2007-3 - Rolls-Royce Owners' Club
2007-3 - Rolls-Royce Owners' Club
2007-3 - Rolls-Royce Owners' Club
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Dedicated to <strong>Rolls</strong>-<strong>Royce</strong> & Bentley Motorcars May / June <strong>2007</strong> 07-3
contents<br />
may / june <strong>2007</strong><br />
S2 Continental Flying Spur BC41CZ in snowy North Wales.<br />
See p. 8485 for what is and what isn’t a Flying Spur.<br />
features<br />
Bentley Brooklands 8484<br />
The Flying Spur 8485<br />
Going in Style 8490<br />
in a <strong>Rolls</strong>-<strong>Royce</strong> Coffin<br />
The Spirit of Ecstasy 8494<br />
A History of the Mascot, Part II<br />
Amelia Island <strong>2007</strong> 8507<br />
Concours d’Elégance<br />
Reg Abbis 8514<br />
Former RR & Bentley<br />
Communications Chief<br />
Anatomy of an Art<br />
Portrait 8520<br />
technical features<br />
SU Fuel Pump 8416<br />
departments<br />
Conduit 8481<br />
Books 8522<br />
Bazaar 8524<br />
On the cover:<br />
Not exactly moon over Miami, but sunrise at the<br />
Amelia Island Concours. This year’s AIC had everyone<br />
a little groggy on Sunday morning because<br />
Daylight Savings Time started a month earlier than<br />
in previous years. Christopher Sanger’s 1936 4¼L<br />
(B11HM) Vanden Plas coupe was on the field bright<br />
and early. Photo by Larry S. Glenn<br />
RROC, Inc.,<br />
191 Hempt Road<br />
Mechanicsburg, PA 17050 USA<br />
800-TRY-RROC / 717-697-4671<br />
fax 717-697-7820<br />
www.rroc.org, email: rrochq@rroc.org<br />
EDITOR IN CHIEF<br />
Sabu Advani<br />
6860 N. Alvernon Way, Tucson, AZ 85718<br />
ph/fax 520-615-6484, <br />
TECHNICAL EDITOR<br />
Dave Pass<br />
P.O. Box 382, West Linn, OR 97068<br />
503-650-9048, <br />
EVENTS EDITOR/PHOTOGRAPHER<br />
Larry S. Glenn<br />
8500 Reservoir Road, Fulton, MD 20759<br />
301-470-7191, <br />
HISTORICAL FEATURES EDITOR<br />
John W. de Campi<br />
P.O. Box 440, Newmarket, NH 03857<br />
603-868-9665, <br />
FOREIGN EDITORS<br />
Tom Clarke (UK), Barrie Gillings (AUS)<br />
VICE-PRESIDENT, COmmUNICATIONS<br />
William Casey<br />
<br />
ADVERTISING/BAZAAR<br />
RROC HQ<br />
ART DIRECTOR<br />
Rodney E. Bender <br />
THE FLYING LADY (ISSN 0015-4830) is a bi-monthly<br />
publication of The <strong>Rolls</strong>-<strong>Royce</strong> Owners’ <strong>Club</strong>, Inc., a nonprofit<br />
corporation, 191 Hempt Road, Mechanicsburg, PA<br />
17050, USA. Printed in USA. Periodical postage paid at<br />
Mechanicsburg, PA 17050, and additional mailing offices.<br />
POSTMASTER: Send address changes to The Flying Lady,<br />
191 Hempt Road, Mechanicsburg, PA 17050 USA.<br />
Copyright ©<strong>2007</strong><br />
by the <strong>Rolls</strong>-<strong>Royce</strong> Owners’ <strong>Club</strong>, Inc.<br />
The trademarks “<strong>Rolls</strong>-<strong>Royce</strong>,” “R-R” Logo and the<br />
“<strong>Rolls</strong>-<strong>Royce</strong>” Badge device are the trademarks of<br />
<strong>Rolls</strong>-<strong>Royce</strong> plc and are used by the <strong>Club</strong> under license.<br />
The <strong>Club</strong> and the editors aim to publish accurate<br />
information and recommendations, but neither assumes<br />
responsibility in the event of claim of loss or damage<br />
resulting from publication of editorial or advertising matter.<br />
Statements of contributors are their own, and do not<br />
necessarily reflect <strong>Club</strong> policy.<br />
Annual membership dues are $60. New members pay<br />
a $25 initial processing fee. Regional membership dues<br />
vary, but joining is highly encouraged.<br />
All editorial contributions go to the editors, addresses<br />
above. Deadlines 2/1, 4/1, 6/1, 8/1, 10/1, 12/1.<br />
Direct all other correspondence, including change<br />
of address or complaints re delivery to the relevant<br />
<strong>Club</strong> officials or to HQ. All ads, whether classified (the<br />
Bazaar) or display, go to the Ad Manager at <strong>Club</strong> HQ.<br />
8480 THE FLYING LADY May / June <strong>2007</strong>
From the<br />
President<br />
Today was<br />
a glorious<br />
Palm Sunday,<br />
with blue<br />
skies, sunshine<br />
and<br />
brisk wind<br />
chill—typical<br />
spring<br />
weather in<br />
Chicago.<br />
With spring fast approaching, I decided<br />
to take my new toy, a 1997<br />
Bentley Turbo RL out for a spin,<br />
stopping for coffee at Caribou<br />
before going to church. For us<br />
car guys in the Snow Belt, a day<br />
like today really brings out spring<br />
fever, and since purchasing my<br />
car in December 2006 and having<br />
her shipped from her former<br />
home in California, I have had<br />
few opportunities to take her out<br />
of the garage. It’s been agonizing<br />
to wait, because the car only has<br />
27,000 miles on her, and the only<br />
problems we encountered were<br />
ones from lack of use. However,<br />
they were easily fixed by my local<br />
mechanic.<br />
As I was drinking my coffee<br />
I couldn’t help but think about<br />
all of the exciting National Tours<br />
and the Annual Meet planned<br />
for this year. The 700-mile Texas<br />
Wildflowers and Hill Country tour<br />
is next up. By the time you read<br />
this, I will have been on it, giving<br />
the new RL its first big outing! In<br />
August, my wife Michelle and I<br />
will be driving to the Annual Meet<br />
at Skamania Lodge in Washington<br />
State. We are looking forward to<br />
the adventure of driving through<br />
parts of the country that we have<br />
never seen before. By all accounts<br />
this also promises to be a very<br />
scenic meet, with gorges, rivers,<br />
mountains, and waterfalls. Bring<br />
the whole family to this event, as<br />
Dave and Lynn Pass, and Dick<br />
and Ann Tilden have planned<br />
something for everyone.<br />
In September Michelle and<br />
I will be driving west again to the<br />
North Rim of the Grand Canyon<br />
to join Bob and Alice Cottam’s<br />
week-long tour. We will explore<br />
Zion Park, Bryce Canyon National<br />
Park, Coral Pink Sand Dunes State<br />
Park, and visit Lake Powell for an<br />
all-day boat cruise with a catered<br />
lunch on the beach. If the lake<br />
level is high enough we will also<br />
stop at Rainbow Bridge National<br />
Monument. This tour will complement<br />
the fantastic tour we took last<br />
year to the South Rim of the Grand<br />
Canyon. If you missed that tour, be<br />
sure not miss this one.<br />
Happy and Safe Motoring!<br />
— Robin A. James<br />
Fall Tour<br />
Sept. 30–Oct. 6, Kanab, UT. Visit<br />
the beautiful red rock country<br />
of Southern Utah and see four<br />
National Parks without having<br />
to pack up and move even once!<br />
Kanab, known as Utah’s “Little<br />
Hollywood” for the more than 150<br />
Westerns made here, will be our<br />
hub. Zion Park is only 45 minutes<br />
away. Bryce Canyon, the North<br />
Rim of the Grand Canyon, and<br />
Lake Powell are all within a short<br />
drive. The already abundant beauty<br />
will only be enhanced by the<br />
fall colors. Save the dates and join<br />
us in Cowboy Country for a relaxing,<br />
colorful, Old West experience.<br />
For details see p. 8538 or contact<br />
hosts Bob and Alice Cottam at<br />
435-644-3931.<br />
Calendar of events — u.s. & overseas<br />
<strong>2007</strong><br />
June 16, 17 RREC Golden Jubilee<br />
Annual Rally, Kelmarsh Hall<br />
Aug. 7–12 Annual Meet,<br />
Stevenson, WA (Pass, Tilden)<br />
Sept. 30–Oct. 6 Fall Tour, UT (Cottam)<br />
mISC. NEwS<br />
Report from the New Chief Judge<br />
The newly elected Chief Judge,<br />
John B. Rich, has hit the road<br />
running! Along with his wife<br />
Sharon he conducted two Judging<br />
Training Sessions in March. The<br />
first was held in Vancouver, BC<br />
with about thirty members learning<br />
how to serve as judges at the<br />
Washington RROC Annual Meet.<br />
Then they were off to Oakland,<br />
CA for a repeat of the same session<br />
with another thirty-two<br />
RROC members. Sharon and John<br />
sent Certificates of Completion<br />
for the Training Sessions to the<br />
new judges. Thank you to all who<br />
participated. We look forward to<br />
seeing you in August at the Annual<br />
Meet in Washington.<br />
Invitation to All members<br />
Have you ever considered serving<br />
the membership of the RROC<br />
by joining the RROC Board of<br />
Directors? If so, now is the time<br />
to act.<br />
Each year, three or four<br />
National Director positions are<br />
open. Per our bylaws, nominations<br />
for those positions come<br />
from our Regions and Societies,<br />
so interested members should<br />
contact their respective regions<br />
for further information. This<br />
year, members of the following<br />
regions are eligible to nominate<br />
a member to the National Board:<br />
Chesapeake, Mid America, and<br />
San Diego.<br />
In addition, most National<br />
Officer positions are for one<br />
year (members can be re-elected<br />
for more than one year), and<br />
eligible and interested members<br />
should contact a member<br />
of the Nominating Committee<br />
to be considered. Members of<br />
FUTURE ANNUAL mEETS<br />
2008, June 22–28, Williamsburg Lodge,<br />
VA (Diem)<br />
2009 New Orleans (Borchert)<br />
2010, July 19–27 Ontario (Popp, Curzon)<br />
Contact RROC HQ to register for RROC events (listed in roman).<br />
Scheduling/information: VP Activities, Ralph Curzon, ph. 905-670-3656<br />
For regional events please visit <br />
the Committee are: Chairman<br />
Sam Rawlins (GA), Ray Murray<br />
(ONT), Lupe King (NV), Gene<br />
Sorbo (FL), Bill Habacker (TX),<br />
Howard Krimko (NY), and Bill<br />
Borchert (LA).<br />
ROLLS-ROYCE NEwS<br />
Silver Ghost Centenary<br />
(March 29) RRMC is commemorating<br />
the 100-year-anniversary of<br />
this model with special events at<br />
the Villa d’Este Concours (Italy),<br />
Techno Classica <strong>2007</strong> (Germany),<br />
and the Scottish Reliability Trial<br />
re-enactment which will start from<br />
Goodwood.<br />
The Silver Ghosts shown<br />
at Techno Classica were a 1920<br />
model bodied in Germany for<br />
a French customer and a 1923<br />
Springfield Ghost with Brewster<br />
coachwork.<br />
New Showrooms (April<br />
20) Two days after opening its<br />
first showroom in Austria at<br />
authorized dealer Karner &<br />
Grossegger Automobil GmbH &<br />
Co. KG (Richard Karner, COO)<br />
in Vösendorf near Vienna, RRMC<br />
announced at the Shanghai Auto<br />
Show the opening of its 80 th showroom<br />
in the world. Located at the<br />
Singapore Industrial Park in the<br />
Hi-tech District in Chengdu, this<br />
will be the fifth one in Greater<br />
China, signifying the company’s<br />
confidence in that region’s continued<br />
growth. The dealer is<br />
Chengdu Sanhe Automobile<br />
Technique Co., Ltd. Additional<br />
showrooms in the region are expected<br />
to open later this year.<br />
Also at Auto Shanghai,<br />
RRMC unveiled the new Phantom<br />
Drophead Coupé for the first<br />
time in the Asia Pacific region.<br />
(Readers are reminded that<br />
Chinese customers face a 150%<br />
tax, raising the cost for a standard<br />
Phantom to north of a million<br />
US dollars.) The Austrian dealer<br />
reports already “substantially”<br />
stronger than anticipated demand.<br />
Armored Phantom (April 5)<br />
Engineered to the highest current<br />
international protection rating<br />
(called VR7), an armored version<br />
will become available, initially, in<br />
the European and Middle Eastern<br />
markets. It is virtually indistinguishable<br />
from the standard<br />
car, inside and out. Protection is<br />
May / June <strong>2007</strong> THE FLYING LADY 8481
RRMC<br />
RRMC<br />
provided by high-tech fiber composites,<br />
special-purpose steel, and<br />
thickened glass. A polycarbonate<br />
layer is fitted to the inside for extra<br />
passenger protection. While the<br />
aluminum spaceframe chassis as<br />
well as suspension components<br />
The 3000 th Phantom (March<br />
9) Iraninan/London socialite Lisa<br />
Tchenguiz-Imerman took delivery<br />
of her Diamond Black Phantom<br />
at the <strong>Rolls</strong>-<strong>Royce</strong> Motor Cars of<br />
London showroom in Berkeley<br />
Square. The veneer is Black Ash<br />
