1956-6 - Index of - Rolls-Royce Owners' Club

259
THE FLYING LADY
No. 56-6
DECEMBER. 1956
JOHN W. MCFARLANE. Editor
Huntington Hills. Wisner Road, Rochester 9, New York, U.S.A
JOHN R. UTZ, Associate Editor
140 Avon Road. Rochester 10. New York, U.S.A.
MIss MARY WINKELJOHN, Circulation Manager
Standard Printing Co., Celina, Ohio, U.S.A.
Some of the Cars at Vancouver Island Meet, right to
left: John Duff's '27 20HP GRJ-65 John Croall of Edinburg
fabric body hunting car; W. N. C. Clark's '29 P-I
54-KR Hooper Town Car; Philip Bushby's '34 P-II
215-AMS ParkWardCont. Saloon; William Small's '40
Wraith WXA-98 Inskip Sedanca de Ville.
THE PERIODICAL OF THE ROLLS-ROYCE OWNERS' CLUB, INC.
ANNUAL BUSINESS MEETING
This open board meeting will be held at 10 a.m.
Saturday, Feb. 2, at the Franklin Institute, Philadelphia.
(AACA Meeting same place that afternoon.) Items for
discussion are meets, installation of officers, reports
of officers and other business. It won't be dull!
BALLOT FOR RROC ELECTION
Enclosed is a ballot form for the 1957 officers.
Please fill out and return it to the address given. One
candidate is offered for each office and space provided
for write-in candidates. No complaints, we hope.
YOUR MEMBERSHIP EXPIRES NOW
As a 1956 member, you should have received the
Flying Lady 56-1 through 56-6, supplement sheet pp.
241, 242, some miscellaneous goodies, and the 1956
Directory. Use the enclosed renewal form now so you
will be in our 1957 Directory, and won't miss our
marvelous (ahem!) publication.
GREETINGS, MERCEDES BENZ CLUB OF AMERICA!
Affiliated with the Mercedes Benz Club of Great
Britain, this new group aims at the exchange of technical
information. Secretary and Bulletin Editor is
Don McCray (builder of a 1907 replica Mercedes body),
1140 S. Michigan Ave., Chicago 5, Ill.
WE GOO.IED, SORRY, SAM
On p. 253 we listed Sam Shoup as a judge in the
"small" car class, in which he did take first prize. He
definitely did not judge this class, only Ghosts.
Copyright 1956, The Rolls-Royce Owners' Club, Inc.
Lithographed in the United States of America
VANCOUVER ISLAND RROC MEET
The summer vacation season brings tourists from
many distant places to British Columbia, but when Lt.
Cmdr. Bill Small, USNR, arrived in September in his
pre-war Wraith after a 3300-mile trip from St. Louis
it was considered enough of an occasion for an Englishstyle
Rolls-Royce Meet. Tea and shortbread were
served at the Philip Bushby country estate near Bazan
Bay and the various Rolls present (all British) were
inspected and discussed in detail. Cmdr. Small was
presented with a large R-R decorative plaque by the
local Rolls dealer. Later on Hans Gruber, Director
of the Victoria Symphony Orchestra, hosted at a continental
dinner at the Chez Marcel and showed pictures
of the many Rolls he has encountered in his travels
about the American and European continents. Mr.
Gruber is quite an authority on classic cars and is
author of an automotive column in the Victoria Daily
Colonist. RROC member W. N. C. Clark, owner of
three fine vintage Rolls, entertained the guests in the
evening at his beautiful home overlooking the Strait of
Juan de Fuca. W. D. S.
LORD HIVES RETIRES
Lord Hives, chairman and chief executive of R. R.
Ltd. retires in January. He joined C. S. Rolls & Co. in
1905 as a mechanic, and three years later became a
tester with Rolls-Royce Co. He led in the development
of aero engines, including Eagle and Merlin. He was
made a baron in 1950. Lord Kindersley will succeed
him as chairman.
We wish Lord Hives a well earned retirement, may
it be happy and pleasantly occupied. F. N. H.
Silver Ghost #1300 limousine by Barker (?) owned by Bill Boden, Pa., at AACA Hershey Meet. Photosfrom L. Reggel.

