their chassis, painted, trimmed and finished at the former Merlin engine factory at Crewe, to which the Chassis Division, now to be known as the Motor Car Division, had been relocated when the war ended. H.I.F. (Ivan) Evemden had designed the new body with a ‘play it safe’ philosophy in mind, but Blatchley was bemused by what he saw as the prototype’s lack of elegance and detail sophistication. However, he had arrived on the scene too late to change matters very much beyond In John Blatchley's days with Gurney Nutting he showed a natural flair for stylish coachwork. adding a touch of Gurney Nutting finesse This rakish sedanca coupp is a 1937 design on a Bentley 4'A Litre chassis (B166JD). to some of the details, transforming the prototype into a more attractive design that Producing the coloured wash drawings for customer approval of the styling and colour scheme whilst scarcely beautiful, was at least ac­ was itself an art requiring considerable natural ability. John Blatchley excelled at this, designing ceptable to the Company’s post-war clien­ extraordinarily beautiful coach work for high quality chassis. This coupb is a 1937 design for the tele. Bill Allen, with whom John Blatchley Bentley 4'A Litre chassis. His designs appealed to the world's most discerning motor car buyers. worked under Ivan Evemden (Ev), recalls that Blatchley even designed the chrome horn grilles behind which the horns of the early post-war cars were concealed under the wings. He also designed the entire interior of the standard steel saloon, ensur­ ing that it was in every way the equal of the best coachbuilders’ work. At first, the standard steel saloon bodies were only mounted on the Bentley Mk VI chassis, the larger Rolls-Royce Silver Wraith chassis being intended for coach- built bodies only. Department. John Blatchley and Ivan by H.J. Mulliner & Co., was proven in the In 1950 work began on the Bentley Evemden worked with Stanley Watts of Hucknall windtunnel to be highly effective Continental project, or ‘Comiche II’ as it H. J. Mulliner on the styling of this car. The aerodynamically as well as very beautiful. was called within the Experimental resultant two-door ‘fastback’ design, built This grand touring car, the fastest genuine four-seater car in the world at the time, During 1950-51 John Blatchley and Ivan Evernden worked with H.J. Mulliner's Stanley Watts on proved a winner for the Company, earning the styling of the 'Corniche II' project. This high performance model, introduced as the Bentley much-needed export income. Continental and later known as the R-type Continental, was a great success for the Company. In September 1951 the Styling Depart­ H.J. Mulliner coachwork of this design was fitted to all but 15 of the 208 chassis. ment was moved to Crewe and John Blatchley was appointed to the newly created position of Chief Styling Engineer. In accordance with long established Rolls- Royce tradition of referring to all per­ sonnel above shop floor level by name contractions, or ‘cyphers’, John Blatchley had become ‘JPB’ within the Company. His first major task as Chief of Styling was to address the lack of adequate luggage capacity in the standard steel saloon, which by then was also offered as a Rolls- Royce — the Silver Dawn. As an interim measure, pending the arrival of a com­ pletely new model on which work had begun, he redesigned the boot and tail-end styling of the standard steel saloon. Blatchley altered the run of the waistline so that in the increasingly popular two- 2890 PILECLARVM

58 THE MOTOR October 6, 1954

The Bentley Continental drophead coupe by Park Ward. f R 1 X BENTLEY announce

Two New Continental Models

The elegant Drophead Coupe and Sports Saloon by Park Ward provide exhilarating motoring for four passengers at speeds up to 1 20 m.p.h. These new models, which are available with the automatic gearbox, are the only additions to the existing range of Rolls-Royce and Bentley cars which continue in their present form and will be exhibited at the Earls Court Motor Show.

The first design to arise from the transfer of responsibility for the styling of Park Ward coachwork to John Blatchley's Crewe Styling Department in 1952 was the superb drophead coupe for the Bentley Continental R-type shown in this period advertisement. A two-door saloon version shared the same styling. Only four dropheads and two saloons were built, but later both were successfully adapted for the larger Continental S1 chassis. 1-97 2891

tone colour schemes the rear wing was now included in the lower of the two colours. This added the illusion of extra length to the actual additional length provided by the new boot. The revised standard steel saloon was introduced in June 1952 and is now know as the Bentley R-type (and long-boot Silver Dawn). Park Ward & Co. had become a wholly owned subsidiary of Rolls-Royce Ltd just before World War II. In 1952 several meet­ ings between Charlie Ward Snr, Jack Scott, ‘Doc’ Llewellyn Smith and John Blatchley had tried to address what they ■* perceived as certain shortcomings of Park Ward styling. They compared Park Ward and H.J. Mulliner coachwork side by side, inside and out. They were also anxious to ensure that future Park Ward coachwork By extending the rear of the Bentley Mk VI and Silver Dawn standard steel saloon and providing should share a certain ‘family resem­ a self-supporting lift-up boot lid (made of aluminium), John Blatchley significantly improved both blance’ with the Crewe standard saloons its appearance and luggage carrying capacity. The result was the Bentley R-type and long-boot rather than developing in a separate direc­ Silver Dawn. Other changes included a restyled rear wing with a new swage-line and no spat. tion. A decision was reached for the Crewe Styling Office to take over the external design and drawing office. the original Continental chassis. styling of the Park Ward coachbuilt bodies The first Park Ward designs styled by Before the end of 1951, work had and this became the responsibility of John John Blatchley under this policy were the begun on an entirely new standard saloon Blatchley. Park Ward’s High Road, rare two-door saloon and drophead coupe to replace Bentley VII, as the R-type was Willesden styling office under their Senior for the Bentley Continental (R-type) known within the Company. Bentley VEH Stylist Peter Wharton retained control over chassis. These were later successfully was stillborn, though a working prototype interior design. Structural design and adapted for the S-Type Continental, which styled by JPB had been built and tested. detailing were carried out by Park Ward’s was 3 inches longer in the wheelbase than Bentley IX, known by the code-name

Dental plaster model, taken from the original quarter-scale wax model, of Bentley IX or 'Siam' as styled by John Blatchley just after the Styling Department moved from Belper to Crewe in September 1951. Note the different sidelamp position on each side, of which the one nearest the camera was ultimately adopted. This model was introduced as the Bentley S-Type (and Rolls-Royce Silver Cloud) in April 1955 and quickly established itself in the public mind as the quintessential Rolls-Royce shape. 2892 PRAiCLARVM

‘Siam’, was chosen to replace the R-type and Silver Dawn. John Blatchley had styled Siam superb­ ly. It was the first model to be designed with the aid of 14-scale wax models. Once the shape was decided, two prototype bodies were built in aluminium by Park Ward, working from the wax model and the Styling Office’s drawings, and mounted on Experimental chassis. It was an exceptionally beautiful design when viewed from absolutely any angle. Once the fine new chassis was ready for produc­ tion, and JPB had attended to a few last- minute details, fine-tuning the body style to absolute perfection, Siam was passed to ■mH the Pressed Steel Co. for building of the John Blatchley's crowning achievement? The Bentley S-Type (which we now know as the S1) bodies in steel with aluminium bonnet, as painted by Frank Wootton for the contemporary Rolls-Royce and Bentley publicity material. doors and boot lid. It was announced, to considerable acclaim, in April 1955 as the Rolls-Royce Silver Cloud and Bentley S- Type. This could be said to be, with little risk of contradiction, the apex of John Blatchley’s distinguished career. ‘Siam Phantom’, a 145 inch wheelbase version of the Silver Cloud intended for spacious limousine coachwork, had to await the 1959 introduction of the V-8 engine, when it was announced as the Phantom V. Its Park Ward coachwork was also styled by JPB’s Crewe styling team. From October 1962, with changes to the windscreen, roofline and boot, and with quad headlamps, this design was virtually set in concrete until the last example (on the final Phantom VI chassis) was del­ The Park Ward two-door saloon and drophead coupd designs for the Bentley Continental R-type ivered nearly 30 years later — and the were subsequently adapted for the rather larger Continental S1 chassis, on which they were original boot shape was retained for the built in much greater numbers (a total of 185). This is the highly desirable drophead version. State Landaulette. This is perhaps a convenient point at John Blatchley's assistants Cecily Jenner and Bill Allen shaping the quarter-scale wax model of which to digress briefly to discuss how the 'Siam Phantom' limousine, which was introduced in September 1959 as the Phantom V. body styles were actually conceived. In the days of the true coachbuilt bodies, when coachbuilders built many one-off bodies and rarely more than small batches of the same design, the standard modus operandi of the stylist was to produce artist’s im­ pressions of the proposed body. These usually took the form of coloured wash drawings which were shown to the cus­ tomer for approval of the styling and colour scheme. Once full-size working drawings were produced and hung on the workshop wall, that was often all that was required for the craftsmen in the workshop to build the actual body. The whole process, from concept drawing to finished car, could take as little as six weeks provided the actual chassis was available. At Rolls-Royce during the late 1930s 1-97 2893