with silver inlay, the trim is black<br />
leather with contrasting stitching,<br />
and two 12" DVD screens are<br />
mounted in the rear. The buyer is<br />
said to be “most enthusiastic,” and<br />
her special car is recognized by a<br />
have been strengthened to cope<br />
with the additional weight of the<br />
modifications, the powertrain<br />
remains unchanged at 453 bhp.<br />
The armoring is carried out by a<br />
subcontractor (possibly Mutec in<br />
Munich, Germany).<br />
discreet plaque in the glovebox.<br />
RR CEO Ian Robertson (l) himself<br />
handed over they keys.<br />
This London dealer has consistently<br />
ranked in the top three in<br />
the world since the Phantom was<br />
launched in 2003. In particular,<br />
the associate who sold the car,<br />
Sales Manager Stephen Foulds,<br />
has sold more than 130 Phantoms,<br />
making him the most successful<br />
<strong>Rolls</strong>-<strong>Royce</strong> salesman in the<br />
world.<br />
Conti GT Breaks Ice Speed<br />
Record (March 2) Four-time<br />
World Rally Champion Juha<br />
Kankkunen of Finland took a<br />
near-standard fwd Continental<br />
GT to an average speed of 199.86<br />
mph (321.65 km/h) on the frozen<br />
sea off the coast of western<br />
Finland, setting a new world record.<br />
The previous one was set by<br />
a Bugatti EB110 Supersport at a<br />
mere 184.14 mph (296.34 km/h),<br />
at the same location<br />
The run took place at ca. -30º<br />
C over a 10 km section of frozen<br />
sea. The ice was 70 cm thick and<br />
it took Juha ca. 5 km to hit his<br />
optimum speed before reaching<br />
the start of the marked kilometer<br />
over which his speed was measured.<br />
At around 120 mph wheel<br />
spin set it and the first run was<br />
terminated. His top speed on the<br />
return run reached 205 mph (330<br />
km/h). From top speed, it took<br />
600 meters to come to a stop.<br />
BENTLEY NEwS<br />
Modifications to the car were<br />
minimal. For safety reasons, a<br />
rollcage was fitted. Various aerodynamic<br />
tweaks were also made,<br />
but the powertrain was essentially<br />
unchanged, although the<br />
car ran non-standard fuel with<br />
matching calibration to cope<br />
with the extreme temperatures.<br />
Wheels were covered with disks<br />
and shod with Nokian snow tires.<br />
Bentley says: “[This] is just<br />
what we’ve come to expect from<br />
some of our more adventurous<br />
owners . . . though, naturally, we<br />
would not recommend our other<br />
owners try to attempt such high<br />
speeds on sheet ice!” Naturally.<br />
The Times they are A-Changin’<br />
Now you see it, now you don’t: In case you haven’t cast your eye on<br />
the Company’s 10hp #20165 recently, you will now note the absence<br />
of the “Property of <strong>Rolls</strong> <strong>Royce</strong> Motors Ltd.” [no hypen—shocking!]<br />
plate on the firewall. Why? Because all <strong>Rolls</strong>-<strong>Royce</strong>’s hard assets now<br />
belong to the VW Group, ie. Bentley.<br />
8482 THE FLYING LADY May / June <strong>2007</strong><br />
Bentley Motors<br />
Klaus-Josef Roßfeldt
News From The <strong>Rolls</strong>-<strong>Royce</strong> Foundation<br />
This month I would like to introduce you to our five Phantoms on display<br />
in the museum. I will describe them from left to right:<br />
1929 Springfield p i S210fp BrewSter warwick This<br />
is a left-hand drive car, though Springfield did make the first<br />
cars in America right-hand drive. This car was actually made<br />
in 1928 but was finished in 1929, hence the 1928 registration<br />
number. There were approximately 1250 Springfield<br />
Phantoms I made from 1925–1931. This car was donated by<br />
James Grad in 1997. The Friends of the Museum are in the<br />
process of putting back the original auto-vac system. This car<br />
cost approximately $15,000 in its day.<br />
1934 p ii 167rY This is a very fine example of a P II chassis.<br />
The body is long gone but the chassis shows all of the<br />
excellent workmanship <strong>Rolls</strong>-<strong>Royce</strong> put into its cars. A P II was the most<br />
popular Phantom chassis <strong>Rolls</strong>-<strong>Royce</strong> made. Where most of the big cars<br />
of that period rode like big heavy trucks, a P II gave the best ride and<br />
handling for that time period.<br />
This chassis was purchased<br />
by the museum in 1988. With<br />
coachwork, it cost approximately<br />
$20,000 new.<br />
1936 p iii 3aZ36 Hooper Saloon<br />
<strong>Rolls</strong>-<strong>Royce</strong> decided it<br />
needed a 12-cylinder motorcar<br />
North American International Auto Show<br />
<strong>Rolls</strong>-<strong>Royce</strong> Launches Phantom DHC<br />
Les Stallings (TN)<br />
Four years after launching the<br />
Phantom at this same venue, <strong>Rolls</strong>-<br />
<strong>Royce</strong> Motor Cars’ display at the<br />
Detroit auto show in January was a<br />
spectacular presentation of the new<br />
Phantom Drophead Coupé and<br />
the Phantom Extended Wheelbase<br />
saloon. The DHC was the star attraction.<br />
It held very true to the<br />
100EX experimental car I first saw<br />
in 2004 at Pebble Beach, with the<br />
most significant deviation being the<br />
use of the production V-12 from the<br />
Phantom rather than the V-16.<br />
The <strong>Rolls</strong>-<strong>Royce</strong> display<br />
included VIP facilities with incredible<br />
food and beverage service and<br />
a design studio that allowed<br />
a potential client to select<br />
the finishes and options<br />
Bold, purposeful lines everywhere.<br />
for a bespoke motorcar. The staff<br />
was impeccable—experienced<br />
and knowledgeable. An engineer<br />
was available to demonstrate any<br />
feature of the car one might be<br />
interested in.<br />
After receiving the “star<br />
treatment” at the RR stand, I<br />
walked around in the hallways<br />
listening for crowd reaction to the<br />
DHC. One Detroit native, who<br />
apparently thought a Cadillac<br />
was an expensive car, asked the<br />
price of the DHC. “Oh my!” she<br />
exclaimed, “That’s not a car payment,<br />
that’s a mortgage!” I was<br />
reminded of the saying about the<br />
quality remaining long after the<br />
price was forgotten.<br />
Should you question the heritage<br />
of the DHC, check out the<br />
ashtray located in the door<br />
armrest. The designers have<br />
done their homework!<br />
since other luxury manufacturers were building one. So, they designed a<br />
12-cylinder overhead valve engine with independent front suspension. This<br />
car is a recent donation from Joseph Zamont.<br />
1954 p iV 4Bp7 One of 18 made between 1950 and 1956,<br />
it is a straight-8 engine with a Mulliner limousine body<br />
built on a special chassis. <strong>Rolls</strong>-<strong>Royce</strong> only built these cars<br />
for royalty and heads of state. This particular example was<br />
purchased by Princess Margaret and is on loan from Robert<br />
Shaffner.<br />
1961 p V 5BX38 witH JameS Young BodY Approximately<br />
516 total were produced between 1959 and 1968. This iteration<br />
was the first Phantom to use a V8, in this case with 225<br />
hp. It is a recent donation from Brian Burgess.<br />
Unfortunately, we do not have a P VI! The only museum that can show<br />
all six Phantom models side by side is the Nethercutt Collection. But, if<br />
anyone is willing to donate one, I am sure we can accommodate it!<br />
At this writing, I can now<br />
say we have finally paid off our<br />
museum. Thanks to all who<br />
have helped over the years. We<br />
can now focus on the library<br />
and the many other programs<br />
we have in mind.<br />
—Jim Facinelli, President<br />
Ann Klein 1931–<strong>2007</strong><br />
Pioneer woman car collector,<br />
founder of Universal Tire Co., and<br />
longtime RROC member Ann Klein<br />
of Lancaster, PA, passed away in her<br />
sleep on March 31 st . An authority<br />
on antique cars, she delighted in<br />
sharing her extensive knowledge<br />
and resources to help other hobbyists and enjoyed driving and maintaining<br />
her own cars, including a number of <strong>Rolls</strong>-<strong>Royce</strong>s and Bentleys.<br />
In 1951 she married fellow collector Bill Klein, who owned Klein<br />
Chocolate, and together they amassed an enviable collection, including,<br />
at one time, 15 vintage Bentleys. In 1968, to fill the frustrating void<br />
in antique tire availability, she established Universal Tire Company<br />
(now owned by Coker) to manufacture replica tires for the old cars.<br />
She was also a licensed commercial pilot for multi-engine aircraft with<br />
an ATP rating, as well as a flight instructor and check pilot.<br />
She served as RROC Membership Chairman for many years and<br />
then as Treasurer, returning the <strong>Club</strong> to fiscal health without raising<br />
dues. In the early 70s she oversaw the building of <strong>Club</strong> Headquarters in<br />
Mechanicsburg, PA.<br />
In 1982, Ann was diagnosed with ALS (Lou Gehrig’s disease) with<br />
a life expectancy of 4–5 years. She defied the odds with an active and<br />
productive life for over two decades, continuing to run Klein Kars, a car<br />
repair business, to tour in her boat-tailed British Albany Silver Ghost,<br />
to keep her vintage Bentleys well exercized, and to keep active in her<br />
community, having recently been honored for her service on the YMCA<br />
Board. Finally, not able to drive the cars herself, she instead made them<br />
available to friends to drive on tours or to meets.<br />
She leaves behind a vast number of admiring friends in the antique<br />
automobile world and in Lancaster. They will remember her unfailing<br />
willingness to help, her sharp intelligence, insightful and puckish humor,<br />
quick smile, her quiet drive and, in the end, her unflinching courage.<br />
A memorial service was held in her honor on Friday, May 11, in<br />
Lancaster, PA.<br />
May / June <strong>2007</strong> THE FLYING LADY 8483
moving a nameplate that was<br />
not too recently borne by a<br />
model on the lower rung of<br />
the sedan ladder, Bentley now uses it<br />
for its most exclusive—and most expensive—car<br />
($300,000+).<br />
A mere 550 copies of this four-seat<br />
grand touring coupe will be built, with<br />
deliveries expected to start in the first<br />
half of 2008. It possesses the most powerful<br />
V8 the company has ever produced:<br />
530 bhp, twin-turbocharged 6.75L, 1050<br />
Nm of torque (the highest yet on a production<br />
engine).<br />
A long hood, short front overhang<br />
and long rear overhang, coupled with a<br />
low roofline, steeply raked screens and<br />
pillarless side glass give a purposeful,<br />
fluid look. The rear window is described<br />
as “floating,” ie. its lower edge sits well<br />
above the upper edge of the trunk lid.<br />
This is achieved by individually handwelding<br />
the rear wings to the C-pillars.<br />
The cabin is wider both front and rear<br />
than the previous Bentley Continental R<br />
coupé. Individual rear seats have electrically<br />
operated sliding cushions and are set<br />
further back than on the Azure. They are<br />
separated by a new center console, incorporating<br />
both storage and cup holders.<br />
Bentley Brooklands<br />
8484 THE FLYING LADY May / June <strong>2007</strong>
there is undoubtedly more confusion<br />
over the name given by the coachbuilder<br />
H.J. Mulliner & Co. Ltd. to<br />
their saloon design on the Bentley Continental<br />
chassis than to any other design<br />
that appeared on chassis emanating from<br />
the Bentley and <strong>Rolls</strong>-<strong>Royce</strong> works at<br />
Cricklewood, Derby, or Crewe!<br />
For more years than can be remembered,<br />
advertisements have offered<br />
“James Young Flying Spurs” and made<br />
claims such as “One of only nineteen<br />
Flying Spur bodies fitted to a Silver<br />
Cloud chassis.” Both these statements<br />
are incorrect! Firstly, Flying Spurs were<br />
designed and built only by the long-established<br />
London coachbuilder H.J.<br />
Mulliner Ltd. Secondly, nowhere in any<br />
promotional literature prepared at the<br />
time is the similar design that was fitted<br />
to the Silver Cloud III referred to as a<br />