260
BREWSTER COACHWORK FOR PHANTOM I
The following drawings and data are derived from
a set of blueprints furnished by Springfield to their
salesmen. The editors are most grateful to Messrs.
C. H. Willmore, A. W. Soutter, and George Steinmeier
for the loan of source materials.
We realize that this listing of bodies is not complete.
The loan of any relative data from readers not
shown here would be much appreciated.
Explanation of terms used: "Flush" auxiliary seats
fit into recesses in back of front seat; "exposed" ones
ARUNDEL—7-pass. double enclosed drive body. No's
WC1576-1614 "C" 143 1/2" w.b., 5775 lb. 51 1/4" hd.
rm. Photo p. 183. Permanent roof, 2-pc. sliding division.
BERWICK--7-passenger single enclosed drive body.
No's 1617-1624, 1837-1843 "C" 143 1/2", 5625 lb.,
49" hd. rm. Permanent roof, no division. Photo p. 183.
PICKWICK—7-passenger double enclosed drive body.
No's 1718-1741,1832-1836, 1844-1846. 5700 lb. Single
dropping division, otherwise like Berwick.
MAYFAIR—full open front town car. 1801-1831 "C"
143 1/2" w.b., 5570 lb., 50" hd. rm. 2-pc. sliding
division. Landau irons behind rear quarter windows.
Exposed auxiliary seats.
BREWSTER MAYFAIR--full open front town car. No
landau irons. 146 1/2" w.b. "C" 5600 lbs. 2-pc. sliding
div. No's 5066-5070 have 50" hd. rm., exp. aux. seats.
Bodies 5341-5345 have 48 1/2" hd.rm., flush aux. seats.
do not. A letter in quotes refers to steering column
angle. "A" is at high angle, "E" is low. On chauffeur
driven cars "full open front" implies use of side curtains,
"semi-open" means roll-up windows. Both have
removable tops or tendelets over the front seat. Enclosed
cars are referred to as "double enclosed drive"
when they have divisions, "single enclosed drive" when
they do not. Full trim (inside of roof completely upholstered)
may be assumed unless skeleton trim (roof
ribs exposed and painted or varnished) is specified.
SALAMANCA--7-pass. full open front fully collapsible
town car. Division drops, posts fold in over division.
143 1/2" w.b., 50" hd. rm. No's WC1786-1794. Aux.
seats exp. side facing. 5350 lbs.
SALAMANCA PERMANENT—7-pass. Iull open front
town car. No's WC1685, 1682, 1697, 1743, 1746, 1747.
RR 1905, 1907-1920,1921-1934 "C" 146 1/2". 5580 lb.
As Salamanca except permanent roof. 2-pc. sliding div.
SALAMANCA DE VILLE—like Sal. Permanent except
has semi-open front and curves in vertical moldings
around rear door No's 5224-5240, 48" hd. rm. No's
5241-43, 5293-97, 5650 lbs.
PALL MALL--5-pass. touring, one man top, storage
cabinet back of front seat. 146 1/2" w.b. 49" h.r.
"D". Body no's 1864-1880, 1884-1890.
SIX PASSENGER PHAETON—like Pall Mall but longer.
Flush type forward facing auxiliary seats, 146 1/2"
5350 lbs. Body no's 1881-1883.

ST. STEPHEN—7-pass. semi-open drive town car with
collapsible rear quarter. "C." 2-pc. sliding div. No's
5028-5030, 5052-5061, 5164-5173 had 146 1/2" w.b.,
50" hd. rm., forward facing exposed auxiliary seats.
No's 5190-5199, 5244-5248 same exc. 49" hd. rm. No's
5440-5449 had 144 3/4" w.b., 48 1/2" hd. rm. slanted
windshield, and flush type aux. seats, all bodies 5700 lbs.
CHATSWORTH—7-pass. full open drive town car with
collapsible rear quarter. "C" 146 1/2" w.b.,4S 1/2"
h.r. Two-piece sliding division. Exposed aux. seats.
5550 lbs. No's 5038-5042.
WARWICK—5- or 6-passenger double enclosed drive,
drop glass division, permanent roof, 1 aux. seat opt.