and early post-war period, full-size mock­ ups were sometimes built from wood and other materials to hand. However, where larger scale pro­ duction of a particular body style was en­ visaged, such as was the case in John Blatchley’s Styling Department at Crewe, o the wax or ‘clay’ model came into use in I order to create the essential three dimen­ 1 £ sional impression of how the car would o look. The initial styling sketches were usually followed by Vfc-scale drawings, I then the wax model was made. This was 1 I <0 invariably one-quarter scale, built up on a s I plywood armature or ‘eggbox’ shaped & from the scale drawings, but a little under­ S size to accommodate the layer of modell­ o § ing wax. The model supplemented £ drawings rather than replacing them in the Phantom V 7-passenger limousine (5LBX32). Styled by JPB's Crewe Styling Department and styling process. Sometimes the model was coachbuilt by Park Ward & Co. of Willesden. At 145' the wheelbase was the same as that of the different on each side so that alternative Phantom IV, but with the new V-8 engine and consequently a shorter bonnet, and longer rear styling features could be evaluated. overhang, the space available for passengers and especially luggage was much greater. From the model, scale working draw­ ings were produced. There was usually the new V-8 engine in August 1959, at strong suggestion of ‘fins’ at the rear. A also a full-size model or mock-up, the which point they had become the Silver two-door saloon with similar styling was main purpose of which was to test the Cloud II and Bentley S2. also designed by Koren, but this did not go interior layout and ensure that door aper­ In the late 1950s the Crewe Styling into production until after the introduction tures and the like were practical in actual team was joined by a Scandinavian of the S3. These distinctive cars were use. From here the design normally freelance stylist who had worked on such known within the Styling Department as progressed to actual working prototype advanced styling projects as Alfa Romeo the ‘Korenentals’, and the bodies were cars. Then came tooling, production plan­ coupes. This was Vilhelm Koren, who built by Park Ward & Co. in London. ning and, at last, actual production. Small worked with JPB to style the drophead Koren worked on other, secret body wonder that this process invariably took at coupe coachwork for the Bentley Conti­ styles for various Experimental projects, least two years and up to four years in some nental S2. For Rolls-Royce, this was a none of which ever saw production. John cases. somewhat radical body style, with a Blatchley recalls that when he retired from Before the Silver Cloud was launched, ‘straight-through’ wingline, headlamps in Rolls-Royce in 1969 he tried to persuade work had already begun on a new genera­ the extremities of the front wings and a Koren to take over as Chief Stylist. Un- tion of monocoque (chassisless) cars, code-named ‘Tibet’ (Rolls-Royce) and For October 1962, as an interim measure, John Blatchley re-styled the Silver Cloud and Bentley ‘Burma’ (Bentley). It was intended that the S-Type standard saloons with four headlights, re-shaped front wings with new combined Bentley would be a smaller car than the sidelights/direction indicator lamps in the wing noses, smaller bumper overriders (except for Rolls-Royce, but as development work North America) and a F/2 inch lower grille shell. These were the Silver Cloud III and Bentley S3. progressed this idea was dropped and the two projects were merged to become SY — or the Rolls-Royce Silver Shadow and Bentley T Series as they were ultimately i to be called. il In order to smooth the transition be­ tween the appearance of these new cars and that of their predecessors, some styling changes were introduced on the Silver Cloud and Bentley S-Type in October 1962. These included paired sealed-beam headlamps, re-styled front wings with new combined sidelights/direction indicators mounted in the wing noses, Silver Shadow pattern bumper overriders (except for North America) and a 11/2. inch lower grille shell. This was the Silver Cloud HI (and Bentley S3). They had already acquired ksh&r 2894 PR4-CLARVM

a lot of ‘flack’ over the Koren Conti­ nentals,” says JPB, “I was determined in my own mind that the styling of these cars should much more closely follow the ‘Cloud’ theme—retrogressive maybe, but in an updated form”. Therefore, rather than attempting to be styling leaders, as previous coachbuilt cars often had, the two-door Silver Shadow was ‘retro’-styled by Bill Allen (Ain) in the Crewe Styling Department early in 1964. The flowing wingline with distinctly ‘separate’ rear wing embodied unmistak­ able echoes of JPB’s Silver Cloud shape, while nonetheless looking thoroughly modem. From March 1971, with some sig­ This design, styled by Vilhelm Koren while working in John Blatchley's department at Crewe, nificant mechanical improvements, the was first introduced in drophead coup£ guise for the Bentley Continental S2 in 1959. It was later two-door cars were marketed as the adapted for the Continental S3 and this two-door saloon version was introduced. From 1963 Corniche Saloon and Convertible. The these 'Korenental' body styles were also offered on specially modified Silver Cloud III chassis. design was so appealing to successive generations of customers that although the willing to sacrifice his London lifestyle for this had to be translated into styling that two-door Saloon version (it was not norm­ life in Crewe, Koren turned down this op­ was still unmistakably Rolls-Royce but ally described as a ‘coupe’) was dropped portunity, preferring to teach modem fur­ with modem looks that would remain so in 1980, the Convertible continued in niture design at the Royal College of Art for at least ten years. The final shape production until 1995, with innumerable in London. achieved all this and more, and still exudes technical and interior changes but no alter­ When the Silver Shadow was being a simple elegance 30 years later. In fact, ation to the basic external styling. developed its external appearance was in­ the evidence is that the Silver Shadow Of JPB’s leadership qualities, Bill fluenced as much by the Engineering and significantly broadened the appeal of the Allen recalls: “I had only five bosses Sales people as by the Styling Department. Rolls-Royce car, because many more of during my career of 49 years, and John was The engineers had determined that the car this model were sold than any of its the best. He had that quality of leadership would be of monocoque construction with predecessors. which tends to defy analysis; once I saw independent rear suspension. The Sales Coachbuilt versions of the Silver this described as ‘the art that conceals the Department wanted a car that was exter­ Shadow, to be built in two-door saloon and art’. Whatever problems he had with those nally smaller and lower but roomier inside drophead coupe variants by the now com­ superior in rank to him were never allowed with much greater luggage capacity in a bined London coachbuilding subsidiary to disturb the even temperament and quiet boot of more practical shape, and longer H.J. Mulliner, Park Ward Ltd, were part of confidence with which he dealt with us”. touring range (i.e. a larger fuel tank). All the SY styling brief. “Having taken quite John Blatchley retired, at the age of 55, on March 21st, 1969. The task of styling The Silver Shadow two-door saloon and drophead coupe were the last designs to emanate from Rolls-Royce and Bentley cars was moving the Crewe Styling Department under John Blatchley's leadership. The coachwork was built by in a direction that had diminished its H.J. Mulliner, Park Ward Ltd in London. From March 1971 they were marketed as the Corniche appeal to him, and he opted for early retire­ two-door Saloon, which was discontinued in 1980, and Convertible, the last examples of which ment. He and his wife Willow moved to a were built at Crewe as recently as 1995. This is a 1969 Silver Shadow drophead couph. seaside town in south east England where they bought and restored a 16th century cottage. He has never been back to Crewe, where he was succeeded as Chief Stylist by Fritz Feller (FF), an Austrian-born engineer whose project at Rolls-Royce had been abandoned, rendering him redundant. Despite Feller’s engineering rather than styling background, he successfully applied for JPB’s job and presided over the styling aspects of the SZ project, the new generation of Rolls-Royce and Bentley cars introduced in October 1980 as the Silver Spirit and Bentley Mulsanne. The author records his thanks to Mr John Blatchley for his kind assistance with the preparation of this article. 1-97 2895

