1956-6 - Index of - Rolls-Royce Owners' Club
1956-6 - Index of - Rolls-Royce Owners' Club
1956-6 - Index of - Rolls-Royce Owners' Club
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259<br />
THE FLYING LADY<br />
No. 56-6<br />
DECEMBER. <strong>1956</strong><br />
JOHN W. MCFARLANE. Editor<br />
Huntington Hills. Wisner Road, Rochester 9, New York, U.S.A<br />
JOHN R. UTZ, Associate Editor<br />
140 Avon Road. Rochester 10. New York, U.S.A.<br />
MIss MARY WINKELJOHN, Circulation Manager<br />
Standard Printing Co., Celina, Ohio, U.S.A.<br />
Some <strong>of</strong> the Cars at Vancouver Island Meet, right to<br />
left: John Duff's '27 20HP GRJ-65 John Croall <strong>of</strong> Edinburg<br />
fabric body hunting car; W. N. C. Clark's '29 P-I<br />
54-KR Hooper Town Car; Philip Bushby's '34 P-II<br />
215-AMS ParkWardCont. Saloon; William Small's '40<br />
Wraith WXA-98 Inskip Sedanca de Ville.<br />
THE PERIODICAL OF THE ROLLS-ROYCE OWNERS' CLUB, INC.<br />
ANNUAL BUSINESS MEETING<br />
This open board meeting will be held at 10 a.m.<br />
Saturday, Feb. 2, at the Franklin Institute, Philadelphia.<br />
(AACA Meeting same place that afternoon.) Items for<br />
discussion are meets, installation <strong>of</strong> <strong>of</strong>ficers, reports<br />
<strong>of</strong> <strong>of</strong>ficers and other business. It won't be dull!<br />
BALLOT FOR RROC ELECTION<br />
Enclosed is a ballot form for the 1957 <strong>of</strong>ficers.<br />
Please fill out and return it to the address given. One<br />
candidate is <strong>of</strong>fered for each <strong>of</strong>fice and space provided<br />
for write-in candidates. No complaints, we hope.<br />
YOUR MEMBERSHIP EXPIRES NOW<br />
As a <strong>1956</strong> member, you should have received the<br />
Flying Lady 56-1 through 56-6, supplement sheet pp.<br />
241, 242, some miscellaneous goodies, and the <strong>1956</strong><br />
Directory. Use the enclosed renewal form now so you<br />
will be in our 1957 Directory, and won't miss our<br />
marvelous (ahem!) publication.<br />
GREETINGS, MERCEDES BENZ CLUB OF AMERICA!<br />
Affiliated with the Mercedes Benz <strong>Club</strong> <strong>of</strong> Great<br />
Britain, this new group aims at the exchange <strong>of</strong> technical<br />
information. Secretary and Bulletin Editor is<br />
Don McCray (builder <strong>of</strong> a 1907 replica Mercedes body),<br />
1140 S. Michigan Ave., Chicago 5, Ill.<br />
WE GOO.IED, SORRY, SAM<br />
On p. 253 we listed Sam Shoup as a judge in the<br />
"small" car class, in which he did take first prize. He<br />
definitely did not judge this class, only Ghosts.<br />
Copyright <strong>1956</strong>, The <strong>Rolls</strong>-<strong>Royce</strong> <strong>Owners'</strong> <strong>Club</strong>, Inc.<br />
Lithographed in the United States <strong>of</strong> America<br />
VANCOUVER ISLAND RROC MEET<br />
The summer vacation season brings tourists from<br />
many distant places to British Columbia, but when Lt.<br />
Cmdr. Bill Small, USNR, arrived in September in his<br />
pre-war Wraith after a 3300-mile trip from St. Louis<br />
it was considered enough <strong>of</strong> an occasion for an Englishstyle<br />
<strong>Rolls</strong>-<strong>Royce</strong> Meet. Tea and shortbread were<br />
served at the Philip Bushby country estate near Bazan<br />
Bay and the various <strong>Rolls</strong> present (all British) were<br />
inspected and discussed in detail. Cmdr. Small was<br />
presented with a large R-R decorative plaque by the<br />
local <strong>Rolls</strong> dealer. Later on Hans Gruber, Director<br />
<strong>of</strong> the Victoria Symphony Orchestra, hosted at a continental<br />
dinner at the Chez Marcel and showed pictures<br />
<strong>of</strong> the many <strong>Rolls</strong> he has encountered in his travels<br />
about the American and European continents. Mr.<br />
Gruber is quite an authority on classic cars and is<br />
author <strong>of</strong> an automotive column in the Victoria Daily<br />
Colonist. RROC member W. N. C. Clark, owner <strong>of</strong><br />
three fine vintage <strong>Rolls</strong>, entertained the guests in the<br />
evening at his beautiful home overlooking the Strait <strong>of</strong><br />
Juan de Fuca. W. D. S.<br />
LORD HIVES RETIRES<br />
Lord Hives, chairman and chief executive <strong>of</strong> R. R.<br />
Ltd. retires in January. He joined C. S. <strong>Rolls</strong> & Co. in<br />
1905 as a mechanic, and three years later became a<br />
tester with <strong>Rolls</strong>-<strong>Royce</strong> Co. He led in the development<br />
<strong>of</strong> aero engines, including Eagle and Merlin. He was<br />
made a baron in 1950. Lord Kindersley will succeed<br />
him as chairman.<br />
We wish Lord Hives a well earned retirement, may<br />
it be happy and pleasantly occupied. F. N. H.<br />
Silver Ghost #1300 limousine by Barker (?) owned by Bill Boden, Pa., at AACA Hershey Meet. Photosfrom L. Reggel.