Flying Spur. Even more spurious is the<br />
statement that there were only 19 on the<br />
<strong>Rolls</strong>-<strong>Royce</strong> chassis, as 54 examples actually<br />
appeared. The author’s thinking on<br />
how this misnomer came about appears<br />
later in this article.<br />
Always intended as a 2-door sports saloon<br />
or drophead coupé, the S Type Continental<br />
replaced the earlier R Type Continental<br />
and first deliveries were made in late<br />
1955. However, customer demand for a<br />
more sporty four-door saloon prompted<br />
H.J. Mulliner, via their designer Herbert<br />
Nye, to streamline their rather slab-sided<br />
saloon designs 7401 for the standard Bentley<br />
S Type and 7412 for the standard <strong>Rolls</strong>-<br />
<strong>Royce</strong> Silver Cloud chassis. It was then just<br />
a case of convincing the chassis manufacturer<br />
that a four-door style on the Bentley<br />
Continental chassis should be offered.<br />
<strong>Rolls</strong>-<strong>Royce</strong> finally relented and the<br />
first “Flying Spur” was on the road in<br />
May 1957; the first two production deliveries<br />
were made to American customers<br />
just two months later.<br />
So how did the rather grand name “Flying<br />
Spur” come about? One Harry Talbot<br />
Johnstone was Managing Director of H.J.<br />
Mulliner Ltd. from 1944 until his retirement<br />
in December 1960, and the crest of<br />
one of the many Johnstone families is the<br />
well-known “winged spur.”<br />
Particular Johnstones that used a spur in<br />
their family coat of arms were:<br />
• Johnstone, Earls of Hartfell and<br />
Marquess of Annandale, title dormant<br />
since 1792 according to Burkes<br />
The Flying Spur<br />
Bernard L. King (UK)<br />
Editor’s Note: This is an updated and expanded version of an article that first appeared<br />
in RREC Bulletin 280.<br />
General Armory (1884), but claimed<br />
by Sir F.J.W. Johnstone, Bt. of<br />
Westerhall and J.J. Hope Johnstone<br />
of Annandale, and others. The crest<br />
is a winged spur Or (gold).<br />
• Johnstone of Hackness Hall, co.<br />
York. Crest: A spur erect, rowel<br />
(spiked revolving disc at end of spur)<br />
upwards, with wings elevated Or,<br />
leather Gules (red) buckle proper.<br />
• Johnstone of Gormack, Scotland.<br />
Crest: A spur-rowel within two<br />
branches of palm in orle proper.<br />
• Johnstone of Poltoun, co.<br />
Edinburgh. Crest: A spur proper between<br />
two wings Argent (silver).<br />
• Johnstone of Galabank, co.<br />
Dumfries. Crest: A spur proper<br />
winged Or.<br />
• Johnstone of Lathrisk, co. Fife.<br />
Crest: A spur placed upright the<br />
rowel in chief Or winged Argent<br />
leathered Gules.<br />
• Johnstone of Netherwood, co.<br />
Dumfries. Crest: A spur with wings<br />
Or leathered Gules.<br />
• Johnstone of Pitkeirie, co. Fife.<br />
Crest: A winged spur Or.<br />
The late Harry Talbot Johnstone of H.J.<br />
Mulliner Ltd. was probably of Scottish<br />
descent but from which of the above<br />
branches, take your pick!<br />
DESIGN # DESIGN REmARkS FITTED To # BuILT CHASSIS NumBERS<br />
7443 Standard 4-door, 6-light “Flying Spur” S1 Continental 55<br />
BC9LCH, BC28CH, BC45DJ, BC49DJ,<br />
7443/B 4-door, 4-light “Flying Spur”<br />
4-door, 6-light “Flying Spur” with<br />
S1 Continental 14<br />
BC1EL, BC31EL, BC33LEL, BC2FM,<br />
BC9FM, BC41LFM, BC45FM,<br />
BC47FM, BC21GN, BC29GN<br />
7443/mod2 smaller so-called, van Gerbig rear<br />
quarterlights<br />
S1 Continental 2 BC28LEL, BC21FM<br />
7508 Standard 4-door 6-light “Flying Spur” S2 Continental 114<br />
BC44LAR, BC98AR (but later fitted<br />
with a 4-door, 6-light “Flying<br />
7508/B 4-door, 4-light “Flying Spur” S2 Continental 6 Spur” body possibly after an accident),<br />
BC16BY, BC99BY, BC24LCZ,<br />
BC123CZ<br />
7508/?<br />
4-door, 6-light “Flying Spur” with the<br />
smaller van Gerbig rear quarterlights<br />
S2 Continental 2 BC60LBY, BC7CZ<br />
2011 Standard 4-door, 6-light “Flying Spur” S3 Continental 83<br />
BC22LXC (thought to be the sole<br />
2011/A 4-door, 4-light “Flying Spur” S3 Continental 1<br />
example on the S3 Continental chassis<br />
and, interestingly, specified with<br />
single headlamps from new)<br />
4-door, 6-light “Flying Spur” with the<br />
2011/mod2<br />
smaller van Gerbig rear quarterlights<br />
S3 Continental 5<br />
BC10XA, BC24LXA, BC72LXA,<br />
BC144LXA (destroyed in garage fire<br />
in California), BC44XB<br />
2042 4-door, 6-light sports saloon Silver Cloud III 52<br />
2042/A? 4-door, 4-light sports saloon Silver Cloud III 1 LCSC9B<br />
4-door, 6-light sports saloon with the<br />
2042/mod2<br />
smaller van Gerbig quarterlights<br />
Silver Cloud III 1<br />
LSFU119 (the only known example<br />
with the smaller rear quarterlights)<br />
May / June <strong>2007</strong> THE FLYING LADY 8485<br />
Bentley Motors
John de Campi<br />
The number of “Flying Spur”-style bodies fitted to Bentley<br />
and <strong>Rolls</strong>-<strong>Royce</strong> cars is detailed in the table on the previous<br />
page. Readers should note, however, that a number of additional<br />
bodies were built as replacements for those damaged<br />
beyond repair in accidents.<br />
The A and B suffixes to the design number signify the rare<br />
and sought after 4-door, 4-light versions. Even rarer was<br />
another version known in the factory as “with Peter van<br />
Gerbig small quarterlights.” Van Gerbig, an American citizen<br />
sometimes resident in the UK, acquired four new cars<br />
from Crewe during his lifetime. These were R Type Continental<br />
BC22LD, two S1 standard steel saloons (B26LEG<br />
and B134LEG) and S2 Continental BC87LBY. The fact that<br />
his “Flying Spur” BC87LBY apparently featured a standard<br />
4-door, 6-light body (see FL92-6, p. 4580) only adds to the<br />
confusion about the popular “Flying Spur” design amongst<br />
the Bentley and <strong>Rolls</strong>-<strong>Royce</strong> fraternity! However, we have<br />
recently learned that another Flying Spur on S2 Continental<br />
chassis BC7CZ was ordered by van Gerbig for use in England<br />
and specified with small hinged rear quarterlights but<br />
Examples of James Young bodies that are often—but mistakenly—called<br />
Flying Spurs, shown in 4- and 6-lite variants.<br />
John de Campi<br />
The spec sheet for H.J. Mulliner’s 4d6l S1 Continental Flying Spur.<br />
8486 THE FLYING LADY May / June <strong>2007</strong>
John de Campi<br />
S1 Continental BC90BG in H.J.M.’s own photograph. The Flying Spur was<br />
the first of the four-door styles approved for the Continental chassis.<br />
Flying Spurs being built at H.J. Mulliner’s Bedford Park Works.<br />
the order was cancelled as the vehicle<br />
neared completion and it was subsequently<br />
taken into stock by Jack Barclay.<br />
After a long period of storage in Surrey,<br />
England, this car has recently moved to<br />
Italy (see FL07-1, p. 8389). Van Gerbig<br />
was obviously a great fan of the marque<br />
for his name appears frequently in the<br />
files at the Hunt House as the owner of<br />
many other Bentleys purchased second<br />
hand. The only known “van Gerbig” on<br />
a Silver Cloud III is chassis LSFU119,<br />
offered at Christie’s Retromobile auction<br />
in Paris during April 2006 where it failed<br />
to reach reserve. Perhaps if the catalog<br />
had emphasized that the car was unique,<br />
it would have attracted a more acceptable<br />
bid!<br />
As far as we are aware, until now, no<br />
picture of the van Gerbig small-quarterlight<br />
version on the S3 Continental has<br />
ever been published and our attempt to<br />
obtain a photo of BC144LXA from the<br />
last recorded owner in Utah was met<br />
John de Campi<br />
Krishiven Sukhu<br />
with the news that the car was totally destroyed<br />
in a California garage workshop<br />
fire when undergoing refurbishment!<br />
However, we have been very fortunate,<br />
as Davide Bassoli discovered a photograph<br />
of the 4d4l version on S3 Continental<br />
chassis BC22LXC on a recent visit<br />
to Florida. This is thought to be a unique<br />
car and apparently was specified with<br />
single headlamps from new.<br />
Besides a few other detail differences, a<br />
fairly significant design change was made<br />
between the standard Flying Spur design<br />
7443 as fitted to the S1 Continental and<br />
design 7508 fitted to the replacement S2<br />
Continental. S1 customers reported difficulty<br />
in raising the trunk lid and lifting<br />
luggage above waist height to clear the<br />
sill. Minor changes to the hood area were<br />
necessary in order to accommodate the<br />
new V8 engine and at that time, the rear<br />
received H.J. Mulliner’s attention. The<br />
trunk lid was enlarged and it opened from<br />
An H.J.M. photo of an S1 Continental Flying Spur with blind rear quarters.<br />
S1 Continental BC10DJ. Fitted with special Park Ward interior, this car<br />
has won numerous awards at Concours d’Elegance over the years and<br />
here is seen at the 2005 BDC Annual Rally and Concours at Hatfield<br />
House. (The trademark red trousers are being worn by Bill Slater, a former<br />
Crewe employee.)<br />
below waist level, immediately above the<br />
bumper. The registration plate as well as<br />
the plate and reversing lights were repositioned<br />
to the vertical area of the trunk<br />
lid, whereas before they had been situated<br />
below the trunk lid.<br />
H.J. Mulliner’s Flying Spur appeared<br />
on the scene when the traditional <strong>Rolls</strong>-<br />
<strong>Royce</strong> customer base was changing rapidly;<br />
no longer British landowners and<br />
industrialists, but now international stars<br />
from television, screen, and stage were<br />
the predominant purchasers. However,<br />
this clientele seemed to go for the more<br />
sporty two-door designs on the Continental<br />
chassis and so most of the Flying<br />
Spurs were delivered to captains of industry<br />
on both sides of the Atlantic.<br />
BC34LEL was delivered to Britishborn<br />
film director Alfred Hitchcock for<br />
use at his California home. BC21GN and<br />
BC16XC went to Fanny Craddock, the<br />
popular jewel-bedecked host of a cooking<br />
program on British television. Rolling<br />
May / June <strong>2007</strong> THE FLYING LADY 8487
The Real Car Co.<br />
S1 Continental BC37EL. Note the non-original side marker lights. Also<br />
observe how the wide whitewall tires affect the look of the car.<br />
S2 Continental Flying Spur BC41CZ. Specified<br />
from new with the desirable Webasto sunroof.<br />
Stone Keith Richard received BC68XE;<br />
and James Carreras, head of the Hammer<br />
Films Production Company, took<br />
delivery of S2 BC14AR and S3 BC36XB.<br />
Later owners included the American film<br />
actor Gregory Peck who kept BC102LAR<br />
until his death, while in the UK Elton<br />
John has had BC98AR and BC36CZ. Although<br />
the music star disposed of many<br />
cars in his collection in recent years, it is<br />
believed that BC98AR is still in his possession.<br />
This is quite an interesting car as<br />
it was ordered by Guest Keen and Nettlefolds<br />
as a standard 4-door, 6-light Flying<br />
Spur but was completed as a 4-light<br />
version at the behest of the firm’s Chairman<br />
and Managing Director, Kenneth<br />
Peacock. As the result of an accident, or<br />
perhaps because he considered the 4-<br />
Krishiven Sukhu<br />
Krishiven Sukhu<br />
light arrangement<br />
too claustrophobic,<br />
a new 6-light version<br />
quickly replaced the earlier 4-light<br />
model.<br />
Moving on to the bodies of similar design<br />
fitted to the Silver Cloud III—but not<br />
marketed as “Flying Spurs”—it has generally<br />
been accepted that only 19 were produced.<br />
However, following much research<br />
by the author for his forthcoming Complete<br />
Classics book on the Silver Cloud<br />
III and its stablemate, the Bentley S3, it<br />
is now known that 54 (including a single<br />
4d4l version on chassis LSFU119) were<br />
S1 Continental BC44EL. Originally delivered to the British pharmaceutical<br />
Beecham Group for the use of the Managing Director, this car now<br />
resides near Colchester.<br />
S2 Continental BC82AR. Note the vertical arrangement of the switches<br />