1906 30 h.p. Barker phaeton de luxe (60533). C.S. Rolls & Co. driver Harry Fleck at the wheel. Note the radiator mounted well forward of the front axle on this 6-cylinder model, the crankshaft vibration problems of which gave rise to the invention of the vibration damper. Did He or Didn’t He? Royce and the Vibration Damper

By Tom Clarke (U.K.) © 1996

Tom Clarke is unquestionably the topic when I was privileged to see a draft his multi-plate viscous design in 1909 world’s leading historian of the early days of the late, and greatly missed, Derek du (patented in 1910) when he had been asked of Rolls-Royce. He is a member of the W.A. Toit’s wonderful work on Royce’s patents. by the Daimler Co. to rescue them from a Branch and an Honorary Life Member who This contains patent 5029 of February 28th batch of 6-cylinder cars worth £20,000 nowadays lives in Manchester, a short dis­ 1911 relating to the crankshaft inertia with unsaleable rough engines. They had tance from where the first Royce and damper introduced that month on Silver not themselves been able to solve the Rolls-Royce cars were built. Ghost chassis 1551. His next patent was inherent vibrations in a 6-cylinder engine. 9262 of April 13 th 1911 which covered the Lanchester went on to license his In one of those inconvenient coincid­ now familiar crankshaft spring drive design widely and it brought him enhanced ences, late 1994 saw the publication of pinion incorporated within the vibration reputation and a considerable fee income. both The Edwardian Rolls-Royce by John damper. (Spring drive had been introduced He was a brilliant engineer and deserved Fasal and Bryan Goodman (which incor­ on chassis 1156.) this success. But a question that can still porated my study of the pre-Ghost cars It was either Royce’s 1911 damper not be satisfactorily answered is why with evidence supporting Royce’s inven­ patent or perhaps a claim by Royce to the Royce did not patent his believed earlier tion of the crankshaft vibration damper), first invention of a damper that provoked version at the time. He had been assiduous and The Lanchester legacy 1895-1931 by Dr Lanchester into action claiming since 1887 in his patent applications and Chris Clark (which presented the well- infringement in July 1913. The matter was he also paid for the use of patents granted known case for Dr F. W. Lanchester having settled when “Royce instructed the Draw­ to others. Solving the problem of 6- invented the damper). Since the appear­ ing Office to send him (Lanchester) dated cylinder engine vibration was to spur on ance of these volumes other information photographs and drawings (of an earlier the development of motoring. has emerged to shed more light on the design) and nothing more was heard on the origins of the damper. subject” (Rolls-Royce: the growth of afirm Crankshaft design by Ian S. Lloyd, 1978, p. 150). Rolls-Royce Royce’s patent certainly never paid fees for their damper Anthony Bird and Ian Hallows, in then- design. classic The Rolls-Royce motor car (1964), I was galvanised into returning to this Lanchester had arrived theoretically at noted that all crankshafts have “a natural 2896 PRAiCLARVM

cylinder 10 h.p. (counterbalanced) crank­ shaft. Whilst torsional vibration is unre­ lated to crankshaft layout the robustness of the shaft is important and in this respect Royce’s first 6-cylinder shafts were very slender. A stiffer crankshaft does not resist torsional vibration but it has a higher natural frequency than a flexible one. I MM Bastow noted that two versions of a MB 3 Ml 2 2+2+2 shaft were possible (figure 1), both

FRONT VIEW OF with each pair of journals opposite each CRANK CRANK B other at 180 degrees: 1. The first type, A, had 120 degrees be­ tween the journals for adjacent blocks and required balance weights (to remove inter­ nal forces, not vibration. Weights can lower torsional frequency into the working

;2 range of an engine); FRONT VIEW OF 2. The second, B, had 60 degrees and CRANK required no weights (no benefit was to be derived from fitting them).

MB 7 It is clear from the earliest drawing for M 16 the 30 h.p. engine (figure 2 from The MB5 MB4 Autocar for 4 March 1905) that a 2+2+2 Mp3 shaft was initially used. The drawing shows no balance weights (or front FRONT VIEW OF CRANK flywheel) so it must be the second, B, of I CRANK C the versions described earlier (firing order Figure 1: Donald Bastow's drawing for 2+2+2 crankshafts (A & B) followed by the 3+3 type (C). 153624). A letter from Rolls to Royce dated March 6th 1905 confirmed that the frequency of torsional vibration” but a 6- initially achieved by a solid front flywheel. first 30 h.p. engine would only be run for cylinder in-line engine has the “additional the first time around March 13th. complication of a disturbing torque due to Royce’s crankshaft designs Yet it is known that balance weights the motion of the pistons”. This “torque, were used and then abandoned, indicating oscillating three times per revolution” The options for crankshaft layout were that the A version of the 2+2+2 shaft was reaches a dangerous resonance when described by the late Donald Bastow in his subsequently used, some time after March engine speed is one third of the crank­ Henry Royce, mechanic (Historical Series 1905. In fact, chassis records show that it shaft’s frequency. no.12, 1989) on p.51 and p.55. He was not until December 16th 1905 that the Damping the oscillation is important described Royce’s first 6-cylinder engine, seventh car built became the “1st No.6 but “designing the crankshaft so that its the 30 h.p. of 1904-06 with its three blocks with balance weights”, chassis 26375. natural frequency, and therefore its critical of two cylinders, as having a 2+2+2 Other examples followed. speed, lies outside the normal r.p.m. range crankshaft. This was a natural conse­ Bastow also described the final of the engine” is more so. Damping was quence of scaling up the original 2- development of the 6-cylinder crankshaft into the ‘mirror image’ 3+3 type (univers­ Figure2: The earliest 30 h.p. engine drawing, March 1905, with 2+2+2 crankshaft and no front ally used today) with identical journals flywheel. Bastow mistook this for Figure 3 and claimed the shaft was the 'mirror image’ type. either side of the centre bearing (firing order 142635). But its appearance was a Ni --- EJHffll u >4.1 little way off: l\ / l\ Chassis 26374, off test on December 20th 1905, had a 2+2+2 crankshaft with C E I He weights and a solid front flywheel. In April K 1906 at Rolls’s request it was fitted with a un B B ' non-weighted shaft. (This would not have I B |1r rj been a reversion to the early 1905 type so ^v3 I I conclude this third shaft was a new 3+3 A G1. F o A ft ft type with front flywheel.) C ■w w w From May 1906 several cars such as x A 60502 had their front flywheel removed although in September 60531 was listed with a front flywheel, type unknown. 1-97 2897