146 1/2 w.b., 48" h.r., 5600 lb. No's 5081-5095.
NORWICK--as Warwick except skeleton trim. Body
no's 5071-5080 h.r. 48"; 5273-5277 46 3/4".
HARWICK-as Warwiek exc. no div., bucket frt. seats,
no aux. seats. 5278-5282, 46 3/4" h.r. 5096-5100, 48"
STRATFORD--2-pass. conv. coupe. "D." No's 5258-
5262, 5450 lbs., 46" hd. rm., 146 1/2" w.b.
PICCADILLY—2-pass. roadster, with rumble seat.
"D." Body no's 5321-5330, 5363-5368. 5306 lbs.
261
LONSDALE--7-pass. dbl. encl. dr. 2-pc. sliding div.
Exposed aux. seats, "C." 146 1/2" w.b., 5700 lbs.
50" hd. rm. (No's 5122-5141), 48" (No's 5142-5157).
DINSDALE--AsLonsdale, except painted skeleton trim
unless otherwise specified. No's 5118-5121.
DOVEDALE--As Lonsdale, except no division. No's
5108-5112.
ROWSDALE--As Lonsdale except single dropping division,
flush aux. seats. Body no's 5113-5117.
ST. ALBAN--7-pass. semi-open drive. 2-pc. sliding
div. Exp. aux. seats. No's 5174-5183, 146 1/2" w.b.,
50" h.r., 5700 lbs. No's 5450-5454 and 5463-5477 have
slant windshield, 144 3/4" w.b., 48 1/2" hd. rm.
KENILWORTH--4-5 pass. dbl. encl. dr. sport body.
Drop div. Trim: natural skeleton. "D."146 1/2" w.b.
46 3/4" h.r. No's 5301-5305, 5310-5319, 5372-5376.
WIMBLEDON--four-pass. Victoria coupe. Rawlings
window lifts. "D." 144 3/4" w.b., 49 3/4" head room.
5289 lbs. Body no's 5346 to 5350, 5529 to 5533.
NEWMARKET--four pass. conv. sedan. Trunk extra.
"D."Straight windshield, 44 1/4" hd. rm. and 146 1/2
w.b. on no's 5351-5355 and 5358-5362. Slant windshield
45 1/2" hd. rm., 144 3/4" w.b. on 5707-5726. 5590 lbs.

ASCOT--four-pass, phaeton. 5414-5418, 5570-5594,
(drum lamps, tubular bumpers) 7156-7180 (revised as
shown above). 144 3/4" w.b. "E." 5350 1b. 46" h.r.
Leather trunk with cover of top material, no suitcases.
DERBY--four-passenger speedster. 5419-5423, (drum
lamps, tubular bumpers). 5551-5555, 5595-5609 (revised
as shown). 144 3/4" w.b. "E." 5350 lb. 46" h.r.
Same trunk as Ascot. Early version, "Brewster
Speedster" had high rear fenders.
REGENT--2-pass. convertible coupe, with 2-pass.
rumble seat. 7131-7155 "D." 144 3/4" w.b. 5450 lb.
44" h.r. Top bows painted to match trim.
AVON--four-passenger enclosed drive close coupled.
7076-7130 "D." 144 3/4" w.b. 5625 lb. 46 1/2" h.r.
Permanent roof, no division.
DOVER--five passenger enclosed drive. 5257-7281
"D." 144 3/4" w.b. 5650 lb. (?) 46 1/2" h.r. Permanent
roof, no division.
HUNTINGTON -- seven - passenger double enclosed
drive. Similar to Dover, but longer with double sliding
division and 2 auxiliary seats facing forward. 7001-
7075 "D." 144 3/4" w.b., 5700 lb., 47 1/2" h.r.
262
TROUVILLE—seven-pass. Semi-open drive, permanent
rear quarter. Body no's 5541-45, 5631-45. "D."
144 3/4" w.b., 48 3/4" hd. rm. 2 side facing flush aux.
seats. Single dropping division. 5750 lbs.
RIVIERA--six-pass, full open drive town car. Permanent
or folding rear roof. Body no's 5694-5703.