260<br />
BREWSTER COACHWORK FOR PHANTOM I<br />
The following drawings and data are derived from<br />
a set <strong>of</strong> blueprints furnished by Springfield to their<br />
salesmen. The editors are most grateful to Messrs.<br />
C. H. Willmore, A. W. Soutter, and George Steinmeier<br />
for the loan <strong>of</strong> source materials.<br />
We realize that this listing <strong>of</strong> bodies is not complete.<br />
The loan <strong>of</strong> any relative data from readers not<br />
shown here would be much appreciated.<br />
Explanation <strong>of</strong> terms used: "Flush" auxiliary seats<br />
fit into recesses in back <strong>of</strong> front seat; "exposed" ones<br />
ARUNDEL—7-pass. double enclosed drive body. No's<br />
WC1576-1614 "C" 143 1/2" w.b., 5775 lb. 51 1/4" hd.<br />
rm. Photo p. 183. Permanent ro<strong>of</strong>, 2-pc. sliding division.<br />
BERWICK--7-passenger single enclosed drive body.<br />
No's 1617-1624, 1837-1843 "C" 143 1/2", 5625 lb.,<br />
49" hd. rm. Permanent ro<strong>of</strong>, no division. Photo p. 183.<br />
PICKWICK—7-passenger double enclosed drive body.<br />
No's 1718-1741,1832-1836, 1844-1846. 5700 lb. Single<br />
dropping division, otherwise like Berwick.<br />
MAYFAIR—full open front town car. 1801-1831 "C"<br />
143 1/2" w.b., 5570 lb., 50" hd. rm. 2-pc. sliding<br />
division. Landau irons behind rear quarter windows.<br />
Exposed auxiliary seats.<br />
BREWSTER MAYFAIR--full open front town car. No<br />
landau irons. 146 1/2" w.b. "C" 5600 lbs. 2-pc. sliding<br />
div. No's 5066-5070 have 50" hd. rm., exp. aux. seats.<br />
Bodies 5341-5345 have 48 1/2" hd.rm., flush aux. seats.<br />
do not. A letter in quotes refers to steering column<br />
angle. "A" is at high angle, "E" is low. On chauffeur<br />
driven cars "full open front" implies use <strong>of</strong> side curtains,<br />
"semi-open" means roll-up windows. Both have<br />
removable tops or tendelets over the front seat. Enclosed<br />
cars are referred to as "double enclosed drive"<br />
when they have divisions, "single enclosed drive" when<br />
they do not. Full trim (inside <strong>of</strong> ro<strong>of</strong> completely upholstered)<br />
may be assumed unless skeleton trim (ro<strong>of</strong><br />
ribs exposed and painted or varnished) is specified.<br />
SALAMANCA--7-pass. full open front fully collapsible<br />
town car. Division drops, posts fold in over division.<br />
143 1/2" w.b., 50" hd. rm. No's WC1786-1794. Aux.<br />
seats exp. side facing. 5350 lbs.<br />
SALAMANCA PERMANENT—7-pass. Iull open front<br />
town car. No's WC1685, 1682, 1697, 1743, 1746, 1747.<br />
RR 1905, 1907-1920,1921-1934 "C" 146 1/2". 5580 lb.<br />
As Salamanca except permanent ro<strong>of</strong>. 2-pc. sliding div.<br />
SALAMANCA DE VILLE—like Sal. Permanent except<br />
has semi-open front and curves in vertical moldings<br />
around rear door No's 5224-5240, 48" hd. rm. No's<br />
5241-43, 5293-97, 5650 lbs.<br />
PALL MALL--5-pass. touring, one man top, storage<br />
cabinet back <strong>of</strong> front seat. 146 1/2" w.b. 49" h.r.<br />
"D". Body no's 1864-1880, 1884-1890.<br />
SIX PASSENGER PHAETON—like Pall Mall but longer.<br />
Flush type forward facing auxiliary seats, 146 1/2"<br />
5350 lbs. Body no's 1881-1883.