30 h.p. travails

The February-June 1906 period saw a redesign of the 20 and 30 h.p. engines. There was a five month gap between the tests of 4-cylinder Heavy 20 h.p. 40501, in early February, and 40503 in early July. Light chassis continued in this time. Similarly, there was a three and a half i r' month gap in 30 h.p. production from *J\ I January. The reason is not hard to find: three 30 h.p. cars had broken their crankshafts in the January-February period, ushering in frenetic activity at Figure 3: The later 1906 30 h.p. engine with 3+3 crankshaft. Note the thin front flywheel. Cooke Street. Because the first few 1905 30 h.p. And fourth, as will be seen on 60535, a shaft, probably the bigger diameter type, chassis had suffered from timing gear slipper (friction) vibration damper was was introduced much earlier by reference rattles Royce fitted a counterbalanced fitted in late 1906 which finally tackled the to both figure 3 and another well-known crankshaft from December and a 27 lb. original timing gear rattle problem. Cooke Street picture (figure 5). front flywheel, later 17 lbs., to damp the Royce was not the first in arriving at the This shows Albert Wheatman machin­ torsional vibration. This silenced the 3+3 shaft layout though by now he had had ing a 30 h.p. crankshaft blank that is ob­ engines sufficiently but at a price! After enough practice with crankshaft design! viously the later ‘mirror image’ 3+3 type. the breakages which soon followed he Bird and Hallows noted that Wolseley Above his head is part of the date, “29”. It recognised that the heavy front flywheel used this layout in 1904 for a marine cannot be 1905 as once thought because of on the slender crankshaft had induced the engine but unless engineers in the various the type of shaft and must therefore date new problem. During 1906 he cured it in competing companies exchanged views from spring 1906 onwards when the four steps. from time to time it must be concluded that redesigned 30 h.p. engine was in produc­ First, the crankshaft weights were Royce, the intuitive engineer, arrived at his tion. (The date has now been deciphered deleted (thus indicating a new shaft, new layout independently. as 29 December, thus supporting 1906 as probably to design 6330 as on chassis the year.) 26374 described earlier) and the front Yet another crankshaft Once Royce saw the benefits of the flywheel was lightened further to 14 lbs. larger shaft I strongly suspect that the This crankshaft change, which probably The new larger-diameter crankshaft earlier cars were fitted, especially those dates from April 1906 (i.e. chassis 26374) can clearly be seen (figure 4) in the surviv­ which actually broke their shafts, with the involved a l3Zt" in place of 1 ¥2" diameter ing Dec. 1905 30 h.p. 26355 (owned by new crankshaft in a revised engine lower crankshaft being fitted (figure 3) of the Millard Newman, Fla.). Its first shaft, 1W half. In other words, around April 1906 modem ‘mirror image’ 3+3 type. This dia., broke in January 1906 and was when 26374 led the way and hence the lacked weights and was still in the lower repaired at the nose. Its current shaft as change to the surviving 26355. sump, but used modem connecting rods found in 1956 is 1%" with the ‘mirror With all the problems of the 30 h.p., and with single-nut bolts facing up. It was this image’ layout but in an early-type engine. the benefits of a bigger shaft with a 3+3 more rigid shaft with its higher frequency Although this car might have been layout now staring Royce in the face, the which stopped the breakages and reduced modernised around 1910 with this feature decision was taken in early 1906 to design vibration. we can now see that the ‘mirror image’ not only a revised 30 h.p. 6-cylinder engine Second, Royce’s most important change, the crankcase was redesigned Figure 4: The crankcase lower half of the 1905 chassis 26355 after restoration in the 1960s. (figure 3) to accept the larger 3+3 Note the 3+3 larger diameter shaft without balance weights or front flywheel. crankshaft bolted into the upper half, the lower sump becoming a cover. (A light front flywheel was also fitted initially.) He was amongst the first to introduce this modem practice and had already done so in the latter half of 1905 on the new 8- cylinder engine. Somewhat later, from 60527, the connecting rods became the basic design used today, white-metalled bearings being tightened from below with single-nut bolts. Drip feed lubrication was retained. Third, the rear flywheel was gradually lightened. 2898 PRAiCLARVM

vXXX 1935/36 p.508-509) Royce’s ex­ periments with a fixed front flywheel and wooden spacer resulting in the concept of the inertia damper. He was cagey about claiming Royce as the inventor, in view of Lanchester’s patents, and called Royce not by name but as “a very prominent engineer”. Elliott claimed that vibration “almost completely disappeared”. It is clear from the story so far that troubles started almost as soon as the solid front flywheel was fitted. It was a practice which Morton claimed derived from stationary engine practice. Fitting one in fact reduces the natural frequency and it Figure 5: Albert Wheatman machining a 3+3 crankshaft at Cooke Street during 1906, believed could be said that Royce was going up a to be December. Note the three two-cylinder shafts on the bench for the three 1907 two-cylinder blind alley. Counterbalance weights do the chassis. same so that other measures are needed to compensate, such as decreasing the weight but also the 40/50, which fully exploited cause for alarm like the 30 h.p. of the main flywheel, making the shaft these developments. Hence the larger shaft hollow, increasing the diameter of the on the new 40/50 engine and even its Getting the damper into production shaft. Yet the improved 30 h.p. engine external 3+3 appearance. continued to have a lighter weight solid Bill Morton (A History of Rolls-Royce With the 30 h.p. now fitted with a larger front flywheel, though not for much Motor Cars, Vol.l, 1903-1907, 1964) 3+3 crankshaft and a lightweight, thin sec­ longer. reproduced the drawing for the redesigned tion, front flywheel (14 lbs, which damped 1906 30 h.p. engine (figure 3, from a 1906 vibrations adequately and did not induce The first car fitted book in French) but claimed it was not put shaft breakages) all should have been well. into production. (He was unaware of the But Royce continued to search for refine­ 30 h.p. chassis 60535 was off test on redesigned 20 h.p.) This was not un­ ments and looked further into something November 3rd 1906. What claims our in­ reasonable considering that the 40/50 h.p. he had hit on earlier. Royce’s accidental terest is its listing in records as the “1st would soon supplant the 30 h.p. and the discovery of the vibration damper prin­ engine to have front slipper wheel fitted” V-8. Yet, in spite of the costs, it is clear ciple needed time for development but and “slipper fan drive” (figure 6). Because from records that soon after June 1906 the came into use just as the 30 h.p. neared the the early 30 h.p. with 1W crankshaft, and 30 h.p. was thus fitted, making it more end of production. many of those with the later 1%" type robust than later critics have realised. As has often been described, Royce engine, all had a front (non-torsional) As for the 20 h.p., Light chassis 40519- grasped the vibration damper principle flywheel this ‘ slipper wheel’ clearly repre­ 40526 and 26350B (all March-April 1906) when he noticed relative movement in one sents a change. In modification records had the old engine but the next batch, of the fixed front flywheels he was experi­ (known as the ‘Key Cards’) 60535 was chassis 40527-40533 in December, had the menting with. It had been attached to a noted more specifically with a “slipper improved type with white metal bearings. crankshaft with a temporary wooden wheel for front fan pulley” (figure 6) which The new engine appeared in the Heavy spacer which scorched due to the relative commenced at 60535 (Short) and 60509 from 40503 in July until the last, 40511, in movement, and the engine it ran in was (the Long series produced in parallel). August, together with new steering and the noticeably smoother. He could now turn to It is an intriguing description, “for front four-speed gearbox. The improved the potential in his new discovery whilst fan pulley”, because figure 3 shows the engines with crankshaft bolted up into the the earlier cars were delivered with the thin section front flywheel in front of the crankcase no longer had inspection rigid lightweight front flywheel. fan pulley leaving negligible clearance for ‘doors’. If this sequence of events is correct then the fan blades. Its replacement by the new 40509, the single surviving Heavy 20 the vibration damper would have been like vibration damper must have necessitated h.p. from Australia (later in the U.S. and icing on the cake for the upgraded 30 h.p. fan changes. Canada and currently in the U.K.) has the because it already had the inherently In 1908, chassis records noted an early bolt-up type crankshaft whereas the sur­ smoother 3+3 larger-diameter crankshaft 30 h.p., 26371, being fitted with “new slip­ viving 1906 Light, 40520 now in the U.K., with rigid front flywheel (figure 3). How­ per wheel for fan pulley”. Thus retrospec­ has the earlier type in the sump. Nothing ever, the newest crankshaft (to drawing tive fitting also seems to have been illustrates more clearly the effort Royce no.6297) was clearly not without its own undertaken. was making to ensure the standing of his vibrations because the late 1906 record for car. And it would be reasonable to assume 60535 noted “trouble with engine rattles”. Royce believed he was first that he thought the future of the 20 h.p. at In 1936 the Company’s Chief Designer least was secure to justify such an effort. A.G. Elliott described (in the Proceedings Morton has described how Royce hap­ The early 20 engine had not after all given of the Institution of Automobile Engineers pened upon the principle of the torsional 1-97 2899