Walnut marquetry panels. "E." 144 3/4 w.b., 46" hd.
rm. 2 side facing flush aux. seats. 2-pc. sliding division.
5450 lbs.
ST. ANDREW--7-pass. Semi-open drive body with permanent
rear quarter lights. 7181-7210 "D" 144 3/4"
w.b., 5700 lb., 47 1/2" h.r., permanent rear roof. 2
facing forward aux. seats. 2-pc. sliding div.
ST. REGIS--7-pass. Semi-open drive body with permanent
leather rear quarters. 7211-7230 "D" 144 3/4
w.b., 5700 lb., 47 1/2" h.r. Double sliding glass division.
2 facing forward aux. seats.
ST. MARTIN--7-pass. Semi-open drive. 5232-7256
"D" 144 3/4" w.b., 5600 lb., 46 1/2" h.r. Permanent
rear roof. Dropping glass division. Full trim. 2 sidefacing
aux. seats.

PHANTOM I SERVO
by John Stanley
and A.W. Soutter
The Rolls-Royce brake servo mechanism is, or can
be, a most efficient device, and is largely responsible
for the well deserved reputation of the Rolls-Royce
six-brake system. A law suit in the early days established
the fact that higher speeds than legally permitted
were safe with this system.
This article is specifically concerned with the principles
and adjustment of the servo system on the U.S.
P-I. A later article will cover relining the servo, and
some data on the servos of other chassis. See also the
servo data in the P-I Manual, revised by RROC, which
this article supplements.
The legal stopping distance in most places is 30 feet
at 20m.p.h. With the brake linings and shoes in excellent
condition, and with the servo oily, and a bit weak,
one can stop anything but a very heavy saloon Rolls in
about 28 feet at 20, if one really stands on the pedal.
With everything in good shape, mine will stop in about
23 to 24 feet with just a nice firm push on the pedal.
(So will mine, according to a police meter--Ed.) One
should not have to jump on the pedal at all. One should
be able to get terrific braking with one's bare foot, or
just the big toe in bedroom slippers.
The servo gives the car quite a different feeling
from other cars, whether or not the others have power
brakes. The power of the servo is proportional to
speed, so for a given push of the brake pedal, deceleration
is greater at higher speeds. A slight whine
due to loading of the servo gears is audible when the
servo is working. Another noticeable thing on some
cars is a slight thud when the pedal is just pressed.
This thud increases with increasing clearance of the
servo discs. Still another thing you may have is some
"servo clank" when the pedal is released even if the
car has come to a stop. This applies to P-I's, unless
a damper, like that fitted to all P-II's has been fitted.
Such a damper has been fitted to a few P-I's. The P-II
arrangement appears on p. 230.
Silver Ghost No. 2644, engine 67-M, and its proud
owner, Millard W. Newman, Tampa, Fla. The car was
bought in 1912 by Mr. Singer (sewing machines), was
"modernized" by Rolls-Royce Ltd. about 1917. A few
years later it went to Mr. Waterman, Providence, R.I.
and then was stored about 30 years on Long Island.
The cylinder blocks were broken by frost in transit to
263
The servo mechanism integral with the
gear box. Light pressure on the foot
pedal operates the rear brakes directly.
Further pressure engages servo, which
operates front and rear brakes.
Brake servo mechanism as fitted to U. S. Phantom I.
From the early (iron head) "New Phantom" catalog.
Tests for Servo Efficiency
There is no way really to tell if there is anything
the matter with the servo, other than by disassembling
it; by the relative efficiency of braking, or by reasoning
on a time and wear basis. The front wheels, as you
know, are entirely servo braked, i.e., the shoes do not
move unless the car is rolling. Therefore, if the servo
is not giving its full effort, front braking will be reduced.
One can only judge this by testing the brakes.
A test for what is suspected to be a really dead servo
is to run along for a block or so with a little braking,
and see if the front drums get warm. They will never
be as hot as the rear, though.