ST. STEPHEN—7-pass. semi-open drive town car with<br />
collapsible rear quarter. "C." 2-pc. sliding div. No's<br />
5028-5030, 5052-5061, 5164-5173 had 146 1/2" w.b.,<br />
50" hd. rm., forward facing exposed auxiliary seats.<br />
No's 5190-5199, 5244-5248 same exc. 49" hd. rm. No's<br />
5440-5449 had 144 3/4" w.b., 48 1/2" hd. rm. slanted<br />
windshield, and flush type aux. seats, all bodies 5700 lbs.<br />
CHATSWORTH—7-pass. full open drive town car with<br />
collapsible rear quarter. "C" 146 1/2" w.b.,4S 1/2"<br />
h.r. Two-piece sliding division. Exposed aux. seats.<br />
5550 lbs. No's 5038-5042.<br />
WARWICK—5- or 6-passenger double enclosed drive,<br />
drop glass division, permanent ro<strong>of</strong>, 1 aux. seat opt.<br />
146 1/2 w.b., 48" h.r., 5600 lb. No's 5081-5095.<br />
NORWICK--as Warwick except skeleton trim. Body<br />
no's 5071-5080 h.r. 48"; 5273-5277 46 3/4".<br />
HARWICK-as Warwiek exc. no div., bucket frt. seats,<br />
no aux. seats. 5278-5282, 46 3/4" h.r. 5096-5100, 48"<br />
STRATFORD--2-pass. conv. coupe. "D." No's 5258-<br />
5262, 5450 lbs., 46" hd. rm., 146 1/2" w.b.<br />
PICCADILLY—2-pass. roadster, with rumble seat.<br />
"D." Body no's 5321-5330, 5363-5368. 5306 lbs.<br />
261<br />
LONSDALE--7-pass. dbl. encl. dr. 2-pc. sliding div.<br />
Exposed aux. seats, "C." 146 1/2" w.b., 5700 lbs.<br />
50" hd. rm. (No's 5122-5141), 48" (No's 5142-5157).<br />
DINSDALE--AsLonsdale, except painted skeleton trim<br />
unless otherwise specified. No's 5118-5121.<br />
DOVEDALE--As Lonsdale, except no division. No's<br />
5108-5112.<br />
ROWSDALE--As Lonsdale except single dropping division,<br />
flush aux. seats. Body no's 5113-5117.<br />
ST. ALBAN--7-pass. semi-open drive. 2-pc. sliding<br />
div. Exp. aux. seats. No's 5174-5183, 146 1/2" w.b.,<br />
50" h.r., 5700 lbs. No's 5450-5454 and 5463-5477 have<br />
slant windshield, 144 3/4" w.b., 48 1/2" hd. rm.<br />
KENILWORTH--4-5 pass. dbl. encl. dr. sport body.<br />
Drop div. Trim: natural skeleton. "D."146 1/2" w.b.<br />
46 3/4" h.r. No's 5301-5305, 5310-5319, 5372-5376.<br />
WIMBLEDON--four-pass. Victoria coupe. Rawlings<br />
window lifts. "D." 144 3/4" w.b., 49 3/4" head room.<br />
5289 lbs. Body no's 5346 to 5350, 5529 to 5533.<br />
NEWMARKET--four pass. conv. sedan. Trunk extra.<br />
"D."Straight windshield, 44 1/4" hd. rm. and 146 1/2<br />
w.b. on no's 5351-5355 and 5358-5362. Slant windshield<br />
45 1/2" hd. rm., 144 3/4" w.b. on 5707-5726. 5590 lbs.
ASCOT--four-pass, phaeton. 5414-5418, 5570-5594,<br />
(drum lamps, tubular bumpers) 7156-7180 (revised as<br />
shown above). 144 3/4" w.b. "E." 5350 1b. 46" h.r.<br />
Leather trunk with cover <strong>of</strong> top material, no suitcases.<br />
DERBY--four-passenger speedster. 5419-5423, (drum<br />
lamps, tubular bumpers). 5551-5555, 5595-5609 (revised<br />
as shown). 144 3/4" w.b. "E." 5350 lb. 46" h.r.<br />
Same trunk as Ascot. Early version, "Brewster<br />
Speedster" had high rear fenders.<br />
REGENT--2-pass. convertible coupe, with 2-pass.<br />
rumble seat. 7131-7155 "D." 144 3/4" w.b. 5450 lb.<br />
44" h.r. Top bows painted to match trim.<br />
AVON--four-passenger enclosed drive close coupled.<br />
7076-7130 "D." 144 3/4" w.b. 5625 lb. 46 1/2" h.r.<br />
Permanent ro<strong>of</strong>, no division.<br />
DOVER--five passenger enclosed drive. 5257-7281<br />
"D." 144 3/4" w.b. 5650 lb. (?) 46 1/2" h.r. Permanent<br />
ro<strong>of</strong>, no division.<br />
HUNTINGTON -- seven - passenger double enclosed<br />
drive. Similar to Dover, but longer with double sliding<br />
division and 2 auxiliary seats facing forward. 7001-<br />
7075 "D." 144 3/4" w.b., 5700 lb., 47 1/2" h.r.<br />
262<br />
TROUVILLE—seven-pass. Semi-open drive, permanent<br />
rear quarter. Body no's 5541-45, 5631-45. "D."<br />
144 3/4" w.b., 48 3/4" hd. rm. 2 side facing flush aux.<br />
seats. Single dropping division. 5750 lbs.<br />
RIVIERA--six-pass, full open drive town car. Permanent<br />
or folding rear ro<strong>of</strong>. Body no's 5694-5703.<br />
Walnut marquetry panels. "E." 144 3/4 w.b., 46" hd.<br />
rm. 2 side facing flush aux. seats. 2-pc. sliding division.<br />
5450 lbs.<br />
ST. ANDREW--7-pass. Semi-open drive body with permanent<br />
rear quarter lights. 7181-7210 "D" 144 3/4"<br />
w.b., 5700 lb., 47 1/2" h.r., permanent rear ro<strong>of</strong>. 2<br />
facing forward aux. seats. 2-pc. sliding div.<br />
ST. REGIS--7-pass. Semi-open drive body with permanent<br />
leather rear quarters. 7211-7230 "D" 144 3/4<br />
w.b., 5700 lb., 47 1/2" h.r. Double sliding glass division.<br />
2 facing forward aux. seats.<br />
ST. MARTIN--7-pass. Semi-open drive. 5232-7256<br />
"D" 144 3/4" w.b., 5600 lb., 46 1/2" h.r. Permanent<br />
rear ro<strong>of</strong>. Dropping glass division. Full trim. 2 sidefacing<br />
aux. seats.