on either side of the central switchbox; they are like the ones in H.J.M.’s<br />
S Series fastbacks. Only Continentals have a rev counter.<br />
S1 Continental BC109CZ. The mustard yellow<br />
color is unusual but original.<br />
8488 THE FLYING LADY May / June <strong>2007</strong>
Richard Gorman/Vantage Motor Works via Davide Bassoli<br />
André Blaize<br />
Bentley Motors<br />
S3 Continental BC22LXC. The rare four-light version of the Flying Spur.<br />
Even though this is an S3 it does not have the quad headlights one<br />
would expect in this series but came with single headlamps from new<br />
and is thought to be unique. Also compare to SC III LSFU119 and observe<br />
the difference a top-mounted [on top of the front fender] vs a faired-in<br />
turn signal indicator makes to the overall profile view.<br />
Silver Cloud III. As yet unidentified but known<br />
to have previously been standard Bentley S3<br />
B216EC. (British registration 4346DG) Spotted<br />
at an RREC event during 2005<br />
Top-notch craftsmanship and elegant, modern<br />
design mark the current Continental Flying<br />
Spur’s cabin. More than 11 leather hides are<br />
used to make a complete set of upholstery.<br />
Spacious rear legroom provides great comfort<br />
for all passengers and either a five- or four-seat<br />
arrangement can be specified.<br />
erected with the <strong>Rolls</strong>-<strong>Royce</strong> grille. Perhaps<br />
the lower production figure entered<br />
everybody’s grey matter as a like number<br />
(19) of left-hand drive cars were delivered.<br />
It is said that an avid British collector of<br />
<strong>Rolls</strong>-<strong>Royce</strong> motorcars, on learning that<br />
so few were built, endeavoured to collect<br />
them all. After acquiring many of them he<br />
Bentley Motors<br />
Richard Gorman/Vantage Motor Works via Davide Bassoli<br />
Sketches of an H.J. Mulliner 1950s 4d4l Flying<br />
Spur overlaid with the Continental Flying Spur<br />
introduced in 2005 and used in initial publicity<br />
material by the manufacturer.<br />
either ran out of funds or someone told<br />
him that he still had a long way to go to get<br />
all 54 H.J. Mulliner saloons, so he quit.<br />
mulliner Spur (1990–1992)<br />
A variation on the name was used for a<br />
two-year period in the 1990s as the Mulliner<br />
Spur. This was a customized version<br />
of the <strong>Rolls</strong>-<strong>Royce</strong> Silver Spur introduced<br />
in 1980. Seventy-one examples were produced;<br />
the first went to a customer in the<br />
US during May 1990 and the last to Japan<br />
in August 1992.<br />
<strong>Rolls</strong>-<strong>Royce</strong> Flying Spur<br />
(1994–1995)<br />
Fitment of a turbocharger was confined<br />
to Bentley models until introduction of<br />
the <strong>Rolls</strong>-<strong>Royce</strong> Flying Spur during 1994.<br />
With distinctive badging on the trunk lid<br />
and on the kick plate of each door opening,<br />
the first was delivered to a British<br />
customer in June 1994 and the last to<br />
Germany in December 1995. Just 133<br />
were built before a new turbocharged<br />
Silver Spur was introduced in late 1995.<br />
Readers should note that it proved more<br />
and more difficult to sell the <strong>Rolls</strong>-<strong>Royce</strong><br />
version throughout the 1990s and the<br />
marketing department tried to increase<br />
Silver Cloud III LSFU119. Thought to be a one-off, this SC III features the<br />
small “van Gerbig” rear quarterlights. Note how the painted fine line<br />
curving alongside the front of the front and rear fenders affects the look<br />
of the car.<br />
sales by offering special editions of the<br />
Flying Spur, imitating methods used by<br />
other, lesser manufacturers. So within<br />
the production total of 133 cars, there<br />
are several batches of special cars with<br />
differences in paint and trim.<br />
Bentley Continental Flying Spur<br />
(2005–current)<br />
The second new model to appear from<br />
Bentley following its takeover by Volkswagen<br />
was the Continental Flying Spur.<br />
The new car made its international debut<br />
at the Geneva Salon in March 2005 and<br />
shares heart and soul with its highly successful<br />
stablemate, the Continental GT.<br />
It is a four-door Grand Tourer born of a<br />
coupé and is the fastest saloon-style car<br />
in the company’s history and is currently<br />
the fastest in the world, with a top speed<br />
of 195 mph. It marries the excitement,<br />
power, refinement, and craftsmanship of<br />
the Continental GT with enhanced luxury<br />
and space to provide a supreme combination<br />
of performance, style, and comfort.<br />
The launch of the Continental Flying<br />
Spur is a further step forward in the<br />
revitalization of Bentley, which began in<br />
1998 with significant investment to make<br />
its Crewe design, engineering, and manufacturing<br />
headquarters a state-of-theart<br />
facility.<br />
Acknowledgments<br />
Grateful thanks go to Bentley Motors, Davide Bassoli<br />
in Italy for the supply of photographs and confirmation<br />
of the van Gerbig style, Adrian L. King for<br />
information on the Johnstone family crests, Klaus-<br />
Josef Roßfeldt’s book <strong>Rolls</strong>-<strong>Royce</strong> and Bentley Motor<br />
Cars from the Dawn of the 20 th Century into the New<br />
Millenium, Barbara Westlake of the RREC for her<br />
kind assistance with production numbers, and Philip<br />
Hall of the Sir Henry <strong>Royce</strong> Memorial Foundation<br />
for confirming my thoughts on the cars fitted with<br />
<strong>Rolls</strong>-<strong>Royce</strong> radiator grilles.<br />
May / June <strong>2007</strong> THE FLYING LADY 8489
thinking outside the “box.” The box<br />
being—a coffin! The old adage “You<br />
can’t take it with you” now has a new<br />
twist: you still can’t take it with you, but<br />
you can be buried in it. “It” being whatever<br />
it is that was emblematic about your<br />
life or you aspired to.<br />
The pharaohs had their pyramids, lesser<br />
mortals a mausoleum or at least a headstone,<br />
and anyone today who can part<br />
with a few thousand dollars can go on<br />
that last journey in a completely custom<br />
enclosure: the 11-year-old boy who died<br />
in a skateboarding accident and was buried<br />
in a replica of his own board; a nurse<br />
and music teacher with a passion for ballet<br />
in a giant pink slipper; or someone<br />
who saw life as ethereal in an enormous<br />
box kite surrounding a plain, rectangular<br />
coffin. Or a guitar. A giant Louis Vuitton<br />
duffel bag. The Starship Enterprise.<br />
A hot dog. You want it, Vic Fearn and<br />
Company can build it. This company has<br />
been making coffins for 160 years and in<br />
recent years has found itself the object of<br />
increasing curiousity, and even museum<br />
exhibits and books. Their most recent<br />
coffin was a <strong>Rolls</strong>-<strong>Royce</strong>—their first automobile<br />
theme—and thus our interest<br />
was sparked. The <strong>Rolls</strong>-<strong>Royce</strong> and its<br />
occupant now repose near London, and<br />
while no particulars of the order will be<br />
divulged here, the building of the coffin<br />
will be shown in all detail.<br />
It all started eight or nine years ago when<br />
a female fan of the Royal Air Force’s<br />
aerial acrobatics team, the Red Arrows,<br />
wanted to be buried in a model fighter.<br />
The shape of a plane’s fuselage readily<br />
lent itself to adaptation as a coffin. The<br />
next project was a canal long boat for a<br />
man who hadn’t been able to afford to buy<br />
one in life. And then his wife wanted one,<br />
too. And thus one Crazy Coffin—the new<br />
name of the company—led to another.<br />
A Different Kind of<br />
“Yellow <strong>Rolls</strong>-<strong>Royce</strong>”<br />
FL Staff<br />
Some 90% of the 20,000 or so caskets<br />
made annually by Vic Fearn are of the<br />
conventional variety and the staff relishes<br />
the opportunity to test their skills on new<br />
and unusual projects. Interestingly, not<br />
all caskets are ordered to be used for<br />
their intended purpose, at least not right<br />
away. Some are “art,” on display in living<br />
rooms as coffee tables or benches, bookcases<br />
or sofas were they provoke thought<br />
and remind of the fleetingness of life.<br />
Such caskets are obviously pre-ordered,<br />
but in the case of actual burial vessels,<br />
orders are usually placed by undertakers<br />
and the company has about five days to<br />
build it. Time is of the essence, and the<br />
joiners often work through the night.<br />
Considering the amount of work, $6,800<br />
for the 1913 <strong>Rolls</strong>-<strong>Royce</strong> coffin doesn’t<br />
seem high at all. It even has wheels so the<br />
pallbearers can push it along. Finished<br />
and painted, the wooden car was borne<br />
to the deceased’s home and placed in his<br />
conservatory, where he parked for a day<br />
before being wheeled outside to be buried<br />
in the garden.<br />
The photos are shown in sequential order<br />
and you can judge by the date stamps<br />
how quickly the work progresses. Note<br />
the rear license plate!<br />
Contact:<br />
www.crazycoffins.co.uk<br />
Vic Fearn & Co. Ltd. /Crazy Coffins Ltd.<br />
Crabtree Mill, 199 Hempshill Lane<br />
Nottingham, Nottinghamshire<br />
NG6 8PF UK<br />
8490 THE FLYING LADY May / June <strong>2007</strong>
May / June <strong>2007</strong> THE FLYING LADY 8491
8492 THE FLYING LADY May / June <strong>2007</strong>
May / June <strong>2007</strong> THE FLYING LADY 8493
Part 2<br />
How Much Did a Mascot Cost?<br />
If you have a post-WW II RR, the answer<br />
is nothing, or, more correctly, it was<br />
included in the cost of the car. For pre-<br />
WW II cars, we know that it was an optional<br />
extra and you had to pay extra if<br />
you wanted one. But how much extra?<br />
I have studied representative samples<br />
of the Conduit Street chassis cards to<br />
find out, and the answers are surprising.<br />
In the early days, for Silver Ghosts<br />
from 1911–12, the cost was £2.2.0 and<br />
later £3.3.0, i.e. two or three guineas.<br />
The guinea was one pound, one shilling,<br />
£1.1s.0d, and was then the monetary unit<br />
used for medical and legal fees, objets<br />
d’art, horses, furs and, naturally, <strong>Rolls</strong>-<br />
<strong>Royce</strong> mascots. The guinea had a certain<br />
snob value. To give the reader an idea of<br />
the relative cost of mascots, the publication<br />
The British Economy 1906–1970 records<br />
the average salaried male’s weekly<br />
earnings as £1.8.0 in 1911, £3.0.0 in 1924,<br />
and £3.10.8 in 1938.<br />
In my first searching I looked for the<br />
always hand-written and often difficult-toread<br />
entry saying “R-R mascot” or “R-R<br />
mascot to be fitted” or something similar.<br />
But then I found it easier to look in the<br />
“costs” column. My problem was that RR<br />
charged the same price, two or perhaps<br />
three guineas, for 34 other items fitted<br />
to the chassis, such as pillar lamp brackets,<br />
steel toolbox on steps, ventilators<br />
to dashboard, polished walnut shelves,<br />
speaking tube and so on. Two or three<br />
guineas seemed to be a standard charge.<br />
But frequently the cost was £3.8.0 or<br />
even £3.8.6, and occasionally, £2.2.0, plus<br />
5/6 for “fitting ditto.” But for 55AB the<br />
charge was £3.5.0 and for 26PB, £2.8.0.<br />
By 1914, £2.8.0 had become the standard<br />
charge. An exception was 8AD, where the<br />
charge was £2.13.0 for “nickel R-R mascot<br />
to radiator cap (including fitting).”<br />
Keen mascot students will note that this<br />
suggests that the customer chose nickelplating<br />
rather than the then standard<br />
silver-plating. Post-WW I, nickel-plating<br />
became standard until chromium-plating<br />
became the norm after 1930.<br />
The £2.8.0 continued until 4X, when<br />
the price was £2.17.0 but increased to<br />
£3.15.6 for the next few X chassis numbers.<br />
However, the mascot for 2PP, a<br />
later car, was only £2.17.0. What caused<br />
The Spirit of Ecstasy<br />
Barrie Gillings (AUS)<br />
this lack of fiduciary consistency? Perhaps<br />