On an age basis, any servo over 10 years old, or
with more than30,000 miles on it is almost sure to be
oily, with glazed and hardened linings, and with endfloat
with respect to the cross-bridge, due to wear
from thrust, in turn resulting from the action of the
servo-cams as one steps on the pedal. Oily or glazed
lining just won't give any effect unless one uses enormous
pedal pressures. Oily linings often seem better
after a rest, and get worse with use, because the oil
cooks out onto the surface. End-float is not serious
unless very large, but it makes a sloppy and loose
servo, and makes the adjustment difficult. The movement
of the servo between braking and nonbraking
Mr. Newman. Fortunately, R.R. Ltd. fitted his pistons
and valves to an early pair of blocks. The present
teakwood 7-passenger body, made by Locomobile, came
from Waltham, Mass. Mr. Newman also located selfgenerating
acetylene head lamps and a double twist
bulb horn. Note the priming cup, predecessor of the
pilot jet. The car seems beautiful indeed!

Phantom I Servo (continued)
should be 1/32 in., giving 1/4 in. free pedal movement
until the servo cams just begin to slide on each other.
If, however, there is wear, 1/4 in. on the pedal will
mean too tight a servo, and this is disastrous. It will
ruin the servo and the whole brake system, due to
dragging brakes.
Elimination of Servo "Clank"
When the brake pedal is depressed on servo-equipped
RR cars, the first small depression applies the rear
brakes directly. Any further depression brings the
servo into operation, and this in turn adds to the rear
braking and applies the front brakes. If the system is
correctly adjusted, the rear brakes should obtain servo
power before the front brakes, and release after them.
The "clank" occurs when the front brakes release
after the rear ones, then the front brake-equalizer shaft
spins quickly and slams back against a stop.
The important consideration is the ratio of the
movement of the front and rear brake linkage. This is
about right when the foot pedal moves a scant 1/4" in
engaging the servo, not less than 1 3/4" in manually
applying the rear brakes, and results in a gap of about
7/8" under the rear brake equalizer stop. The rear
brake actuating levers should move forward double
the amount that the front brake actuating levers move
downward when the brakes are applied by servo effort.
To check, block up the rear axle and run the engine
in low gear. Remove the floorboards and watch the
servo and front and rear brake equalizers. You should
observe that as the brakes are released the front
equalizer stop definitely makes contact before the rear
equalizer stop, and that the T lever suspension arm
swings backward. If these conditions obtain, and if the
friction at the pivot of the suspension arm is correct,
the servo will not clank.
The friction at the pivot of the suspension arm is
controlled by the clamps (one or two depending on the
model) which squeeze the shaft around which the arm
swings. The proper friction can be measured, with
rods disconnected, by applying a load of 35-40 lb. at
the pivot of the T lever. This may need adjusting plus
or minus to make the front brakes release correctly.
264
Assuming the linkage is correctly adjusted, as
described above, and that the servo is in good condition,
adjust the suspension arm friction to eliminate
clank thus: Cautiously tighten the clamping nuts 1/16
of a turn at a time till the clank just disappears. If
there are two nuts, tighten them evenly. Don't forget
to tighten the lock-nut on each. Be careful not to overdo
the damping, or the front brakes will stay on, and
energise the servo, with rapid damage to all parts.
Incidentally, when adjusting the front brakes, see
that, on full lock, right or left, they do not rub on the
drums. Turning the front wheels tends to put the brakes
on a little, and this must be allowed for. The writer
is indebted for some advice on this problem from RR
officials in Montreal.
Servo "Thud"
As mentioned above, this can be felt on some cars
as the brakes are being applied. It is quite noticeable
if the servo adjustment is too loose. It can also occur
with end-float in the servo, insufficient friction of the
suspension arm, or with insufficiently tight brakes.
The friction adjustment is described above. End float
will be treated in the next article.
Check to see if the rear brakes are pulled fully off.
By hand, push on the levers, at the back axle, to which
the cables are attached. When released do they snap
back sharply all the way to their stops? If not, there
is dirt and gum on the toggles and shafts. Take off the
rear hubs and clean and oil (sparingly) the brake mechanism
inside the brake drums. When so treated, you
may be able to tighten the brakes one more notch. A
servo with a new lining can put on loose brakes quite
well, but makes a thud.