PHANTOM I SERVO<br />
by John Stanley<br />
and A.W. Soutter<br />
The <strong>Rolls</strong>-<strong>Royce</strong> brake servo mechanism is, or can<br />
be, a most efficient device, and is largely responsible<br />
for the well deserved reputation <strong>of</strong> the <strong>Rolls</strong>-<strong>Royce</strong><br />
six-brake system. A law suit in the early days established<br />
the fact that higher speeds than legally permitted<br />
were safe with this system.<br />
This article is specifically concerned with the principles<br />
and adjustment <strong>of</strong> the servo system on the U.S.<br />
P-I. A later article will cover relining the servo, and<br />
some data on the servos <strong>of</strong> other chassis. See also the<br />
servo data in the P-I Manual, revised by RROC, which<br />
this article supplements.<br />
The legal stopping distance in most places is 30 feet<br />
at 20m.p.h. With the brake linings and shoes in excellent<br />
condition, and with the servo oily, and a bit weak,<br />
one can stop anything but a very heavy saloon <strong>Rolls</strong> in<br />
about 28 feet at 20, if one really stands on the pedal.<br />
With everything in good shape, mine will stop in about<br />
23 to 24 feet with just a nice firm push on the pedal.<br />
(So will mine, according to a police meter--Ed.) One<br />
should not have to jump on the pedal at all. One should<br />
be able to get terrific braking with one's bare foot, or<br />
just the big toe in bedroom slippers.<br />
The servo gives the car quite a different feeling<br />
from other cars, whether or not the others have power<br />
brakes. The power <strong>of</strong> the servo is proportional to<br />
speed, so for a given push <strong>of</strong> the brake pedal, deceleration<br />
is greater at higher speeds. A slight whine<br />
due to loading <strong>of</strong> the servo gears is audible when the<br />
servo is working. Another noticeable thing on some<br />
cars is a slight thud when the pedal is just pressed.<br />
This thud increases with increasing clearance <strong>of</strong> the<br />
servo discs. Still another thing you may have is some<br />
"servo clank" when the pedal is released even if the<br />
car has come to a stop. This applies to P-I's, unless<br />
a damper, like that fitted to all P-II's has been fitted.<br />
Such a damper has been fitted to a few P-I's. The P-II<br />
arrangement appears on p. 230.<br />
Silver Ghost No. 2644, engine 67-M, and its proud<br />
owner, Millard W. Newman, Tampa, Fla. The car was<br />
bought in 1912 by Mr. Singer (sewing machines), was<br />
"modernized" by <strong>Rolls</strong>-<strong>Royce</strong> Ltd. about 1917. A few<br />
years later it went to Mr. Waterman, Providence, R.I.<br />
and then was stored about 30 years on Long Island.<br />
The cylinder blocks were broken by frost in transit to<br />
263<br />
The servo mechanism integral with the<br />
gear box. Light pressure on the foot<br />
pedal operates the rear brakes directly.<br />
Further pressure engages servo, which<br />
operates front and rear brakes.<br />
Brake servo mechanism as fitted to U. S. Phantom I.<br />
From the early (iron head) "New Phantom" catalog.<br />
Tests for Servo Efficiency<br />
There is no way really to tell if there is anything<br />
the matter with the servo, other than by disassembling<br />
it; by the relative efficiency <strong>of</strong> braking, or by reasoning<br />
on a time and wear basis. The front wheels, as you<br />
know, are entirely servo braked, i.e., the shoes do not<br />
move unless the car is rolling. Therefore, if the servo<br />
is not giving its full effort, front braking will be reduced.<br />
One can only judge this by testing the brakes.<br />
A test for what is suspected to be a really dead servo<br />
is to run along for a block or so with a little braking,<br />
and see if the front drums get warm. They will never<br />
be as hot as the rear, though.<br />
On an age basis, any servo over 10 years old, or<br />
with more than30,000 miles on it is almost sure to be<br />
oily, with glazed and hardened linings, and with endfloat<br />
with respect to the cross-bridge, due to wear<br />
from thrust, in turn resulting from the action <strong>of</strong> the<br />
servo-cams as one steps on the pedal. Oily or glazed<br />
lining just won't give any effect unless one uses enormous<br />
pedal pressures. Oily linings <strong>of</strong>ten seem better<br />
after a rest, and get worse with use, because the oil<br />
cooks out onto the surface. End-float is not serious<br />
unless very large, but it makes a sloppy and loose<br />
servo, and makes the adjustment difficult. The movement<br />
<strong>of</strong> the servo between braking and nonbraking<br />
Mr. Newman. Fortunately, R.R. Ltd. fitted his pistons<br />
and valves to an early pair <strong>of</strong> blocks. The present<br />
teakwood 7-passenger body, made by Locomobile, came<br />
from Waltham, Mass. Mr. Newman also located selfgenerating<br />
acetylene head lamps and a double twist<br />
bulb horn. Note the priming cup, predecessor <strong>of</strong> the<br />
pilot jet. The car seems beautiful indeed!