some of the charges were “mates<br />
rates.” All this price variation nonsense<br />
disappeared with 21LW, when the charge<br />
stabilized at £3.8.6, being £3.3.0 for the<br />
mascot and 5/6 for fitting. But there were<br />
. . . exceptions. 111FW’s mascot was<br />
£3.17.0, altered to £4.6.0, probably because<br />
silver-plating was ordered. 73BW’s<br />
mascot was £3.15.6 and 143BW’s £4.1.6.<br />
By the PG series in 1922, the price had<br />
risen to £4.0.0 and stayed there for Silver<br />
Ghost mascots.<br />
The cost of a mascot for a P I stayed<br />
at £4.0.0, except for two cars where it<br />
was £4.4.0. For 83OR the charge was<br />
£4.10.0, but the extra 10/- was for silverplating.<br />
The mascot price was reduced<br />
to £3.17.6 for the P II and reduced even<br />
more, to £3.0.0, for the P III. One wonders<br />
whether P III owners appreciated,<br />
or even noticed, the price reduction.<br />
The Company decided on £3.10.0<br />
for 20hp mascots until the GHA series,<br />
when it jumped to £3.17.6. But then,<br />
to confuse the researcher even more,<br />
the price dropped back to £3.0.0 for the<br />
GHL and later series, and the Wraith.<br />
But, dear reader, do not think that this<br />
price variation research is only of passing<br />
interest. Silver Ghosts 2414, 2459 and<br />
12BD were brass cars, and brass mascots<br />
were ordered. For 2607, also a brass car,<br />
a bronze mascot was ordered. 2674 and<br />
8AD mascots were ordered in “nickel,”<br />
which I assume means nickel-plate, instead<br />
of the usual silver-plate. 10–16X<br />
orders specified “R-R mascot to special<br />
cap.” 37LW was after the brass car era,<br />
but the order stated “R-R mascot to be<br />
fitted, supplied by us. Order to Mr. Sykes<br />
for brass mascot.” If you are the owner<br />
of any of the above cars, you can give an<br />
overpunctilious concours judge a really<br />
hard time. And you can state with authority<br />
that Sykes made brass mascots when<br />
he was asked to.<br />
By the 1920 CW series, the category<br />
“mascot to be fitted, supplied by<br />
us” became commonplace. The source<br />
was “W,” an abbreviation for “Works,”<br />
in other words Derby, and there were<br />
many entries describing mascots “ex our<br />
(or ‘our own’) stock.” It is apparent that<br />
<strong>Rolls</strong>-<strong>Royce</strong> maintained stocks of mascots<br />
and fitted them to the cars as the<br />
mascots were ordered. Every so often, a<br />
mascot was not fitted to a car but sent to<br />
the owner, who, I suppose, took it to the<br />
coachbuilder for later fitting. Although<br />
mascots after WW I were probably no<br />
longer silver-plated, occasionally a customer<br />
ordered one, as noted above.<br />
I am confident that the standard P II<br />
mascot was slightly smaller than the P I,<br />
but by 1934 the owner had the option of<br />
a kneeling, rather than upright mascot.<br />
This was said to be introduced because,<br />
by then, the owner-driver was becoming<br />
increasingly common and some did not<br />
like a tall mascot obscuring their view of<br />
the road.<br />
The Conduit St. sales cards specify “untarnishable”<br />
mascots in an increasing<br />
number of orders, which probably means<br />
chromium-plated. Mascots after 1930<br />
were chromium-plated, as this matched<br />
the by then Staybrite stainless steel radiators<br />
and, later, radiator shells. By the PY<br />
8494 THE FLYING LADY May / June <strong>2007</strong>
series, a steadily increasing number of P II owners were<br />
specifying “20/25 mascot,” “20/25hp size” or “kneeling<br />
lady type.” By the TA series, “upright type” was a common<br />
descriptor. We can conclude that the P II mascots<br />
ordered with the chassis could have been a “large upright,”<br />
“smaller upright” or “kneeling” lady without straying<br />
from authenticity. The P III owner almost always<br />
requested a mascot but few of the kneeling type were ordered.<br />
The Wraith owner likewise almost always ordered<br />
a mascot but only about one owner in four requested<br />
“kneeling type,” “kneeling lady” or “kneeling lady type.”<br />
The word “lady” was used interchangeably with “mascot.”<br />
The above findings may help owners decide what<br />
particular type of mascot they should fit to their car, or<br />
perhaps help them to argue their case in support of the<br />
suitability of the mascot their car wears.<br />
What Alloys Were Used by Sykes?<br />
Researching this question poses problems. Few owners<br />
of original mascots and caps are willing to allow samples<br />
to be taken for analysis. And as we have seen, certifying a<br />
mascot as an original Sykes presents many difficulties. So<br />
readers should regard the following with healthy scepticism.<br />
The analyses are from a reputable foundry and<br />
should be accurate but I cannot give an absolute guarantee<br />
as to the originality of two of the mascots.<br />
Most readers will know that up to 1930, radiator shells<br />
and many fittings on RRs are made of German silver.<br />
This is an alloy first developed in China, called by them<br />
Paktong, and contains copper, nickel and zinc in a very<br />
wide range of proportions. A general term is “nickel silver”<br />
and readers will know of electroplated nickel silver<br />
(EPNS) used to make forks and spoons. A typical industrial<br />
formulation is Alloy 752, which is 65% copper, 18%<br />
nickel and 17% zinc. Because these alloys do not contain<br />
any silver, a more appropriate metallurgical term is<br />
nickel bronze but RR owners are traditionalists and I will<br />
stay with German silver.<br />
I have analyzed three mascots I believe to be of Sykes<br />
manufacture, two radiator caps I am certain are original<br />
equipment supplied by RR, and a sample from the radiator<br />
tank of my own 1910 SG 1492, also original.<br />
The analyses (which may not total 100 because of<br />
rounding) are, by weight, as follows in Table 1.<br />
These proportions bear closer examination. The radiator<br />
tank is one of the several standard German silver compositions,<br />
as used on pre-1930 <strong>Rolls</strong>-<strong>Royce</strong>s. The two<br />
radiator caps are a standard 80/20 cupro-nickel, which<br />
machines well, is tough, has a silver appearance, and<br />
takes a good polish. The RR spare parts catalogs show<br />
that some radiator caps were cast German silver or brass,<br />
machined after casting. Brass or bronze caps, machined<br />
from the solid, are also seen. Some of these may be of<br />
later or non-RR manufacture. The brass and bronze caps<br />
are usually nickel- or chromium-plated.<br />
The three mascots I had tested have considerably less<br />
nickel than the common German silver formulae and also<br />
contain some tin, lead, and a bit of iron. The three formulae<br />
The mascot on the left is nickel-plated, as is the cap. The one on<br />
the right is a German silver or nickel silver mascot, unplated, on a<br />
similar alloy cap. The color difference is slight but detectable.<br />
The mascot (l) is German silver or nickel silver, whose silver-plating<br />
never was, or has been polished off. The mascot (r) is a #3 type early<br />
mascot, with a vestigial vertical base. It appears to be bronze, and shows<br />
faint traces of earlier silver-plating.<br />
Table 1<br />
Copper Tin lead ZinC niCkel iron<br />
Mascot 1 62% 5.4% 1.3% 20.5% 10.5% 0.6%<br />
Mascot 2 60% 6.7% 1.4% 18.7% 12.2% 0.3%<br />
Mascot 3 64% 5.5% 1.1% 19.3% 9.5% —<br />
Cap 1 79.6% — — — 19.6% 0.1%<br />
Cap 2 79% — 0.2% 0.1% 18.5% 0.1%<br />
SG Radiator 62.4% — — 23% 14% —<br />
May / June <strong>2007</strong> THE FLYING LADY 8495
are, however, comparable, and their lower<br />
nickel content gives these mascots a slight<br />
yellow tinge. But they match the German<br />
silver radiator if both are well polished.<br />
Traces of silver-plating in the crevices is often<br />
detectable in mascots where the plating<br />
has been polished away.<br />
The book Brassfounders’ Alloys 11 has<br />
this to say about German silver: “While<br />
the alloy is essentially a mixture of copper,<br />
zinc, and nickel, other metals may<br />
be added within certain limits with good<br />
results; from 2–3% iron gives increased<br />
hardness and whiteness, the same proportions<br />
of lead or manganese are helpful<br />
in producing sound castings while a<br />
like quantity of tin adds to the brilliance<br />
of polish obtainable.” It is possible, indeed<br />
probable, that Sykes’ foundryman<br />
(Angeloni at first, then later LeMonier)<br />
obtained his casting alloy from a metal<br />
supplier who followed this standard text<br />
when making up the ingots. That would<br />
explain the presence of tin, lead, and iron<br />
in these mascot castings.<br />
Since WW II, the usual casting alloys<br />
used for sculptures are bronzes, of which<br />
there are many formulations. Today the<br />
most common are phosphor bronzes or<br />
silicon bronzes. These have lower pouring<br />
temperatures than nickel-containing<br />
alloys and are easier to handle in the<br />
foundry. So if you have doubts about the<br />
authenticity of your mascot and think it<br />
may be a modern reproduction and not<br />
made between 1911–1929, grind off a<br />
small sample from the underside of the<br />
base and have it analyzed.<br />
It must be pointed out that the above<br />
formulae are quite different from those<br />
quoted by Jo Phillips in her RREC lecture.<br />
She said the ideal formula was 85%<br />
copper, 7.5% zinc, and 7.5% tin, with no<br />
nickel content at all. By 1930, when chromium<br />
plating became commonplace, she<br />
said they changed the formula to 90%<br />
copper and 10% zinc, as the tin in the earlier<br />
alloy caused the chromium-plating to<br />
blister. Other researchers may be able to<br />
verify the use of these alloys in mascots.<br />
This 90/10 alloy is also known as commercial<br />
bronze or red brass. You will have to<br />
trust her word on these formulations. I<br />
have no analyses to support them.<br />
The renowned authority on RR matters,<br />
C.W. Morton, said: “The original<br />
mascot was made in bronze and was 7"<br />
in height. Later, silver-plated bronze was<br />
used, followed by solid nickel-silver then<br />
chromium-plated nickel-silver . . . the<br />
present version [is] in stainless steel.” 12<br />
The reader should note that the word<br />
“bronze,” when used by an engineer like<br />
Morton, is applied to a wide range of<br />
copper alloy formulations, generally, but<br />
not necessarily containing tin.<br />
Both Jo Phillips and Morton agree<br />
that mascots up to 1919 were silverplated.<br />
If you look at a nice Sykes specimen,<br />
you can usually see traces of the<br />
silver-plating in the mascot folds, nooks,<br />
and crannies. Phillips and Morton also<br />
agree that from 1919–1929 the mascots<br />
were nickel-plated. Where the nickel<br />
has been polished away you can usually<br />
see the underlying yellowish tinge of the<br />
copper/zinc/nickel/tin alloy or whatever<br />
alloy it was that Sykes used.<br />
It should be noted that although many<br />
mascots for sale are said to be nickel, or<br />
sometimes “solid” nickel, the seller must<br />
mean that the mascot is nickel-plated.<br />
A mascot made of solid nickel would be<br />
a rarity indeed, as nickel has a melting<br />
point of 1450º C and a casting temperature<br />
higher still. It is also difficult to cast,<br />
even using modern induction melting<br />
and casting techniques and would require<br />
a special high-temperature investment.<br />
Few foundries, even today, would<br />
attempt it and it is extremely unlikely<br />
that Sykes did. But—”never say never,<br />
and never say always.” I once met an<br />
owner who assured me his mascot was<br />
solid nickel. I explained the above but he<br />
demolished my argument by explaining<br />
that his brother worked in a high-tech<br />
metallurgical facility and had made a<br />
solid nickel mascot for him.<br />
Identifying a Non-Sykes Repro<br />
This is an excellent way to start spirited<br />
discussions, lose friends and, perhaps,<br />
provoke legal action. There are a number<br />
of vendors who offer mascots for sale,<br />