BRAKES--WE GOOFED NIVDV
There is an error in "Relining British P-I and SG
Brakes" on p. 256: "Starting at P-I Chassis No. 1-MC
and up to and including Chassis No. 102-WR and onwards
side-by-side brakes are fitted"; this should read
"Commencing at Chassis No. 1-MC and up to and including
Chassis No. 101 - WR concentric brakes are
fitted to the rear. Commencing at Chassis No. 102-WR
and onwards side-by-side brakes are fitted. V.C.Allen
From Maintenance Bulletin (Springfield) No. 340-3.

265
ALPHABETICAL INDEX, PAGES 169-266
Compiled by D.D. Williams
This index covers the twelve issues of 1955 and index, on p. 167 (in 54-6) covers all previous issues.
1956 including the supplement, pp.241, 242. A previous Back issues are available, see p. 217.
Annual Business Meeting 209, 259
Antifreeze 205
Art of Clever Boxing 226
Back Issues 169, 217
Badge, RROC 169
Balancing R-R Wire Wheels 223
Bearings, Timing Gear, Replacement P-I 172
Bears in the Caviar 250
Bentley S Series 195
Binder, Flying Lady 217, 233
Brakes 236, 246
Brass Cleaning Technique 175
Brewster Coachworkfor Phantom I 260
Bringing American Cars into Canada 243
Car Trouble Away From Home 215
Chassis Numbers
P-I 229
SG 228
25/30 H.P 179
Cleaning Silver Headlight Reflectors 215
Clutch, SG 190, 196
Coachwork, Restoration 241
Continental P-II 234
Correction, Springfield R-R 248
Cylinder Block Water Passages, P-I 205
Cylinder Head, P-I British, Aluminum 206
Cylinder Heads, P-1 Aluminum 182, 198, 206
Ed Lake Wins Citation 193
Eliza Crosses the Ice 225
Erratum 193
Exhaust Receiver, SG 230
Exhibiting Cars 183
Filing a Hexagonal Head 175
First R-R Employee 171
Flying Lady, Back Issues 169, 217
Flying Lady Binder 217, 233
Flying Lady Mascot Wrench 198
Foo Dog Won by R. G. Burkhart 243
Fuel Pump, P-III 255
Fuel Supply Troubles in P-III 175, .255
Greetings from President 217
Hard Steering in P-III's 223
Hub Tools for P-II 212
Last Series British Silver Ghost 244
Letter from Germany 179
Machinable Stainless Steel 254
Main Bearings, P-I 233
Manual
P-I 169
SG 177, 201
Mascot, Flying Lady Available 169, 217
Membership Renewal 209, 259
TO LOOSEN RUSTED EXHAUST NUTS
Apply penetrating oil or paraffin (Kerosene). Then,
provided the correct spanner is used, there should not
be much difficulty in removing the nut. We have come
across cases where serrated nuts have been removed
by using a blunt instrument instead of the correct "C"
type spanner. This has a tendency to distort the thread
of the nut, making it difficult to remove or refit.