Phantom I Servo (continued)<br />
should be 1/32 in., giving 1/4 in. free pedal movement<br />
until the servo cams just begin to slide on each other.<br />
If, however, there is wear, 1/4 in. on the pedal will<br />
mean too tight a servo, and this is disastrous. It will<br />
ruin the servo and the whole brake system, due to<br />
dragging brakes.<br />
Elimination <strong>of</strong> Servo "Clank"<br />
When the brake pedal is depressed on servo-equipped<br />
RR cars, the first small depression applies the rear<br />
brakes directly. Any further depression brings the<br />
servo into operation, and this in turn adds to the rear<br />
braking and applies the front brakes. If the system is<br />
correctly adjusted, the rear brakes should obtain servo<br />
power before the front brakes, and release after them.<br />
The "clank" occurs when the front brakes release<br />
after the rear ones, then the front brake-equalizer shaft<br />
spins quickly and slams back against a stop.<br />
The important consideration is the ratio <strong>of</strong> the<br />
movement <strong>of</strong> the front and rear brake linkage. This is<br />
about right when the foot pedal moves a scant 1/4" in<br />
engaging the servo, not less than 1 3/4" in manually<br />
applying the rear brakes, and results in a gap <strong>of</strong> about<br />
7/8" under the rear brake equalizer stop. The rear<br />
brake actuating levers should move forward double<br />
the amount that the front brake actuating levers move<br />
downward when the brakes are applied by servo effort.<br />
To check, block up the rear axle and run the engine<br />
in low gear. Remove the floorboards and watch the<br />
servo and front and rear brake equalizers. You should<br />
observe that as the brakes are released the front<br />
equalizer stop definitely makes contact before the rear<br />
equalizer stop, and that the T lever suspension arm<br />
swings backward. If these conditions obtain, and if the<br />
friction at the pivot <strong>of</strong> the suspension arm is correct,<br />
the servo will not clank.<br />
The friction at the pivot <strong>of</strong> the suspension arm is<br />
controlled by the clamps (one or two depending on the<br />
model) which squeeze the shaft around which the arm<br />
swings. The proper friction can be measured, with<br />
rods disconnected, by applying a load <strong>of</strong> 35-40 lb. at<br />
the pivot <strong>of</strong> the T lever. This may need adjusting plus<br />
or minus to make the front brakes release correctly.<br />
264<br />
Assuming the linkage is correctly adjusted, as<br />
described above, and that the servo is in good condition,<br />
adjust the suspension arm friction to eliminate<br />
clank thus: Cautiously tighten the clamping nuts 1/16<br />
<strong>of</strong> a turn at a time till the clank just disappears. If<br />
there are two nuts, tighten them evenly. Don't forget<br />
to tighten the lock-nut on each. Be careful not to overdo<br />
the damping, or the front brakes will stay on, and<br />
energise the servo, with rapid damage to all parts.<br />
Incidentally, when adjusting the front brakes, see<br />
that, on full lock, right or left, they do not rub on the<br />
drums. Turning the front wheels tends to put the brakes<br />
on a little, and this must be allowed for. The writer<br />
is indebted for some advice on this problem from RR<br />
<strong>of</strong>ficials in Montreal.<br />
Servo "Thud"<br />
As mentioned above, this can be felt on some cars<br />
as the brakes are being applied. It is quite noticeable<br />
if the servo adjustment is too loose. It can also occur<br />
with end-float in the servo, insufficient friction <strong>of</strong> the<br />
suspension arm, or with insufficiently tight brakes.<br />
The friction adjustment is described above. End float<br />
will be treated in the next article.<br />
Check to see if the rear brakes are pulled fully <strong>of</strong>f.<br />
By hand, push on the levers, at the back axle, to which<br />
the cables are attached. When released do they snap<br />
back sharply all the way to their stops? If not, there<br />
is dirt and gum on the toggles and shafts. Take <strong>of</strong>f the<br />
rear hubs and clean and oil (sparingly) the brake mechanism<br />
inside the brake drums. When so treated, you<br />
may be able to tighten the brakes one more notch. A<br />
servo with a new lining can put on loose brakes quite<br />
well, but makes a thud.<br />
BRAKES--WE GOOFED NIVDV<br />
There is an error in "Relining British P-I and SG<br />
Brakes" on p. 256: "Starting at P-I Chassis No. 1-MC<br />
and up to and including Chassis No. 102-WR and onwards<br />
side-by-side brakes are fitted"; this should read<br />
"Commencing at Chassis No. 1-MC and up to and including<br />
Chassis No. 101 - WR concentric brakes are<br />
fitted to the rear. Commencing at Chassis No. 102-WR<br />
and onwards side-by-side brakes are fitted. V.C.Allen<br />
From Maintenance Bulletin (Springfield) No. 340-3.