vibration damper (or slipper wheel) whilst iron pistons must have passed the master Buist’s Rolls-Royce memories (1926). trying to cure timing gear rattles on the period.” This appears to imply that a damper This is written in the flowery orotund lan­ early 30 h.p. He concluded that Royce rather than a plain front flywheel was first guage of an Edwardian but Buist is surpris­ would have been unable to develop the tried on the earliest type of 30 h.p. engine. ingly accurate in other references he idea quickly enough for production. Alec makes so his claims cannot be dismissed Harvey-Bailey, writing more recently on First use on the 40/50 h.p. out of hand. Buist notes on p.36 “...ultim­ the topic (RREC Bulletin 179 p.40-41), ately he (Royce) evolved the ‘slipper fly­ noted that the early, short stroke, 40/50 h.p. The Harvey-Bailey evidence given wheel’ which was actually standardised on engine did not need a crankshaft damper above was brought to his attention by Mike the 30 h.p. 6-cylinder engined cars which but was fitted with a magneto drive Evans of Rolls-Royce Ltd and can be seen were issued to the public as far back as torsional damper that must have stemmed in the 40/50 h.p. handbook of March 1909 1906, the engines of which ran with a from 30 h.p. work. for 1907-09 cars. The earliest cars had an smoothness hitherto unattained, and which Royce never ceased to believe, as he early type magneto ‘brake’ by the rear proved a revelation to motor carriage wrote in 1923, that “we were the first...to universal joint for the magneto drive. This users. Moreover, in these cars no crank­ damp...the crankshaft torsional vibration was soon replaced, probably just before shaft ever broke in service. This is put on by friction mounted small flywheel”. the long stroke engine introduced in May record because some four years later a Judging by 30 h.p. 60535 this can now be 1909, by a new type (figure 8) called a master patent was actually granted for a dated as early as the autumn of 1906 and ‘magneto flywheel’ and it shows the much discussed crankshaft vibration the actual discovery even earlier. flexibly-coupled plates with adjustment damper; whereas Mr. Royce had found out In a memorandum to his senior and friction surfaces also to be seen in the that remedy, and applied it as a routine part engineers on January 15th 1932 (see crankshaft vibration damper. of his factory programme, without ever Flying Lady p.4120) Royce harked back to troubling to patent the idea. So much for a 30 h.p. “dry centrifugally loaded” Later recollections the history of automobile engineering and damper which “we could tighten up to the mysteries of our Patent Laws”. (I am great friction without trouble, and I’m sure Yet another early reference to Royce’s grateful to James Fack for pointing out this our 30 h.p. with 1.5 crankshaft and cast invention is to be found in H. Massac crucial text.) KiF

Figure 6: The chassis records for 1906 chassis 60535. The right-hand card was printed in July 1906 and dated ‘3/11/06’, signed by Eric Platford (EP). The left-hand card was printed in September 1911 so that its information must have been retrospective. Signed by George Bagnall (GB), tested by EP.

Inspection Questions O.K, sheet No. ' H 4(3

to • |S-1 From. 1 ■.«’ i4 I i REMARKS. ■ Z

■ ■+ ? 1 ■ 0. V:

f *3'4^6^41 j'XMn. ct/pUAn , Power of Engine Weight of Chassis h? ) 4n*,N'- J Load on Chassis when test. Am •*?...lbs. -A Miles covered iJ..CrD.» Petrol consumption L.^. miles per gall/V SC, ; Flywheel plugged or not ' OM - C(r02.'\ " ' 7 Size of wheels—back.XSRMT-P..front..'5.q.9.X.‘t?.. 3 >;■ Tyres fixed when despatched. to .■ i How despatched Jk-*}..t■' C'ClvCUn Max. speed ,T.Q... on...... U....cv.5...gearLi... ti V Lowest regular "Speed I Type of Plugs 2-Lf.. Size.. z * a 30 o £ -4 Position of Spray 5' ■ ■ r 750 P J P) § Tested Date despatched..b j 2900 PRfliCLARVM

have been rather crude and a patent application could have been refused. IS Hence Royce’s delay until the perfected 40/50 h.p. version of 1911 was patented. ,151 VU2. To o<^ ) device at all, even with a larger crankshaft, might have offended Royce sufficiently T\x_ V-n.ov

-.7./////////////A Acknowledgements LUB/fKfiTE I am grateful to Michael Forrest and Dr Stephen Blakey, R.R.E.C., for their help in improving my understanding of vibration. I have drawn heavily on their ideas.

MAGNETO FLY- WHEEL Illustrations courtesy of the Author 1-97 2901

BOOK ww J fij H" I ill I3! REVIEWS I |n i 2

in 1985 by Graham Robson’s book, self. Another book that Bobbitt appears ROLLS-ROYCE volume 3 in a Rolls-Royce and Bentley to have consulted is Rolls-Royce and SILVER SHADOW Collector’s Guide series (P.6-85, Bentley: the Crewe Years by Martin RIXTLEYT-S ERIES p.1115). Bennett (P.4-95, p.2609), one of many CAMtRGf E & CORMCHE These earlier books were published listed in an extensive bibliography. This while the Shadow/T-Series (or at least is not, however, to suggest even a hint of derivatives thereof) were still in produc­ plagiarism on Malcolm Bobbitt’s part; in­ tion, whereas Malcolm Bobbitt’s book deed, it demonstrates good use of exist­ has appeared after the last SY-based ing literature to aid his own research Corniche IV rolled off the production line. towards achieving a credible and auth­ This effectively makes his book the oritative result definitive monograph on the entire His detailed treatment of the subject Shadow family. is evident throughout the book. It applies Comparisons, they say, are odious. to all aspects of the Silver Shadow story: But one cannot help notice that Bobbitt, design, choice of powerplant, testing, in contrast to the two aforementioned production problems, launch, marketing, “Rolls-Royce Silver Shadow Bentley authors, places a stronger focus on the progressive specification changes, in T-Series Camargue & Comic he” by people behind the Shadow’s success. fact the full gamut. Choice of illustrations Malcolm Bobbitt; published in 1996 by Not just engineers like John Rollings and is also thorough in most instances, with Veloce Publishing Pic, Dorset, England; Harry Grylls, but stylists John Blatchley, many photographs not commonly seen 160 pages; approx. 170 illustrations in­ Bill Allen and Martin Bourne (dubbed the in other publications. Perhaps the book's cluding 26 in colour. Approximately $54. ‘Trinity’ by Manuela Bennett in P.6-96, most practically useful chapter is the one p.2864!) who had the challenging task of titled ‘Living with a Silver Shadow or Reviewed by Roger Thiedeman preserving the distinctive look of a Rolls- Bentley T-Series’. It offers valuable ad­ Royce in a unitary construction (mono- vice to those contemplating the pur­ The American magazine Popular coque) body. Bobbitt’s liaison with this chase of a Shadow or Bentley T. While Mechanics likened it to an oversized talented trio during preparation of the discussion of prices is more relevant to Nash Rambler. Purists saw it as the har­ book has been a deservedly fruitful one. the British reader, advice on good and binger of doom for the traditional Apart from supplying valuable first-hand bad points to look out for, potential prob­ separate-chassis Rolls-Royce, and eyed information for the text, they have also lem areas, etc. is of importance to buyers its arrival with scepticism. contributed a number of fascinating anywhere in the world. Again, the author Despite a less-than-unanimous wel­ photographs notably of the early design has sought the advice of one or two come, the Silver Shadow and T-Series stages. Rolls-Royce and Bentley specialists in Bentley, or SY series of cars, went on to Bobbitt begins his book with a look at the U.K., although at times the text become one of the greatest success the post-war history of the Rolls-Royce smacks of a free ‘plug’ for their estab­ stories in the Company’s history. Over a and Bentley marques, tracing the evolu­ lishments! 30-year span, more than 40,500 ex­ tion of a model to replace the Silver Malcolm Bobbitt even manages to in­ amples of the type and derivatives were Cloud/S-Series. The Tibet, as the new ject a bit of ‘new’ information into his produced. Only the Silver Cloud/S- car was code-named, was soon joined account of the Shadow story. For in­ Series family gets within a sniff of this by other experimental prototypes such stance, did you realise that the typeface figure with 15,361 chassis built. Above as the Burma (the Bentley version), on the ‘Corniche’ badging was ‘borrow­ all, the Shadow/T-Series bolstered the Korea, Java, Bengal, Tonga and Ran­ ed’ by Martin Bourne from Reader’s Company's fortunes when they had goon. Digest magazine of all places? We also ebbed to an all-time low, undoubtedly The author describes the Experimen­ learn that the Crewe stylists, who had contributing to the much stronger corp­ tal cars individually by chassis number, excelled themselves during design of orate situation enjoyed today. outlining the role each one of them both Silver Cloud and Silver Shadow, felt This book is an attempt by an author played in determining the final outcome let down when styling of the Camargue previously unknown in the world of Rolls- and shape of the SY series of cars. was ‘out-sourced’ to the studios of Pinin­ Royce literature to chronicle the Silver One gets the impression that Bobbitt farina. Shadow story. It is not, of course, the first sourced much of his material for this The book is not without its faults, most book to deal exclusively with the Silver chapter from Ian Rimmer’s book Rolls- of them attributable to poor proof-read­ Shadow. In 1979 an Osprey AutoHistory Royce and Bentley Experimental Cars ing, with only a few of a factual nature. by John Bolster was released, followed (P.5-86, p.1218) and Ian Rimmer him- An example of the latter is Bobbitt's claim 2902 PILECLARVM