On certain cars, brass nuts were fitted to the ex-
Mercedes Benz Club of America 259
Mexican Trip Proves P-III 188
Murphy, Coach Builder 210
Oil Filter for SG 174
Oil Pump Gear, P-I 199
Overoiling in P-I and P-II Engines 180, 189
Phantom I
Aluminum Cylinder Heads 182, 198, 206
Aluminum Head Conversion, Note 223
Announcement of, British 186
Bearing Replacement for Timing Gears 172
Brakes 237, 246, 256
Brewster Coachwork 260
Chassis Numbers 229
Cylinder Block Water Passages 205
Front Axle 254
Gum in Low Speed Jet 198
Items by Stanley 198
Main Bearings 233
Manual 169, 233
Oil Pump Gear 199
Overoiling in Engine 180, 189
Rear Axle Ratios 220
Sealed Engine 211
Servo 230, 263
Steering Lubrication 249
Temperature Gauge 222
Vacuum Tank 181
Valve Problems 231
Phantom II
Chassis Development 218
Continental 234
Hub Tools 212
Overoiling in Engine 180, 189
Rear Axle Ratios 220
Servo 230
Silencer 213
Phantom III
Fuel Pump 255
Fuel Supply Troubles 175
Hard Steering 223
Mexican Trip 188
President's Message 193
Rear Axle Gear Ratios 220
Relining British SG and P-I Brakes 256
Restoration of Coachwork 241
Rolls-Royce
1904 10 H.P 204
1907 SG 204
30 H.P., 1905-06 239
V8 of 1906 221
Rolls-Royce Brakes 236, 246
RR Builds Last Piston Aero Engine 225
RROC Car Badge 169, 217
Election 209, 259
Meets 169, 177, 185, 193
201, 202, 209, 225
233, 243, 251, 259
Officers 177, 217
RR Ltd., Straight Joins 209
RR Widows 209
Rusted Exhaust Nuts, To Loosen 265
Sealed Engine 211
Servo 230, 263
Silencer for P-II 213
Silver Dawn ... 170
Silver Ghost
1907 204
Body Styles 183
Brakes 256
Chassis No. 89 AE (Dr. Graham) 179
Chassis Numbers, Springfield 228
Clutch 190, 196
Exhaust Receiver 230
Last Series, British 244
Magneto Timing 214
Manual 177, 201, 233
Oil Filter 174
Rear Axle Ratios 220
Steering Thrust Bearing, Looseness in 266
Sticky Valves 222
Temperature Gauge 222
Tools 174
Silver Cloud 194
Skinned My Knuckles Just Reading It 189
Spook 201, 233
Springfield Rolls-Royce 227
Stanley, P-I Items 198
Sticky Ghost Valves 222
Suppliers to RR of America 229
Temperature Gauge Repair 222
30 H.P. 6 Cylinder of 1905-06 239
Timing Gear Bearing Replacement, P-I 172
Timing A Springfield Ghost Magneto 214
Tools, SG 174
20 H.P. Rear Axle Ratios 220
25/30 H.P 178
Vacuum Tank Starvation 181
Valves, P-I 231
Vancouver Meet 259
Vapor Lock 248
Wheels, Balancing 223
Woodmansee Wins Foo Dog 193
Wrench for Lady Mascot 198
haust manifold studs. Where replacement is necessary,
nuts of the same material should be used. This is also
true where the original nuts are of steel. V. C. Allen
Editor's Note --J. H. Williams & Co., Buffalo 7, N.Y.
supply adjustable "C" or "hook" spanners:
No. 1474* 2-4 3/4 inches $8.55
No. 1471 3/4 - 2 inches $5.35
*Original U.S. P-I equipment.
Mr. L. A. Kavich of Omaha, Nebr., and his beautifully
restored Phantom II 31-WJ, drop-head coupe by
Barker. Engine is No. LU75. Original owner was Mr.
Asa Clark, now of California.

ROLLS-ROYCE BAZAAR
SILVER GHOST 1926 Drophead Coupe. Authentic restoration
partially completed. Running condition. A good
investment at $925.00. William D. Small, 3458 Shenandoah
Ave., St. Louis, Mo. PR 1-4449.
P-II Newport town car 211AMS. Int. mint, ext.
nearly so, 5 good tires (4 Vogue), quiet engine,
new tandem muffler, plenty of brake lining. Like
250AJS. (Pic. p. 254.) Best offer over $1600.
F. Leffler, 2103 No. Second., Harrisburg, Pa.
PHANTOM I 1928 Brewster St. Stephen Convertible
Landaulet de Ville 243FP. Top condition throughout,
except needing silencer and repaint. Six tires like new,
new top, new front upholstery and carpet. Exceptionally
tight mechanically. Front and rear convertible, center
stationary. $2000. C. R. Bradshaw, Delphi, Indiana.
PHANTOM I Brewster town car S183PR. 79,000 miles
7000 since 1954 restoration. 6 nearly new 7:00-21
tires. Maroon and black. Drive anywhere. $1500. Also
P-I Locke close-coupled town car S195FR. Restorable.
Nearly complete. 19 in. wheels. Newly chromed drum
lights. Also P-I Brewster sedan, S313LR (?). Body
wood rotted but car otherwise nearly complete. Engine
21139. H. L. Cooke, Box 1391, Akron, O.
BENTLEY, 4 1/4 litre, #B19-MX, overdrive box, 1940.