some with provenance that may be questionable.<br />
If you have paid a large sum<br />
for a mascot which looks authentic but<br />
which someone later identifies as “not<br />
a genuine Sykes,” the best action might<br />
be to ignore the comment and enjoy the<br />
beauty of the item.<br />
First, let us consider the Sykes mascots.<br />
There are some reliable indicators. The<br />
Sykes group supplied mascots without<br />
mounting bolts, according to Jo Phillips.<br />
<strong>Rolls</strong>-<strong>Royce</strong> must then have fitted bolts<br />
and put them into stock. I believe that all<br />
these mascots had mounting bolts of brass,<br />
bronze, or copper, with 5 ⁄16" or 3 ⁄8" BSF<br />
threads. The nuts and washers were brass,<br />
bronze, or copper and if a spring washer<br />
was used, it was untarnishable. These were<br />
all made and fitted to RR standards. Thus<br />
the bolt was always in the middle of the<br />
base, never off-center, and the base was<br />
dead flat. So, if a mascot has a bolt which is<br />
not centered, is of steel, is not perpendicular<br />
to the base, or has a Whitworth thread,<br />
it is probably not a Sykes mascot.<br />
The very first mascots, the largest of<br />
all, have a hollow base, which was fitted<br />
to a radiator cap with a flat top, or perhaps<br />
over a small hexagon only 3 ⁄16" high<br />
instead of the usual 3 ⁄8". All other mascots<br />
fit against a flat octagon- or hexagon-shaped<br />
raised section of the cap. A<br />
good-quality mascot should have fine detail,<br />
including eyes, fingers, toes and hair,<br />
plus, for many types, an Alice band across<br />
the top of the head. The neckline should<br />
run as a V shape from the shoulders to<br />
between the breasts, with the left side a<br />
little lower than the right. However, your<br />
mascot could be a Sykes even if some or<br />
all of these details are reduced or absent<br />
as a result of excessive polishing.<br />
The inscriptions are a good indicator<br />
of originality and are detailed in descriptions<br />
of the various mascots, below. They<br />
were engraved into the original wax pattern<br />
with a fine-pointed scriber. They are<br />
thus quite fine and easily lost by polishing.<br />
As they were done by hand, and almost<br />
certainly by several operators, the<br />
lettering and numbering can vary a little<br />
in style, and is not as even as mechanical<br />
printing. The signature “Charles Sykes”<br />
8496 THE FLYING LADY May / June <strong>2007</strong>
on some mascots or “C Sykes” on others<br />
is characteristic. The “C” sweeps around<br />
the “h” and all the “e” and “s” letters are<br />
in the Greek style. On some mascots on<br />
the small-horsepower cars, the signature<br />
is not in the usual Sykes form but in standard<br />
upper and lower case lettering. I<br />
think it probable that Sykes was by this<br />
time so busy that he did not, as is usually<br />
claimed, continue to sign every wax pattern<br />
personally, and these signatures are<br />
the work of another. But they appear to<br />
be, in all other respects, Sykes mascots.<br />
The full signature “Charles Sykes” was<br />
shortened to “C Sykes” for mascots after<br />
about 1930, but exceptions are seen.<br />
Now, when someone makes a wax<br />
replica of a Sykes mascot, the scribed<br />
writing described above is usually detectable<br />
in the wax and can be touched up or<br />
deepened on the wax pattern to mimic<br />
the original scribing, but this is seldom<br />
done. The inscriptions can be redefined<br />
on the completed casting with a very<br />
small dental drill, but the cut is wider<br />
than scribed lettering and careful examination<br />
will show this. Lettering redefined<br />
after replating is quite obvious because<br />
the underlaying metal is exposed and is a<br />
different color. Because of the care with<br />
which the Sykes team prepared their<br />
waxes and finished their castings, their<br />
mascots have virtually no fins, bubbles,<br />
rough surfaces or mold-parting lines. If<br />
any of these are present, the mascot is<br />
probably a reproduction.<br />
Previous page: an original Sykes mascot,<br />
somewhat pitted, but showing the appearance<br />
of inscriptions made in the wax pattern<br />
by a sharp point. Below: a reproduction<br />
of the mascot after the inscriptions<br />
have been engraved with a fine dental<br />
burr. The writing is noticeably wider.<br />
Testing the alloy requires special equipment.<br />
But you can reach some conclusions<br />
using a strong magnet. Small but<br />
very strong “rare earth alloy” magnets are<br />
now available. If you attach one to a strip<br />
of steel and suspend it on a string, you<br />
can test for the presence of chromium-<br />
or nickel-plating. This magnet is not attracted<br />
to any of the bronzes, brasses,<br />
cupro-nickel, German silver alloys, or<br />
silver-plating, but is lightly attracted to<br />
nickel- or chromium-plating. Thus a silver-plated<br />
early Silver Ghost mascot will<br />
not attract, nor will a later German silver<br />
mascot that has lost all its nickel-plating.<br />
Likewise, a silver-plated, cupro-nickel, or<br />
German silver radiator cap will not attract<br />
but an identical-looking nickel-plated cap<br />
will. The last are common, and may be<br />
of later manufacture. The first three are<br />
rarer and probably original.<br />
There is a reproduction of a pre-WW II<br />
Sykes mascot which was made by <strong>Rolls</strong>-<br />
<strong>Royce</strong> and should perhaps be regarded<br />
as an authorized reproduction. I was told<br />
a decade ago by an RR representative at<br />
Crewe that the company had earlier commissioned<br />
the manufacture of some pre-<br />
WW II Sykes-pattern mascots, in response<br />
to many requests from owners of pre-WW<br />
II cars whose mascots had been lost or<br />
stolen. I have examined one of these, purchased<br />
from RR by a colleague, and advise<br />
that it is an excellent copy of a middle-size<br />
20/25 mascot. It is chromium-plated but<br />
has no date, signature, or under-wing inscriptions.<br />
The RR employee also told me<br />
that the contractor abused the permit and<br />
manufactured several unauthorized copies<br />
in Sterling silver and was required to<br />
cease and desist.<br />
There is a fine-quality mascot I have<br />
seen a number of times about which I<br />
have no information. It is similar to the<br />
late Silver Ghost/P I size but the toes are<br />
smaller and the hair and Alice band are<br />
very clearly defined. But its major identifying<br />
feature is the base, which closely<br />
resembles that of the early Silver Ghost<br />
mascot, including the vertical, cylindrical<br />
surface, but without any lettering on the<br />
cylinder, the base or under the wings. The<br />
wings are different from all other mascot<br />
wings in that they are somewhat flattened<br />
and slope at 45º, instead of curving over<br />
at the rear. The absence of any inscriptions<br />
more or less proves that it is not a<br />
Sykes production, but many folk would<br />
not know this, nor perhaps care.<br />
There is certainly an abundance of<br />
other non-Sykes mascots. I have seen<br />
mascots made of lead, pewter, type metal,<br />
brass, zinc, and electro-plated plastic. Two<br />
examples warrant describing. Some years<br />
ago, a colleague purchased an upright and<br />
a kneeling mascot from a car club. He<br />
said they were for sale quite openly, but,<br />
apparently, not any more. One is a goodquality<br />
die casting with good detail of face,<br />
hair and toes, has a rounded base and is<br />
chromium-plated. When struck with a fingernail,<br />
it makes a dull sound. It has no<br />
inscriptions anywhere and has the other<br />
clue of a 3 ⁄8" Whitworth-threaded bolt. If<br />
you look carefully you can see the parting<br />
marks for the die used. I too have an<br />
example of this mascot, which I purchased<br />
in, of all places, an electrical goods store in<br />
Kuala Lumpur in 1980 for $3. My mascot<br />
is not as good, because the parting lines of<br />
the mold are more obvious and indicate<br />
that the mold was in six parts, to accommodate<br />
the undercuts. I have compared<br />
both these die-cast mascots with an almost<br />
identical nickel-plated bronze-alloy mascot<br />
which has much better detail. But it<br />
does have “R-R Ltd” (but no date) and a<br />
“C Sykes” signature on the base and the<br />
usual inscriptions under the wings. It is<br />
the only Sykes-type mascot I have encountered<br />
that lacks a date. In addition, it<br />
has mechanical, rather than artistic detail.<br />
I have concluded that it is a worked-over<br />
fabrication of a genuine P I-type Sykes<br />
mascot that has been manufactured and<br />
sold as a reproduction Sykes mascot. But<br />
the copier has erred in omitting the date<br />
from the inscriptions. Perhaps the copier<br />
was unaware that “6. 2. 11” is the only<br />
date on Skyes upright mascots and not the<br />
date of actual manufacture, and omitted<br />
a date rather than inscribe an anachronistic<br />
one. I have concluded that this mascot<br />
was probably also the basis for the die-cast<br />
mascots described above.<br />
The car club mentioned above also<br />
offered for sale a copy of a kneeling<br />
mascot. It is an exact copy of the Silver<br />
Dawn/Silver Wraith kneeling mascot, and,<br />
like them, has no date or signature, but<br />
does have the “REG US PAT OFF” and<br />
“TRADE MARK REG” stampings under<br />
the right and left wings. It is a lost-wax<br />
casting in brass and is chromium-plated,<br />
but has some loss of face and toe details.<br />
May / June <strong>2007</strong> THE FLYING LADY 8497
Silver Ghost<br />
(1400–1600)<br />
Silver Ghost<br />
(Series J–P)<br />
P I<br />
P II<br />
(Series J2, K2,<br />
L2, M2)<br />
20hp<br />
1924<br />
Table 2<br />
Cap for filler S430 Knead<br />
Cap for radiator filler<br />
Cap for radiator filler<br />
The casting process has also blurred the<br />
under-wing inscriptions, which lack the<br />
crisp detail of the stamped, genuine mascots.<br />
As suggested earlier, it is possible to<br />
identify this mascot as a reproduction by<br />
its casting shrinkage. It is visibly smaller<br />
than an original RR-manufactured kneeling<br />
mascot, with a nose-to-toes measurement<br />
of 104 mm, compared to 109 mm<br />
for an original RR casting. This is the typical<br />
5% shrinkage one sees with most jellymold,<br />
lost wax, investment cast replicas<br />
Radiator Caps<br />
Every car and every mascot has to have<br />
a radiator cap, and one was always supplied<br />
with every chassis. I have consulted<br />
the Catalogue of Parts for Silver Ghosts<br />
1400–1600 and series J to P, P I series<br />
V, W and X, P II series J2, K2, L2 and<br />
M2, and 20hp, 1924, to record the part<br />
names, numbers, and code names for<br />
S430<br />
E18326<br />
Knead<br />
Cellerman<br />
(to be used when <strong>Rolls</strong>-<strong>Royce</strong> mascot is fitted)<br />
Mascot E18328a Cellulose<br />
(only supplied when specially ordered)<br />
Cap for radiator filler S430 Knead<br />
Cap for radiator filler E18326 Cellerman<br />
(only supplied when <strong>Rolls</strong>-<strong>Royce</strong> mascot is fitted)<br />
Mascot E18328a Cellulose<br />
(only supplied when specially ordered)<br />
Cap, radiator filler E80424 Lidgus<br />
(not required when mascot is fitted)<br />
Cap, radiator filler E80425 Lidhap<br />
Mascot<br />
(only required when mascot is fitted)<br />
E77955a Lidibe<br />
Cap, filler E18326 Cellerman<br />
(to be used when <strong>Rolls</strong>-<strong>Royce</strong> mascot is fitted)<br />
(nickel silver)<br />
Cap, filler E23038 Ruggins<br />
(to be used when <strong>Rolls</strong>-<strong>Royce</strong> mascot is fitted)<br />
(brass)<br />
Cap, radiator filler S430<br />
(nickel silver)<br />
Knead<br />
Cap, radiator filler E23037<br />
(brass)<br />
Ruislip<br />
Mascot E52356a Meole<br />
these radiator caps.<br />
Table 2 shows them<br />
exactly as printed.<br />
This chart shows<br />
that the mascots for<br />
the late Silver<br />
Ghost and P I series<br />
named above<br />
had the same part<br />
number, and were<br />
probably the same.<br />