265<br />
ALPHABETICAL INDEX, PAGES 169-266<br />
Compiled by D.D. Williams<br />
This index covers the twelve issues <strong>of</strong> 1955 and index, on p. 167 (in 54-6) covers all previous issues.<br />
<strong>1956</strong> including the supplement, pp.241, 242. A previous Back issues are available, see p. 217.<br />
Annual Business Meeting 209, 259<br />
Antifreeze 205<br />
Art <strong>of</strong> Clever Boxing 226<br />
Back Issues 169, 217<br />
Badge, RROC 169<br />
Balancing R-R Wire Wheels 223<br />
Bearings, Timing Gear, Replacement P-I 172<br />
Bears in the Caviar 250<br />
Bentley S Series 195<br />
Binder, Flying Lady 217, 233<br />
Brakes 236, 246<br />
Brass Cleaning Technique 175<br />
Brewster Coachworkfor Phantom I 260<br />
Bringing American Cars into Canada 243<br />
Car Trouble Away From Home 215<br />
Chassis Numbers<br />
P-I 229<br />
SG 228<br />
25/30 H.P 179<br />
Cleaning Silver Headlight Reflectors 215<br />
Clutch, SG 190, 196<br />
Coachwork, Restoration 241<br />
Continental P-II 234<br />
Correction, Springfield R-R 248<br />
Cylinder Block Water Passages, P-I 205<br />
Cylinder Head, P-I British, Aluminum 206<br />
Cylinder Heads, P-1 Aluminum 182, 198, 206<br />
Ed Lake Wins Citation 193<br />
Eliza Crosses the Ice 225<br />
Erratum 193<br />
Exhaust Receiver, SG 230<br />
Exhibiting Cars 183<br />
Filing a Hexagonal Head 175<br />
First R-R Employee 171<br />
Flying Lady, Back Issues 169, 217<br />
Flying Lady Binder 217, 233<br />
Flying Lady Mascot Wrench 198<br />
Foo Dog Won by R. G. Burkhart 243<br />
Fuel Pump, P-III 255<br />
Fuel Supply Troubles in P-III 175, .255<br />
Greetings from President 217<br />
Hard Steering in P-III's 223<br />
Hub Tools for P-II 212<br />
Last Series British Silver Ghost 244<br />
Letter from Germany 179<br />
Machinable Stainless Steel 254<br />
Main Bearings, P-I 233<br />
Manual<br />
P-I 169<br />
SG 177, 201<br />
Mascot, Flying Lady Available 169, 217<br />
Membership Renewal 209, 259<br />
TO LOOSEN RUSTED EXHAUST NUTS<br />
Apply penetrating oil or paraffin (Kerosene). Then,<br />
provided the correct spanner is used, there should not<br />
be much difficulty in removing the nut. We have come<br />
across cases where serrated nuts have been removed<br />
by using a blunt instrument instead <strong>of</strong> the correct "C"<br />
type spanner. This has a tendency to distort the thread<br />
<strong>of</strong> the nut, making it difficult to remove or refit.<br />
On certain cars, brass nuts were fitted to the ex-<br />
Mercedes Benz <strong>Club</strong> <strong>of</strong> America 259<br />
Mexican Trip Proves P-III 188<br />
Murphy, Coach Builder 210<br />
Oil Filter for SG 174<br />
Oil Pump Gear, P-I 199<br />
Overoiling in P-I and P-II Engines 180, 189<br />
Phantom I<br />
Aluminum Cylinder Heads 182, 198, 206<br />
Aluminum Head Conversion, Note 223<br />
Announcement <strong>of</strong>, British 186<br />
Bearing Replacement for Timing Gears 172<br />
Brakes 237, 246, 256<br />
Brewster Coachwork 260<br />
Chassis Numbers 229<br />
Cylinder Block Water Passages 205<br />
Front Axle 254<br />
Gum in Low Speed Jet 198<br />
Items by Stanley 198<br />
Main Bearings 233<br />
Manual 169, 233<br />
Oil Pump Gear 199<br />
Overoiling in Engine 180, 189<br />
Rear Axle Ratios 220<br />
Sealed Engine 211<br />
Servo 230, 263<br />
Steering Lubrication 249<br />
Temperature Gauge 222<br />
Vacuum Tank 181<br />
Valve Problems 231<br />
Phantom II<br />
Chassis Development 218<br />
Continental 234<br />
Hub Tools 212<br />
Overoiling in Engine 180, 189<br />
Rear Axle Ratios 220<br />
Servo 230<br />
Silencer 213<br />
Phantom III<br />
Fuel Pump 255<br />
Fuel Supply Troubles 175<br />
Hard Steering 223<br />
Mexican Trip 188<br />
President's Message 193<br />
Rear Axle Gear Ratios 220<br />
Relining British SG and P-I Brakes 256<br />
Restoration <strong>of</strong> Coachwork 241<br />