that, after Bentley S3 production ceased, Evernden, sometimes rendered as an experimental R-Type with several the ‘Continental’ nomenclature was re­ ‘Everndon’. The author also appears un­ differences from the design that made it introduced in 1971 with the advent of the certain over the correct designation of into production. Corniche. In fact, it was not until 1984 the first post-war Bentley. This is various­ At the outset I described this book as that the Bentley version of the Corniche ly seen as Mark VI, Mk. VI, and even MK an ‘attempt’ by Malcolm Bobbitt to record was re-dubbed Bentley Continental. VI. the history of the Silver Shadow family. Then, that perennial chestnut of the As mentioned before, photographic The book’s relatively minor shortcomings Phantom V total production figure gets coverage is, for the most part, very good. aside, it would be fair to say that the yet another airing — early in the book the Nearly the whole way through the book, attempt has succeeded and is a credit to hugely incorrect figure of 832 is quoted, the pictures are synchronised with the the author and his publishers. It is well only to be followed later by the correct text they are illustrating at any particular researched, written in a very readable, tally of 516. stage. But a few erroneous captions and authoritative style complemented by in­ Mr Bobbitt and/or his proof-reader some strange choices of pictures tend to teresting illustrations, with appendices Roger Lister need enlightenment on cor­ mar the overall effect. For instance, the giving production facts and figures, lists rect usage of the words ‘affect’ and S1 Continental seen at the bottom of of Rolls-Royce clubs (including our own), ‘effect’. They should also know that one page 22 has Park Ward, not James dealers and maintenance specialists in does not pluralise the word Bentley by Young coachwork. And why have non­ the U.K. and abroad. using an apostrophe, thus: Bentley’s. No typical examples been used to illustrate Given the wide appeal of the Silver Silver Cloud (page 102) ever had the the Flying Spur and R-type designs on Shadow/T-Series cars, this moderately- chassis number SYS18—careful check­ pages 9 and 19 respectively? The former priced book is likely to become a popular ing would reveal this to be SYB18. shows a conceptual drawing of a Flying addition to the bookshelves of Rolls- Another bit of sloppiness is seen in inter­ Spur with finned tail-lamp treatment (a la Royce and Bentley owners and enthus­ changeability of spelling of the name ‘Koren coup6’), while the latter is clearly iasts everywhere.

regularly to go to the shops or to pay the wheel bearings of cars as being etters TO visits to friends. Because it is in regular transported long distances by train. The ditor use, if anything needs attention it vibration is ceaseless, and the balls or receives attention — e.g. in the last rollers are resting in the same points in month cleaning the contacts of the S.U. their races, so that fretting is almost in­ fuel pumps and repacking the gland evitable. This phenomenon is well known where the temperature sensor goes into to the motor trade in Western Australia, the block. This is how a sensible man where new vehicles arrive after being Ghost reliability treats his Ford or his Holden — regular railed or trucked for 2,500 miles, and I was both grieved and surprised to use plus regular attention — and I see no bearing troubles are frequent. If a car is read of the various disasters which befell reason why Royce’s products should be to be sent by rail, it ought to travel with some of the 40/50s on their journey to treated differently. If they are too valu­ blocks under the axles to take the weight Ayers Rock (P.5-96, p.2829). Obviously able to be used as cars, maybe we off the wheel bearings. the owners who entered the Tour could should sell them and collect something If the fan begins to gouge the radiator not have been short of the odd half-crown else. when negotiating rough ground, then for repairs and maintenance, and it goes Now the remarks of Barrie Gillings are either the designer is terribly at fault, or without saying that the original design far too well informed for me to try to differ. the fan has been incorrectly assembled. and manufacture were up to the highest I note, however, that he speaks of friction Ninety years ago rough roads were more standards. Yet the catalogue of misfor­ caused by new bearings, pistons and common than now, and I cannot believe tunes to engine bearings, valves, valves. This surely must reflect on the that Sir Henry would have made this error differentials, gearboxes and other practices of the workshops that have in the first place or that the trouble would mechanical elements was long and overhauled the engines. I have stripped not have shown up and been corrected dismal. I own a very commonplace Derby down several engines (including a 1930 during the twenty years that the 40/50 Bentley and only once since 1959 has it Alfa Romeo) and have assembled them was in production. brought me to an involuntary stop on the after the machining had been done, yet Forgive me for the length of this letter. road (four or five flat tyres excluded). The never have I known an engine to be so I am not trying to teach my grandmother contrast is remarkable. stiff that it could not be moved by using to suck eggs — I am only trying to think I am not a professional engineer, and the starting handle. If this too-tight-to-turn why my experience with a pre-war Rolls- my views may be mistaken, but I wonder approach were right for Rolls-Royces, it Royce product should have been free whether the troubles with these cars would be right for all cars. But in everyday from such expensive misfortunes as arise from being treated as pieces of engine reconditioning it has been given dogged the Ghost owners in the Outback Meissen porcelain rather than as up for many decades, and the results in Wholly Ghost Tour. machines for transportation. My Bentley the recent Wholly Ghost Tour show that is seen several times a week on the it doesn't do much good for Ghosts. James Willis, streets of my village because I use it Another point: nothing is so deadly to Western Australia Branch 1-97 2903

Marketplace ROLLS-ROYCE OWNERS' CLUB CLASSIFIED ADVERTISING

Cars For Sale Cars For Sale Cars For Sale 1922 Silver Ghost (34YG) Waring Brothers 1960 Bentley S2 (B322AM) Body in good tourer. One of a handful of original 7-seater condition. Interior condition excellent with sporty tourers by Waring Bros of Melbourne new headlining and repolished woodwork to who were regarded as the 'Barker of the rear. Runs very well. Ideal wedding car. Antipodes’. Dismantled and partly rusty but $25,000 or offer. Geoffrey May 03-9593-1177 neverthless 96% complete, including virtually or 0418-39-3614 all of its original numbered parts, radiator, hood and side curtains, windscreen, cabinet­ work, etc., even the mottly remains of the 1927 Phantom I (27RF) Martin & King long original upholstery which had the Royal wheelbase limousine. Attractive coachwork derriere on it during HRH The Duke of York's in 'Malaga' with black wings. Body-off restor­ 1925 tour. 6-wheel equipment. Originally mid­ ation. Perfect plating and woodwork. Chassis night blue with dark blue upholstery and card, handbook, parts book. $115,000. Will nickel fittings. 'Snailed' aluminium dashboard consider later model with cash adjustment. as reincarnated on the modern Bentley Conti­ Boyd Rasmussen 071-51-4067 nental T. Possibly one of the two 1923 Melbourne Motor Show cars. The cheapest opportunity to own an original bodied Silver 1963 Bentley S3 (B82DF) Tudor Grey over Ghost tourer. $115,000. Doug Bristow Shell Grey with grey interior. York Motors 03-9899-6991 or 03-9830-1867 delivery. Mk IV air conditioning unit fitted by York Motors, retaining central picnic table j under glovebox. Original handbook and k some tools. 114,000 miles. Very good original condition. Serviced by McDermott’s for past 10 years. Vic. reg. HXS-363. $45,000. Ian Rosenberg 03-9819-2134 or 0419-50-9671 1949 Bentley Mk VI (B182EY) James Young two-door coupb. Shell Grey over Tudor Grey, red leather interior. Restored 1983 and in excellent condition bodily and mechanically. One of only four made in this body style. Many custom fittings such as flasks and glasses. All 1922 Silver Ghost (60ZG) with 1911 engine tools, handbook and workshop manual. 96A. Torpedo body to original design. Excel­ $45,000 o.n.o. Bob Skillen 06-288-0676 lent condition throughout. Same owner over 30 years. Complete with mascot and some spares. $250,000 o.n.o. Jack Ruben, N.Z. +64-4-476-5144 or FAX +64-4-476-5244 1968 Silver Shadow (CRH3438) H.J. Mulliner, Park Ward Two-door Saloon. Dark blue. Will 1923 Twenty (59S7) Barker tourer. A superb accept Mk VI, R-type or S Series as trade-in. original Barker 'barrel-sided' tourer, regarded $39,500. Denis Sowden 09-335-1202 as one of the most desirable of all bodies to have on the light, early 20 h.p. chassis, it was one of the second batch of tourers ordered from Barkers by Rolls-Royce Ltd. Every detail 1950 Bentley Mk VI (B361EW) James Young is correct, including rear Auster screen, 6- saloon coupb. Owner of 11 years reluctantly wheel equipment, luggage rack and Barker offers this car to pursue other projects. Very patent headlamp dipping system. One of the attractive and rare body style, unique in most desirable Twenties in Australia. Astute Australia. Car has near-side front damage buyers have recognised the value of original and is in unrestored condition. Original hand­ coachwork above that of replica bodies. book and mascot. $15,000. David Ekberg 03-9645-0094 (h) $76,000. Doug Bristow 03-9899-6991 or 1972 Silver Shadow (SRH 12875) White with 03-9830-1867 1950 Bentley Mk VI (B295GT) Black. Fair beige interior. Excellent condition. No major condition, unrestored so it shows the pass­ work carried out or needed. 99,950 genuine age of time. Reliable travelling car. Attended miles. Two owners, present owner 11 years. every Federal Rally 1980-94. $20,000. Adrian 12 months (A.C.T.) reg. $32,000. Dennis Muller 071-51-5864 Morris 06-273-1153