Four door convertible by Vanden Plas. Excellent mechanically,
recent respray and leatherette top. Inskip
maintained, over $2000 bills available. Spares, manual,
$3000. L. M. Kay, 845 Riverside Dr., N.Y. 32, N.Y.
Newton 9-0306; weekends: Wadsworth 8-8616.
PHANTOM III or BENTLEY 4 1/4 litre. Will sell one.
Both late prewar series sports saloons with beautiful,
unique, owner-driver, all-aluminum coachwork by
Barker and Gurney-Nutting respectively. Bucket seats
front. All leather interiors. Sunshine roofs, radio,
heater. Very fast, practical, magnificent motoring.
Desire antique or vintage (preferably Rolls) part payment.
W. C.Wilkinson, 311 West St., Lansing 15, Mich.
266
20 HP green shooting brake with modern wooden body
in green. Chassis 85 k5 engine No. 553 first registered
28th Sept. 1923. Michael Ash, c/o Weyman Huckabee,
Wainwright House, Rye, N.Y.
PARTS
PHANTOM I Chassis 217KR, 6 nickel-plated 20-inch
wheels. Fair tires. Phantom I engine 22939 also transmission,
differential, and other misc. R-R parts. Wish
to sell as lot. H. L. Cook, P. O. Box 1391, Akron 9, O.
FOR SPRINGFIELD GHOST: Speedometer, ammeter,
fuel pressure gage, and Westinghouse ignition switch.
Tom Rosenberger, Bradley Rd., Milwaukee 17, Wis.
MASCOT--Smaller size lady recently imported from
Rolls-Royce London. Brand new, never used. C. W.
Reed, Main Road, Flanders, N.J.
NEW WHITEWALL TIRES
750 x 16 - $42.00 650 x 19 - $49.00
700 x 17 - $47.00 550 x 17 - $23.50
750 x 17 - $52.00 550 x 18 - $21.50
700 x 18 - $56.00 475 x 19 - $24.35
700 x 20 - $49.00 450 x 21 - $24.15
Send check or money order to Obsolete Tire Co.,
159 Truman Street, New Haven, Conn.
FOREIGN CAR CENTER
SALES * NEW CAR * SERVICE
Restorers of the 1954 "Rolls-Royce Trophy" Car
P. H. Shavney, Jr., Pres.
Germantown Pike at Route 202, Norristown, Pa.
Cable Address "ROLLS"
LARGE ASSORTMENT of R-R parts for most models.
S. Adelman, 635 Columbus Ave., Mt. Vernon, N.Y.
WANTED
PHAETON body for Ghost chassis of 1925. S. Prestley
Blake, 263 Farmington Rd., Longmeadow, Mass.
SILVER GHOST Roadster, excellent. Offer in trade
excellent P-II 5-Pass. Continental. Details p. 252, F.L.,
and picture. W. R. Kimberly, Middlebury, Vt.
LOOSENESS IN SG STEERING THRUST BEARING
Though the knurled nut on the steering column was
tighter than "hand tight," steering was too loose. I
released the lock below this nut; lacking the right
spanner, I used a hammer and brass drift. Then I freed
up the bolted lock above the nut, withdrawing it up to
the steering wheel to be out of the way. I made a strap
wrench, like plumbers use, to loosen the knurled nut,
and tied it up out of the way. The top race of the thrust
bearing came away letting balls, quite dry and dirty,
fall out. I cleaned everything and put a bed of ball
bearing grease on lower half of the race, and stuck
the balls in it like peas in peanut butter. The other
parts went back readily, and the knurled nut is only
hand tight as it should be. I added gear oil, as per instruction
book, to the lubricator on the upper locking
band. The steering is much tighter. W. Woodmansee
The only known 3 cyl. 1904 Rolls-Royce, at the Dick
Institute, Kilmarnock, Scotland. Body by Barker.
Chassis No. 26330. 810x90tyres. Original owners, Lord
and Lady Loudoun of Galston. Photo by G. A. Oliver.
W. Matthews, Exmouth, Eng. says car is not for sale.