<strong>Rolls</strong>-<strong>Royce</strong><br />
1904 10 H.P 204<br />
1907 SG 204<br />
30 H.P., 1905-06 239<br />
V8 <strong>of</strong> 1906 221<br />
<strong>Rolls</strong>-<strong>Royce</strong> Brakes 236, 246<br />
RR Builds Last Piston Aero Engine 225<br />
RROC Car Badge 169, 217<br />
Election 209, 259<br />
Meets 169, 177, 185, 193<br />
201, 202, 209, 225<br />
233, 243, 251, 259<br />
Officers 177, 217<br />
RR Ltd., Straight Joins 209<br />
RR Widows 209<br />
Rusted Exhaust Nuts, To Loosen 265<br />
Sealed Engine 211<br />
Servo 230, 263<br />
Silencer for P-II 213<br />
Silver Dawn ... 170<br />
Silver Ghost<br />
1907 204<br />
Body Styles 183<br />
Brakes 256<br />
Chassis No. 89 AE (Dr. Graham) 179<br />
Chassis Numbers, Springfield 228<br />
Clutch 190, 196<br />
Exhaust Receiver 230<br />
Last Series, British 244<br />
Magneto Timing 214<br />
Manual 177, 201, 233<br />
Oil Filter 174<br />
Rear Axle Ratios 220<br />
Steering Thrust Bearing, Looseness in 266<br />
Sticky Valves 222<br />
Temperature Gauge 222<br />
Tools 174<br />
Silver Cloud 194<br />
Skinned My Knuckles Just Reading It 189<br />
Spook 201, 233<br />
Springfield <strong>Rolls</strong>-<strong>Royce</strong> 227<br />
Stanley, P-I Items 198<br />
Sticky Ghost Valves 222<br />
Suppliers to RR <strong>of</strong> America 229<br />
Temperature Gauge Repair 222<br />
30 H.P. 6 Cylinder <strong>of</strong> 1905-06 239<br />
Timing Gear Bearing Replacement, P-I 172<br />
Timing A Springfield Ghost Magneto 214<br />
Tools, SG 174<br />
20 H.P. Rear Axle Ratios 220<br />
25/30 H.P 178<br />
Vacuum Tank Starvation 181<br />
Valves, P-I 231<br />
Vancouver Meet 259<br />
Vapor Lock 248<br />
Wheels, Balancing 223<br />
Woodmansee Wins Foo Dog 193<br />
Wrench for Lady Mascot 198<br />
haust manifold studs. Where replacement is necessary,<br />
nuts <strong>of</strong> the same material should be used. This is also<br />
true where the original nuts are <strong>of</strong> steel. V. C. Allen<br />
Editor's Note --J. H. Williams & Co., Buffalo 7, N.Y.<br />
supply adjustable "C" or "hook" spanners:<br />
No. 1474* 2-4 3/4 inches $8.55<br />
No. 1471 3/4 - 2 inches $5.35<br />
*Original U.S. P-I equipment.<br />
Mr. L. A. Kavich <strong>of</strong> Omaha, Nebr., and his beautifully<br />
restored Phantom II 31-WJ, drop-head coupe by<br />
Barker. Engine is No. LU75. Original owner was Mr.<br />
Asa Clark, now <strong>of</strong> California.
ROLLS-ROYCE BAZAAR<br />
SILVER GHOST 1926 Drophead Coupe. Authentic restoration<br />
partially completed. Running condition. A good<br />
investment at $925.00. William D. Small, 3458 Shenandoah<br />
Ave., St. Louis, Mo. PR 1-4449.<br />
P-II Newport town car 211AMS. Int. mint, ext.<br />
nearly so, 5 good tires (4 Vogue), quiet engine,<br />
new tandem muffler, plenty <strong>of</strong> brake lining. Like<br />
250AJS. (Pic. p. 254.) Best <strong>of</strong>fer over $1600.<br />
F. Leffler, 2103 No. Second., Harrisburg, Pa.<br />
PHANTOM I 1928 Brewster St. Stephen Convertible<br />
Landaulet de Ville 243FP. Top condition throughout,<br />
except needing silencer and repaint. Six tires like new,<br />
new top, new front upholstery and carpet. Exceptionally<br />
tight mechanically. Front and rear convertible, center<br />
stationary. $2000. C. R. Bradshaw, Delphi, Indiana.<br />
PHANTOM I Brewster town car S183PR. 79,000 miles<br />
7000 since 1954 restoration. 6 nearly new 7:00-21<br />
tires. Maroon and black. Drive anywhere. $1500. Also<br />
P-I Locke close-coupled town car S195FR. Restorable.<br />
Nearly complete. 19 in. wheels. Newly chromed drum<br />
lights. Also P-I Brewster sedan, S313LR (?). Body<br />
wood rotted but car otherwise nearly complete. Engine<br />
21139. H. L. Cooke, Box 1391, Akron, O.<br />
BENTLEY, 4 1/4 litre, #B19-MX, overdrive box, 1940.<br />
Four door convertible by Vanden Plas. Excellent mechanically,<br />
recent respray and leatherette top. Inskip<br />