1950 Silver Dawn (SDB42) Black with oxblood red interior. Immaculate condition. $47,000 o.n.o. with or without wedding work. Peter Kemp 02-9743-8957 (’phone & FAX)

1950 Silver Dawn (SBA104) Black with new 1924 Silver Ghost (125AU) Hooper landau- brown leather interior. Good condition. lette. Adelaide delivery new. Believed very $42,000 with or without wedding work. Peter low mileage. Rare opportunity to acquire a Kemp 02-9743-8957 (’phone & FAX) very authentic 4-wheel brake Silver Ghost with original coachwork. Both reliable and 1953 Bentley R-type (B319TO) excellent his­ useable. $240,000. Keith Wherry tory with most receipts and original docu­ 1973 Silver Shadow (SRH16225) Sage with 02-9299-7455 (w) 02-9331-3129 (h) ments. Six months since auto transmission green interior. Excellent condition. Full and tailshaft overhaul. New leather on front mechanical/hydraulic restoration. Reg. seats. $36,000. Peter Kemp 02-9743-8957 RR-888 (A.C.T.) $36,000. Ian Dunn ('phone & FAX) 06-207-5455 (w) or 018-63-2897 2904 PR/F.CLARVM

Marketplace ROLLS-ROYCE OWNERS' CLUB CLASSIFIED ADVERTISING

Parts For Sale Literature For Sale Services Reverse/number plate light to fit long boot A Pride of Bentleys, Adams & Roberts, mint; We overhaul: hydraulic accumulators, Silver Dawn, R-type, Silver Cloud, Bentley S, Full Throttle, Sir Henry Birkin, A1; W.O., W.O. height control valves, and minimum pressure Phantom V & VI. Brand new, complete with Bentley, A1; Cars in myLife,\N.O. Bentley, A1; valves for Rolls-Royce Silver Shadow, T rubber gasket. A fraction of new price (if you Veteran & Edwardian Motor Cars, David Scott Series, Corniche etc. and Silver Spirit/Spur, can get one) and cheaper than restoring your Moncrieff, A1; The Vintage Motor Car, Clutton Bentley Mulsanne etc. motor cars. We have old one. $200. Martin Bennett 048-29-7140 & Stanford, A1; British Sports Cars, G. Grant, specialised in Rolls-Royce hydraulics in the (’phone & FAX) A1; Three Litre Bentley Instruction Book, U.K. since 1979 and are now established in original, includes McKenzie Tuning Notes all Australia. Our overhauled components are Silver Shadow: 2 x UR. 12114 front disc rotors Vintage models; Bentley 50 Years of the guaranteed for two years, unlimited milage. $300 each; 2 x UR.71664 top ball joints, $500 Marque, J. Green, mint; The Rolls-Royce Pleiades Automotive Hydraulics each; 2 x UR.71663 lower ball joints, $400 MotorCar, Bird & Hallows, mint; Motor Trade (Australia) P.O. Box 40, Gayndah, Old. 4625. each, or $2,200 the lot. Complete Bentley S2 Directory Australia, 1924-5, A1; Motor Law in 'Phone/FAX 071-61-2512 toolkit, including spare yellow fog/indicator N.S.W., 1925, original; Motor Manual 25th bulbs. $1,000. All genuine R-R parts. John Ed., 1925, A1; Tourist Road Guide to S.A. Metal polishing for all models carried out to Cooper 08-8241-0003 or 08-8449-1370 1915, A1; The Herald Road Guide to the highest standard. Stainless steel, nickel, Australia, 1930, A1; The Great Cars, Stein, chromium all catered for in our workshop. 1949 Bentley Mk VI spares. Grille with badge, A1; Car Books 1921, Vol. 21, Frostick, A1. Silver Shadows and Bentley T Series fully reconditioned and chromed, $1,500; Keith Genders, 8 Woodhouse Cres., Wattle breaking for parts. Most mechanical, body cylinder head plus valves, $1,000; woodwork, Park, S.A. 5066 08-364-2674 and interior parts available. $750; gauges, $300 each; many other parts. McMillan Prestige Car Repairs Barry Edge 03-9889-4171 02-9744-5111 or FAX 02-9744-5517

Silver Shadow jack, $195; tool box (no tools), Information Wanted offers; wheel covers, 3 need repairs, $100 Information and pictures if possible of Rolls- Travel/Accommodation each. Richard Cebula 0412-47-5566 Royce and Bentley cars used in films, T.V. Homestay/Bed & Breakfast, Dandenong and documentaries. Chassis numbers espe­ Ranges, Victoria. Enjoy a restful sojourn at our For 20 Horsepower: carburetter, $390; water cially welcome. Material will be gratefully quiet, discrete residence on 1t£ acres at pump, $220; front section under-tray, $250; returned after copying, if requested. New picturesque Ferny Creek and yet be less than handbook for 1923/4 model, excellent condi­ database for authors, model makers, his­ one hour away from Melbourne CBD. Central tion, $350; vac. tank with mounting bracket, torians and Club members. David Harding, heating and log fire. Lots of attractions and condition/completeness 80%, $250; starter 21 Hill Street, Darlinghurst, N.S.W. 2010. FAX restaurants nearby. $45 pp per night B & B. motor, 1923/24, $900; temperature gauge, 02-9332-2873 needs refueling, $750. For 20/25: complete Dinner also available by arrangement Satur­ ignition switch, minus key, $300. For Silver day & Sunday, $25 p.p. three courses with Ghost, PI or 20 Horsepower: vintage trunk, Services coffee and mints. Club member Les $800. Terry Bruce 03-9772-2973 Myghalls. For booking or brochure, please Jonathan White makes by hand the finest telephone 03-755-2197 quality brass number plate frames with either Parts Wanted glass or Perspex insert. Mirror finished chrome plate. Any size frame can be made. Wanted: one small oval-shaped ’Desmo’ $65 per pair, postage & handling extra. I also LMARR has it! external door-mounted rear-vision mirror. make one-off mascots and small brass fit­ Outer hub ring Disc Inner hub plate Martin Bennett 048-29-7140 (’phone & FAX) tings, hand-made, carved from solid brass. 059-88-8060 3i Hub Literature For Sale Complete Interior Woodwork restoration Air valve and refurbishing. Broken wood and veneer Spanner extension Silver Shadow II / Bentley T2 / Corniche I repaired. Exacting standards and authentic Curved Camargue 1977-83 workshop manuals, four finishes. No over-restoration. air valve volumes. $1,400 o.n.o. Richard Cebula Spanner' Z Air lock assembly McMillan Prestige Car Repairs 0412-47-5566 02-9744-5111 or FAX 02-9744-5517 All you need to fit new • Rolls-Royce wheel discs to your • Bentley Handbooks in mint condition: Phantom VI • Jaguar Interior Trimming carried out to exacting Pre-WWll Classic. (PGH series and later), rare, $120; 1990 • Hispano-Suiza I standards using authentic Rolls-Royce and Write, phone or fax • Lagonda Bentley Mulsanne S, $70; 1990 Bentley Eight, coachbuilders' materials and methods. for full infomation. • Bugatti $70; 1986 Bentley Turbo R, $70; 1985 Robert Repairs or complete replacements. • Delage Jankel Silver Spur limousine supplement, LMARR DISK,LTD McMillan Prestige Car Repairs very rare, $60; 1986 Silver Spur with division PO Box 910 Glen Ellen,CA.USA 95442-0910 02-9744-5111 or FAX 02-9744-5517 Tel: (707) 938-9347 Fax: (707) 938-3020 supplement, $45. Martin Bennett D1 048-29-7140 (’phone & FAX)