It also shows that when you ordered a<br />
mascot for the P II, you were not also<br />
supplied with a standard (non-mascot)<br />
radiator cap, and for the 20hp you could<br />
have a nickel silver or a brass cap, whether<br />
you ordered a mascot or not. I believe<br />
that the brass cap could have been nickelplated.<br />
The chart also shows that the P II<br />
(Lidibe) and 20hp (Meole) mascots were<br />
different from the Silver Ghost and P I<br />
(Cellulose) mascots, and that mascots<br />
were supplied only when specially ordered.<br />
The standard radiator cap, also called a<br />
“town” or “parking” cap has a small hexagon-shaped<br />
top, approximately 7 ⁄8" across<br />
the flats and 5 ⁄16" high. My SG1492 cupronickel<br />
cap, which I believe to be original,<br />
is actually a little wider, 0.92" or 23 mm.<br />
It is a cast cap, and the hexagon must<br />
have been milled, so it is possible that the<br />
This is a GA drawing of the so-called “steam valve.” If you can<br />
read such, note that the radiator cap has a spring-loaded inner<br />
disc that abuts the top of the radiator filler. Water passing this<br />
disc overflows and discharges through the two curved overflow<br />
pipes. The radiator cap actually screws onto a “dummy” filler<br />
attached to the exterior radiator shell, which is also a “dummy,”<br />
covering the actual radiator.<br />
machinist simply milled the hexagon flats<br />
until the casting irregularities had been<br />
eliminated. This probably also explains<br />
why the height of the hexagon also varies<br />
a little from cap to cap.<br />
The flat top of the mascot cap is wider<br />
and shorter than that of the parking<br />
cap, and is usually hexagon-shaped, but<br />
some after 1930 were octagon-shaped.<br />
The examples I have measured are in<br />
the range 1.465–1.485" across the flats<br />
(hexagon or octagon) and from 0.165–<br />
0.265" high. It is probable that radiator<br />
caps are in the same category as mascots,<br />
and copies abound, but you can be<br />
sure that the cap’s threaded section always<br />
fits the 2" diameter filler for SG, P<br />
I and 20hp; 2.25" for P II and 20/25hp;<br />
2.5" for 25/30 and Wraith; and 2.75" for<br />
P III. Regardless of diameter, all fillers<br />
have 16 threads to the inch.<br />
The caps seal the radiator top with<br />
a cork, or nowadays, a rubber or nitrile<br />
gasket, except for the late 20/25hp and P<br />
II, and the 25/30hp cars, which have the<br />
“anti-splash” radiator cap. This unusual<br />
device is a multi-part (11 components)<br />
device containing nuts and washers, two<br />
springs and a cover, plus a disc that abuts<br />
the top of the radiator filler to prevent<br />
water splash, and is sometimes called<br />
the “steam valve.” It does not actually<br />
seal the radiator. If your cap does not<br />
8498 THE FLYING LADY May / June <strong>2007</strong>
This mascot is from a 2004 auction catalog. Although it has a<br />
Sykes signature, it is unlikely to be a variant Spirit of Ecstasy mascot,<br />
despite being mounted on an RR radiator cap, as it has no<br />
wings and is very tall.<br />
have one of these, you can substitute the<br />
working parts of a modern radiator cap<br />
after a little modification. The threads<br />
of a steam valve radiator cap actually engage<br />
a dummy filler external to the actual<br />
radiator filler, as shown in the general arrangement<br />
drawing.<br />
Wraith and P III radiators have plastic<br />
filler caps, located under the hood. Their<br />
exterior parking or mascot caps screw into<br />
place on the false top tank that covers the<br />
actual radiator, do<br />
not seal anything,<br />
and are not exposed<br />
to water. The Silver<br />
Dawn has the same<br />
arrangement, and<br />
its mounting bolt is<br />
steel, so my comment<br />
about mascots with steel mounting<br />
bolts indicating non-originality does not<br />
apply to the Silver Dawn, and probably<br />
does not apply to the Wraith and P III<br />
mascots.<br />
Mystery Mascots<br />
There are always some of these around.<br />
The one shown here was described by<br />
Martin Cannell in RREC Bulletin #229,<br />
July/August 1998 at page 229. He acquired<br />
two of these sculptures “from some effects<br />
This mascot was purchased at the Conduit Street closing-down<br />
auction. It might be a trial RR mascot, but this is speculative.<br />
which had been sold from the offices of<br />
Park Ward Ltd., the coachbuilders, prior<br />
to the company being purchased by <strong>Rolls</strong>-<br />
<strong>Royce</strong> in 1938/39.” He said that they were<br />
originally nickel-plated bronze and were<br />
subsequently chromium-plated, and “both<br />
are correctly signed ‘Charles Sykes’ on the<br />
top of the veil.” One or other of these, or<br />
another one altogether, was offered at auction<br />
by Bonhams & Butterfields at Quail<br />
Lodge in August 2004, with a suggested<br />
price range of $14–18,000. This sculpture,<br />
or the other one, or another one altogether<br />
was offered by the same auction<br />
house at Hershey in October 2006, with<br />
an estimated selling price of $8–9,000. I<br />
have now seen three pictures of this or<br />
these mascots with a different base in each<br />
picture. It is said to be an experimental<br />
20hp mascot that was not adopted for use.<br />
May / June <strong>2007</strong> THE FLYING LADY 8499
This mascot is, according to the owner, a<br />
“short wing design.” I have reproduced its<br />
shape and dimensions by flattening the<br />
wings of a wax pattern of the same mascot<br />
type. Perhaps a reader can provide more<br />
information about this unusual mascot.<br />
This mascot, photographed by <strong>Rolls</strong>-<strong>Royce</strong>,<br />
complete with ruler, was said by the well<br />
known RR authority Stanley Sears to be<br />
from an early Silver Ghost. Most other<br />
authorities would say it is much too small,<br />
being five inches high instead of seven.<br />
The John Schroder collection. Some authorities believe these are the entire range of casting<br />
masters used by Sykes and not finished car mascots. Their whereabouts are unknown.<br />
Readers might like to test their skills in identifying the mascots offered for auction in this<br />
very desirable Lot 241, Sotheby’s, London, 1987.<br />
There are at least two reasons for doubting<br />
this. First, it is far too tall to be appropriate<br />
for a 20hp, whose Sykes mascots<br />
are, typically, about half as high. Secondly,<br />
Jo Phillips mentions only “a short-winged<br />
mascot” as a variant but adds: “My father<br />
did not like it and persuaded R-R Ltd. that<br />
it was not ‘a good thing’ so it was never<br />
adopted.” This mascot has no wings at all.<br />
It could have been made and signed by<br />
Charles Sykes, but perhaps not as a <strong>Rolls</strong>-<br />
<strong>Royce</strong> mascot but as separate artistic exercise<br />
altogether. A skeptic might opine that<br />
it could be a sculpture on which its creator<br />
bestowed a Charles Sykes signature without<br />
authorization, but this might be considered<br />
carping.<br />
When the Conduit Street offices were<br />
closed, there was an auction of some<br />
of the contents. A fellow enthusiast attended<br />
this auction and purchased a<br />
mascot that he believes was an alternative<br />
mascot design sculpted by Sykes. It<br />
is an appropriate size for a mascot, has a<br />
similar artistic theme, and looks fine on<br />
a <strong>Rolls</strong>-<strong>Royce</strong> radiator. But unless some<br />
written or anecdotal evidence comes to<br />
light, the attribution for this item should<br />
probably remain speculative.<br />
In 2000, Martin Cannell described another<br />
unusual mascot he had acquired. 13<br />
He said: “The ‘short wing’ design featured<br />
in this article may well be a representation<br />
of the ‘New Phantom’ mascot.<br />
The redesigned ‘wings’ were spread in a<br />
horizontal manner, giving the effect of a<br />
much lower profile from all angles.” He<br />
thinks it may be of silver, but had not<br />
tested this at the time of writing. He<br />
noted that the overall height was 4.25"<br />
and the wing spread 5". He said there<br />
were the usual base inscriptions but no<br />
under-wing markings. This mascot is certainly<br />
unusual. The cap on which it sits is<br />
not the usual hexagon or octagon, and it<br />
is most unusual to have base inscriptions<br />
and nothing under the wings.<br />
Cannell’s mascot is probably not, as he<br />
suggests, a short-winged version of a standard<br />
mascot designed to permit the opening<br />
of the hood without mascot-turning.<br />
I have made comparison measurements<br />
of a mascot I have that has the same<br />
shape and base inscriptions as the Cannell<br />
mascot, and the wings of either would<br />
require mascot rotation to open the car’s<br />
hood without obstruction. I have made a<br />
8500 THE FLYING LADY May / June <strong>2007</strong>
wax replica of my mascot, and can replicate<br />
the shape of his by bending the wax<br />
wings down to match. I believe that it is<br />
the wing-bending that accounts for the<br />
unusual shape of his mascot. It may be a<br />
coincidence, but my example of the early<br />
Lalique have made many mascots, and the<br />
Spirit of Ecstasy is no exception. One such<br />
has been fitted to a Goodwood Phantom.<br />
1. Silver-plated; N–T: 113 mm; base 50 mm dia. and hollow<br />
-RHS base: blank; LHS base: Charles Sykes<br />
-under wings blank<br />
-vertical sides of base:<br />
ROLLS-ROYCE LIMITED FEB.6TH1911<br />
-Alice band 10 x 3 mm, deeply scribed<br />
-left wing lower than right<br />
Springfield mascot also has wings at the<br />
same level as the head, and they are very<br />
wide. Perhaps there is a connection?<br />
Mascot Collections<br />
Stanley Sears had a fine mascot collection,<br />
which was photographed extremely<br />
well by <strong>Rolls</strong>-<strong>Royce</strong> in 1960. Curiously,<br />
the mascot he says is for a 1911 Silver<br />
Ghost is only 5" high, not the 7" that<br />
most authorities state. John Schroder<br />
displayed his fine collection in a onepage<br />
article, with group photograph, at<br />
page 13 of the March 1975 RREC Bulletin.<br />
The text and photograph were reproduced<br />
in FL80-5, at page 2310.<br />
Joe Fildes has pictured his extensive<br />
mascot collection (see Part I) and accompanied<br />
it with very comprehensive<br />
descriptions, plus five measurements of<br />
each mascot, for eleven different mascots.<br />
It is the most detailed size and inscription<br />
information I have encountered.<br />
Occasionally a “complete set of mascots”<br />
appears for sale or auction. A set<br />
of eleven, unmounted, appeared on the<br />
front page of the RREC Advertiser of<br />
September 1985. Two years later, a So-<br />
THE BIG PRE-WW II MASCOTS<br />
theby’s catalog for an auction in London<br />
on November 30, 1987 pictured a superb<br />
set of 14 mascots dating from 1911–1987,<br />
all mounted on wooden base. The suggested<br />
auction price range was £5–8,000,<br />
which is, by today’s standards, a low price<br />
for genuine Sykes mascots.<br />
Mascot Details and Inscriptions<br />
The mascots I describe below are from<br />
my collection, and are either Sykes mascots,<br />
or very good reproductions. I describe<br />
them in what I believe to be the<br />
order that Sykes made them, but I could<br />
be in error. I also describe some mascots<br />
I am reasonably sure were not made by<br />
Sykes, for the purposes of comparison.<br />
The measurements are in millimeters, to<br />
provide simple, precise figures. Because<br />
of the variability inherent in casting wax<br />
patterns, I provide only the “nose to toes”<br />
measurement, described above, and the<br />
diameter of the base, plus descriptions.<br />
11 By John F. Buchan, E. and F.N. Spon, Haymarket<br />
SW1, 1918<br />
12 <strong>Rolls</strong>-<strong>Royce</strong> News, December 4, 1957<br />
13 RREC Bulletin #239, p. 70–1<br />
Comments: I first saw examples of this mascot (two) at the<br />
Alpine Celebration Tour 2003 in Austria, and since then<br />
have seen more examples, for sale and at auctions. Some<br />