maintained, over $2000 bills available. Spares, manual,<br />
$3000. L. M. Kay, 845 Riverside Dr., N.Y. 32, N.Y.<br />
Newton 9-0306; weekends: Wadsworth 8-8616.<br />
PHANTOM III or BENTLEY 4 1/4 litre. Will sell one.<br />
Both late prewar series sports saloons with beautiful,<br />
unique, owner-driver, all-aluminum coachwork by<br />
Barker and Gurney-Nutting respectively. Bucket seats<br />
front. All leather interiors. Sunshine ro<strong>of</strong>s, radio,<br />
heater. Very fast, practical, magnificent motoring.<br />
Desire antique or vintage (preferably <strong>Rolls</strong>) part payment.<br />
W. C.Wilkinson, 311 West St., Lansing 15, Mich.<br />
266<br />
20 HP green shooting brake with modern wooden body<br />
in green. Chassis 85 k5 engine No. 553 first registered<br />
28th Sept. 1923. Michael Ash, c/o Weyman Huckabee,<br />
Wainwright House, Rye, N.Y.<br />
PARTS<br />
PHANTOM I Chassis 217KR, 6 nickel-plated 20-inch<br />
wheels. Fair tires. Phantom I engine 22939 also transmission,<br />
differential, and other misc. R-R parts. Wish<br />
to sell as lot. H. L. Cook, P. O. Box 1391, Akron 9, O.<br />
FOR SPRINGFIELD GHOST: Speedometer, ammeter,<br />
fuel pressure gage, and Westinghouse ignition switch.<br />
Tom Rosenberger, Bradley Rd., Milwaukee 17, Wis.<br />
MASCOT--Smaller size lady recently imported from<br />
<strong>Rolls</strong>-<strong>Royce</strong> London. Brand new, never used. C. W.<br />
Reed, Main Road, Flanders, N.J.<br />
NEW WHITEWALL TIRES<br />
750 x 16 - $42.00 650 x 19 - $49.00<br />
700 x 17 - $47.00 550 x 17 - $23.50<br />
750 x 17 - $52.00 550 x 18 - $21.50<br />
700 x 18 - $56.00 475 x 19 - $24.35<br />
700 x 20 - $49.00 450 x 21 - $24.15<br />
Send check or money order to Obsolete Tire Co.,<br />
159 Truman Street, New Haven, Conn.<br />
FOREIGN CAR CENTER<br />
SALES * NEW CAR * SERVICE<br />
Restorers <strong>of</strong> the 1954 "<strong>Rolls</strong>-<strong>Royce</strong> Trophy" Car<br />
P. H. Shavney, Jr., Pres.<br />
Germantown Pike at Route 202, Norristown, Pa.<br />
Cable Address "ROLLS"<br />
LARGE ASSORTMENT <strong>of</strong> R-R parts for most models.<br />
S. Adelman, 635 Columbus Ave., Mt. Vernon, N.Y.<br />
WANTED<br />
PHAETON body for Ghost chassis <strong>of</strong> 1925. S. Prestley<br />
Blake, 263 Farmington Rd., Longmeadow, Mass.<br />
SILVER GHOST Roadster, excellent. Offer in trade<br />
excellent P-II 5-Pass. Continental. Details p. 252, F.L.,<br />
and picture. W. R. Kimberly, Middlebury, Vt.<br />
LOOSENESS IN SG STEERING THRUST BEARING<br />
Though the knurled nut on the steering column was<br />
tighter than "hand tight," steering was too loose. I<br />
released the lock below this nut; lacking the right<br />
spanner, I used a hammer and brass drift. Then I freed<br />
up the bolted lock above the nut, withdrawing it up to<br />
the steering wheel to be out <strong>of</strong> the way. I made a strap<br />
wrench, like plumbers use, to loosen the knurled nut,<br />
and tied it up out <strong>of</strong> the way. The top race <strong>of</strong> the thrust<br />
bearing came away letting balls, quite dry and dirty,<br />
fall out. I cleaned everything and put a bed <strong>of</strong> ball<br />
bearing grease on lower half <strong>of</strong> the race, and stuck<br />
the balls in it like peas in peanut butter. The other<br />
parts went back readily, and the knurled nut is only<br />
hand tight as it should be. I added gear oil, as per instruction<br />
book, to the lubricator on the upper locking<br />
band. The steering is much tighter. W. Woodmansee<br />
The only known 3 cyl. 1904 <strong>Rolls</strong>-<strong>Royce</strong>, at the Dick<br />
Institute, Kilmarnock, Scotland. Body by Barker.<br />
Chassis No. 26330. 810x90tyres. Original owners, Lord<br />
and Lady Loudoun <strong>of</strong> Galston. Photo by G. A. Oliver.<br />
W. Matthews, Exmouth, Eng. says car is not for sale.