INFORMATION: Classified advertisements PHOTOGRAPHS: Good quality biack & COST: Ads are free to members who do not must be factual and accurate. Persons mis­ white prints reproduce best but colour prints regularly deal in sales or service of Rolls- representing cars, parts or services will be are perfectly acceptable. Please do not Royce & Bentley cars. Non-members are denied further advertising. Ads for cars for send negatives or transparencies. charged $15.00 for a non-commercial ad of sale must include chassis number and DEALERS: Parties dealing in motor cars reasonable length. Photographs may be asking price. Ads are accepted subject to must, where required by law, quote their included free of charge to members, $15.00 availability of space and may be edited or dealer's licence number and comply with all for others. Where applicable, cheques rejected at the discretion of the Editor other statutory requirements relating to their made payable to R.R.O.C. of Australia must without discussion or explanation. advertising. accompany advertising copy. Send ads to: Martin Bennett, Allambi’, RMB 3310, Goulburn, N.S.W. 2580. 'Phone/FAX: (048) 29 7140 Deadlines: 15th of January, March, May, July, September, November. 1-97 2905

I SPECIALISTS ASSOCIATION!;

Twenty-five years ago, Max Houston pioneered car restoration in Australia Today, there are lots of restoration shops, but there is still only one leader in the field Twenty-five years of integrity, quality work and an unmatched range of services make

the only choice for those who demand the best * Machine Shop & Engine Reconditioning Service Mechanical Maintenance & Service, Ghost to Shadow * * Rolls-Royce & Bentley Parts & Service Rolls-Royce & Bentley Special Workshop Tools * * Shock Absorber Reconditioning Fuel Tank & Radiator Repairs & Re-cores * * All Bodywork & Interior Trim Rust Repdr & Reconstruction * Max Houston’s

THE ULTIMATE REPAIR SHOP RMB 3240 Wisemans Ferry Road CENTRAL MANGROVE NSW 2250 AUSTRALIA Phone: (043) 73 1277 - Fax: (043) 73 1020 Vintage Motor Garage Pty Ltd - Vintage Motor Body Works - Vintage Motor Garage (Trimming) Pty Ltd Authorised Inspection Station

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IF YOU WANT THE ,s ■■ »i a a pi 1 BEST I Rolls-Royce and Bentley restoration and component rebuilding to the highest standard. \ No job too big or too small. Immense stocks of new and used parts parts for all models. R. A.McDermott & Co. Sales: 649 Chapel Street, South Yarra, Vic. 3141 Tel: (03) 9804 7977 Melbourne Workshop: 420 Burnley Street, Richmond, Vic. 3121 Tel: (03) 9428 8844 FAX: (03) 9428 0190 Sydney: 8 Hunt Street, Surrey Hills, N.S.W. 2010 Tel: (02) 212 7200 2906

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Best Kept Secret P-S-SS-T Display Advertising If your business is associated with Rolls-Royce and of 27 Years Bentley motor cars, or if you are offering that special car Revealed!! o for sale, you could benefit from the impact of a display advertisement in PRAECLARUM, your Club’s national magazine that goes to all members of all Branches of the Club Australia-wide, as well as to members and subscribers INC. in a number of other countries. 2028 Cotner Avenue Advertisements may be submitted in camera-ready form Los Angeles, California 90025 USA or typeset and laid out to your requirements on the Club’s computer system as a free service. Compare these highly Tel. 310-473-7773 competitive and economical rates (colour extra): Size: Cost per issue: Fax. 310-479-1197 Full Page - $410 World's most complete stock of Half Page - $230 used post-war (1946-96) Rolls-Royce Quarter Page - $130 and Bentley spares. Virtually everything on hand, immedi To enquire or book space, please contact: -ately available, end at reasonable prices. Martin Bennett, Knowledgeable assistance and ‘Allambi’, personal service always. RMB 3310, • Restoration candidates and drivable RHD Goulburn, Rolls-Royce and Bentley cars available. New South Wales 2580 • UPS, Air and Mall Shipments Dally. • Phone Calls or Fax Preferred. ’Phone/FAX: (048) 29 7140 r "l EPLACEMENT WORLD LEADER IN RESTORATION ITEMS DARTS CO. FOR ALL POST-WAR ROLLS-ROYCE & JENTLEY MOTOR CARS. PRODUCER/ O.E.M. DIRECT TO YOUR DOOR. weather Strips & Seals For All Post war Std. & Custom Bodied • Complete weatherstrip Packages • Glass • workshop Manuals • Handbooks • Show Car Details • Light Maintenance items • Reconditioned Used Parts • Million Dollar inventory of New Old Factory Stock thru Spirit/Spur RH 10005 Oil Filter + Gaskets 1966 thru 1977 $l5.(Auth., not repro.!) Full Flow Oil Filter, 1951 thru 1955, Auth. Brit. Filter Supersession $17. Badge Bars 22" Straight or Bent, Hi Quality $69., Clips $8. Tail Light Lens-Auth. Lucas, Cld/S, PV, Shadow, corniche. (inquire) Air Filter, Cld/S-2,5,PV, Cont. $14., Power steering Filter, Cld/S, pv, cont. $12.50 cld.S-1 Rear Wheel Cyl. Kit (2 req. per car) $34.ea. (delivered to your door) ALL R.R.O.C.O.A. MEMBERS RECEIVE OUR WHOLESALE / TRADE PRICES! Visa / Mastercard welcome, Westpac (Aus.) deposit avail., $U.S.D. or $Aus., no problem, international shipments leave daily(Air Post, UPS, & Heavy consolidation available.)

REPLACEMENT PARTS CO. (MAIL) P.O. BOX 152 PHONE: 0011-1-770-459-0040 (—14 HOURS) VILLA RICA, GA FAX: 0011-1-770-459-8955 50180 U.S.A. 2907

Australia’s No.1 dismantler of Rolls-Royce & Bentley cars.

Now dismantling for parts: post-war Rolls-Royce & Bentley cars from Mk VI to Silver Shadow. Fast Australia-wide despatch of parts. Very reasonable prices.

Servicing and mechanical repairs. Excellent spare parts service — all models.

Engine rebuild and cylinder head reconditioning service.

Wanted: damaged and unwanted Rolls-Royce and Bentley cars for parts.

Neil McLean Automotives || SPECj^^T^^OCUTION]| Specialising in post-war Rolls-Royce & Bentley motor cars

14 Beaconsfield Avenue, ’Phone: (09) 2501400 Midvale, Western Australia 6056 FAX: (09)2501404

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Melbourne Adelaide PerthPerth SydneySydney BrisbaneBrisbane Hobart Darwin (03) 9584 7266 (08) 294 9000 (09) 479 3555 (02) 9587666 (07)(07)892 892 2776 2776 (002) 238 333 (089) 852 477 Toll Free: 1800 653 996 All States insurer: Sun Alliance and Royal Insurance Australia Limited. ACN 005 297 807 ROLLS McMillan R Prestige ROYCE J K Car Repairs Pty Ltd

AuthorisedRolls-Royce & Bentley Coach work Repairer

Would you like to update your late model Rolls-Royce or Bentley motor car with the latest accessories?

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McMillans offer considerable savings on new model paint colours, trim combinations, lockable alloy wheels, mudflaps, steering wheels, colour-keyed bumpers, and metal polishing, all tailored to enhance your ‘Best Car in the World’

The Measure of Excellence

Telephone: (02) 9744 5111 Facsimile: (02) 9744 5517

UNION OFFSET CO. PTY. LTD Print Post Approved PP229219 100048 20 PIRIE STREET FYSHWICK ACT 2609 (06) 280 6733 Lodgement Office: Canberra Mail Centre, Fyshwick, 2609