have said it is a post-WW II sculpture, and not by Sykes.<br />
This possibility does not detract from its striking appearance<br />
and artistic merit. It is a fine mascot. A solid silver<br />
version exists.<br />
May / June <strong>2007</strong> THE FLYING LADY 8501
2. Silver-plated; N–T: 103 mm; base 42 mm dia. and hollow<br />
-RHS base blank; LHS base: Charles Sykes<br />
-under wings blank<br />
-vertical sides of base:<br />
ROLLS-ROYCE LIMITED FEB6TH 1911<br />
-Alice band 5 x 2 mm, faint<br />
-left wing lower than right<br />
Comments: This is<br />
by far the most<br />
common large<br />
early mascot, and<br />
is, in my view, suitable<br />
for all pre-<br />
WW I cars. Many<br />
replicas must exist,<br />
because only<br />
about one in ten<br />
pre-WW I chassis<br />
were ordered with<br />
this or a slightly<br />
later mascot.<br />
3. Silver-plated; N–T 105 mm; base 41 mm dia., with vertical cylindrical<br />
section below, 37 mm dia. and 3 mm high<br />
-RHS base: R·R LTD 6·2·11<br />
-LHS base: Charles Sykes<br />
-TRADE MARK REG. under right wing<br />
-REG. U.S. PAT. OFF. under left wing<br />
-Alice band 7 x 2 mm, well-defined<br />
Comments: This is a rare mascot. Its cylindrical base appears<br />
to be a vestigial version of that on mascot #2. A<br />
colleague has one, which shows clearly the remains of<br />
original silver-plating. Another was pictured in an article<br />
by Pedr (sic) Davis at page 62 of the Australian Bulletin,<br />
February 21, 1984.<br />
4. Nickel-plated; N–T 103 mm; base 36 mm dia.; base has vertical,<br />
cylindrical sides, higher at rear<br />
-RHS base: ROLLS-ROYCELTD Feb 61911<br />
-LHS base: Charles Sykes<br />
-TRADE MARK REG. under right wing<br />
-REG. U.S. PAT. OFF. under left wing<br />
-Alice band only a depression on this mascot<br />
Comments: This<br />
is a common<br />
and attractive<br />
mascot. The<br />
vertical sides<br />
to the base<br />
make it easy<br />
to identify. It<br />
would, in my<br />
opinion, be<br />
suitable for a<br />
Silver Ghost<br />
or P I.<br />
5. Nickel-plated, but perhaps originally silver-plated; N–T 101 mm;<br />
base 37 mm dia.<br />
-RHS base: ROLLS–ROYCE LTD 6.21911<br />
-LHS base: Charles Sykes<br />
-TRADE MARK REG. under right wing<br />
-REG. U.S. PAT. OFF. under left wing<br />
-Alice band only a depression on this mascot<br />
-left wing slightly lower than right<br />
Comments: This is an excellent mascot for most Silver<br />
Ghosts and perhaps P Is. It is handsome, large, and<br />
impressive. It resembles closely mascot #4, but has a<br />
rounded, not cylindrical base and is dated 6.21911 and not<br />
Feb 6 th 1911.<br />
8502 THE FLYING LADY May / June <strong>2007</strong>
6. Nickel silver or German silver, no evidence of any plating; N–T:<br />
100 mm; base 40 mm dia. -RHS base: R·R.LTD. 6.211.<br />
-LHS base Charles Sykes<br />
-TRADE MARK REG. under right wing<br />
-REG. U.S. PAT. OFF. under left wing<br />
-no Alice band. Head heavily polished<br />
Comments: An excellent example of an unplated mascot, with<br />
the slight yellowish tinge of nickel or German silver. Polishing<br />
has started to erase the scribed inscriptions. The base<br />
is very wide, and would overhang slightly the usual mascot<br />
radiator cap. There are three deep, vertical grooves 5 mm<br />
long below the toes of the left foot. I cannot explain them.<br />
As it is unplated, it is probably more suited to Silver Ghost<br />
than P I and is almost certainly a Sykes product.<br />
7. Nickel-plated; N–T 96 mm: base 40 mm dia.; very rounded base<br />
-RHS base: R·R LTD 6·2·11·<br />
-LHS base: Charles Sykes<br />
-TRADE MARK REG under right wing [w/o periods]<br />
-REGUS PATOFF under left wing [w/o periods]<br />
-raised Alice band, 5 x 2 mm<br />
Comments: This mascot is very similar to #4 and 5 but has a<br />
well-rounded base. The owner is confident it was supplied<br />
with a P I chassis.<br />
8. Nickel-plated; N–T 94 mm; base 39 mm dia.; base rather flat<br />
-RHS base: ROLLSROYCELTDFeb61911<br />
-LHS base: Charles Sykes<br />
-TRADE.MARK.REG. under right wing<br />
-REG.U.S. PAT.OFF. under left wing<br />
-traces of Alice band<br />
Comments: This mascot has a smooth finish with little surface<br />
detail. The head is<br />
large and the figure full,<br />
with broad hips. The<br />
under-wing writing is<br />
twice the usual height<br />
and angled differently.<br />
It is smaller than Silver<br />
Ghost mascots. The<br />
mascot measurement<br />
tables, supported by Joe<br />
Fildes, identify this as a<br />
P I mascot, but I have<br />
seen very few so fitted.<br />
It would also look<br />
appropriate on a P II,<br />
20/25 or 25/30.<br />
THE SMALL PRE-WW II MASCOTS<br />
I will describe these from small to large, which I believe was<br />
the way they were developed.<br />
9. Nickel-plated; N–T 74 mm; base cylindrical, 28 mm dia., 5 mm<br />
thick front, 8 mm thick rear<br />
-RHS base: ROLLS ROYCE LTD FEB 6 1911<br />
-LHS base: C Sykes<br />
-TRADE MARK REG under right wing<br />
-REG US. PAT OFF under left wing<br />
-no Alice band<br />
Comments: This is the smallest mascot I have seen on a pre-<br />
WW II car. It was on a very early 20hp, probably original<br />
equipment and has a delicate appearance. It is unusual in<br />
that the date is written FEB not Feb, and the signature is<br />
not “Charles Sykes” as used on pre-1930 mascots, but “C<br />
Sykes” as used on post-1930 mascots. It is somewhat larger<br />
than Cloud and Shadow mascots.<br />
May / June <strong>2007</strong> THE FLYING LADY 8503
10. Nickel-plated; N–T 76 mm; base 33 mm dia, cylindrical and<br />
uniformly 8 mm thick<br />
-RHS base: ROLLS.ROYCE LTD FEb 6 1911<br />
-LHS base: Charles Sykes<br />
-TRADE MARK REG. under right wing<br />
-REG. U.S. PAT. OFF. under left wing<br />
-no Alice band<br />
Comments: This too is from<br />
an early 20hp and probably<br />
original equipment. The<br />
most noticeable feature is<br />
the thick base, and I have<br />
seen examples with even<br />
thicker bases. The FEB and<br />
C Sykes of #9 have changed<br />
to FEb and Charles Sykes.<br />
11. Nickel-plated; N–T 82 mm; base 35 mm dia., cylindrical and<br />
7 mm thick all around<br />
-RHS base: RRLTD6·2·11<br />
-LHS base: Charles Sykes<br />
-TRADE MARK REG. under<br />
right wing<br />
-REG. U.S. PAT. OFF. under<br />
left wing<br />
Comments: This mascot features<br />
very large lettering,<br />
twice the height of the earlier<br />
mascots, both on the<br />
base and under the wings.<br />
12. Nickel-plated; N–T 83 mm; base 32 mm dia. and very rounded<br />
-RHS base: R.R.LTD 6·2·11<br />
-LHS base: CSykes<br />
-TRADE MARK REG under right wing<br />
-REG. U.S. PAT. OFF. under left wing (inscription at right angles<br />
to usual)<br />
-Alice band 7 x 2 mm and prominent<br />
Comments: This mascot is from an early 20hp but was probably<br />
retrofitted. The lettering<br />
on the base and under<br />
the wings is large and the<br />
face aquiline. The body is<br />
much thinner than #9, 10<br />
and 11, but taller. The big<br />
difference is, however, the<br />
C Sykes signature, which is<br />
in normal printing and not<br />
the Sykes style, which uses<br />
Greek e and s lettering. It<br />
is unlikely to have been lettered<br />
by Sykes.<br />
13. Nickel-plated; N–T 81 mm; base 34 mm dia., very rounded<br />
and deeper than #12<br />
-RHS base: R.R. LTD 6·2·11<br />
-LHS base: C· Sykes<br />
-TRADE MARK REG under right wing<br />
-REG. U.S. PAT. OFF. under left wing<br />
-no Alice band<br />
Comments: This mascot<br />
has the same large lettering,<br />
the same non-Sykes<br />
signature, and the same<br />
rounded base as #12, but<br />
the face and body are<br />
correctly proportioned,<br />
not thin, and the face is<br />
not aquiline. All of #12’s<br />
dimensions are slightly<br />
smaller than #13, suggesting<br />
that it is a reproduction<br />
of #13.<br />
14. Chromium-plated; N–T 83<br />
mm; base 33 mm dia., gently rounded<br />
-RHS base: ROLLS ROYCE LTD 6·2·11<br />
-LHS base: Charles Sykes<br />
-REG. U.S. PAT. OFF. under right wing<br />
-TRADE MARK REG. under left wing<br />
-Alice band 5 x 2 mm but faint<br />
Comments: This mascot<br />
was sold as coming from<br />
a 20/25hp. There is good<br />
detail in the draperies.<br />
The under-wing inscriptions<br />
are very large, but<br />
the base inscriptions are<br />
quite small. The date extends<br />
to under the toes<br />
of the left foot, the only<br />
mascot so lettered in my<br />
collection. But the most<br />
unusual feature is the reversal<br />
of the under-wing<br />
inscriptions<br />
15. Chromium-plated; N–T 74 mm; base 33 mm dia., cylindrical,<br />
and 7 mm high front and 10 mm high rear<br />
-RHS base blank; LHS base blank<br />
-blank under right wing<br />
and left wing<br />
-Alice band simulated by<br />
deep 7 mm groove<br />
Comments: This is not a<br />
Sykes mascot, but one supplied<br />
by R-R Motors Ltd.<br />
in the 1980s in response<br />
to requests from customers<br />
requiring a pre-WW II<br />
mascot. It is not a copy of<br />
any Sykes mascot but does<br />
resemble some of them.<br />
8504 THE FLYING LADY May / June <strong>2007</strong>
16. Chromium-plated; N–T 119 mm; base 33 mm dia.<br />
-RHS base: 26·1·34.<br />
-LHS base: C·Sykes<br />
-TRADE MARK REG. under right wing<br />
-REG. U.S. PAT. OFF. under left wing<br />
-Alice band 7 x 2 mm, faint<br />
Comments: This is a pre-WW II Sykes kneeling mascot and<br />
has a date and signature, unlike the almost identical Silver<br />
Dawn mascot, which has neither. All the inscriptions<br />
are hand-scribed, but the Sykes signature lacks the Greek<br />
e and s, and was probably<br />
not lettered by Sykes.<br />
The drapery details are<br />
flowing, artistic and more<br />
pleasing than those of the<br />
Dawn mascot. Note that<br />
the N–T measurement is<br />
from the nose tip to the<br />
tip of the big toe of the<br />
extended left foot.<br />
PRE-WW II NON-SYkES MASCOT<br />
17. Nickel-plated; N–T 98 mm; base 37 mm dia. Base is steeply<br />
rounded<br />
-RHS base: R.R. LTD.<br />
-LHS base: C·Sykes.<br />
-TRADE MARK REG. under right wing<br />
-REG. US. PAT. OFF. under left wing<br />
-Alice band 8 x 1.5 mm, hair ribbed<br />
Comments: This mascot has an acceptable appearance, but<br />
is clearly not made by Sykes. The drapery details are mechanical<br />
and excessive, the hair is overdone and the date<br />
is missing. Most people would not, however, notice these<br />
details, and if the alternative is no mascot and the price is<br />
reasonable, it would be acceptable to many owners.<br />
18. Nickel-plated; N–T 96 mm; base 37 mm<br />
-no inscriptions anywhere<br />
-this is a die casting in a lead-, tin-, or zinc-based alloy<br />
Comments: This is a diecast copy of #17, and shows from<br />
the molding fins that the mold was in five or more parts.<br />
This mascot would be<br />
suitable to fit to a car<br />
where theft is likely.<br />
The buyer should not<br />
pay more than a few<br />
dollars for one. It will<br />
make a dull sound<br />
when tapped.<br />
19. Nickel-plated; N–T 95 mm; base 41 mm dia. No inscriptions<br />
on base or under wings. Alice band 9 x 2 mm and very prominent,<br />
hair ribbed; base closely resembles that of mascots #1<br />
and 2 and may have been copied from them, with a prominent<br />
vertical cylinder 7 mm high under the base. The wings are<br />
inclined more steeply than other mascots.<br />
Comments: This is an attractive mascot, but clearly not a<br />
Sykes or a Sykes replica. Many purchasers would deduce<br />
this from the absence of any inscriptions. But if you need a<br />
nice-looking mascot, this<br />
would be worth considering<br />
if the price was acceptable.<br />
The wings are<br />
steeper than is usual, but<br />
this is not obvious unless<br />
a genuine mascot is<br />
nearby for comparison.<br />
May / June <strong>2007</strong> THE FLYING LADY 8505
20. Chromium-plated; N–T 112 mm; base 33 mm dia.<br />
-RHS base blank; LHS base blank<br />
-TRADE MARK REG. stamped, not scribed, under right wing<br />
-REG. U.S. PAT. OFF. stamped, not scribed, under left wing<br />
-no Alice band, hair ribbed<br />
Comments: This is the first mascot made by R-R Ltd. It is a<br />
kneeling version of the Spirit of Ecstasy and was supplied<br />
with each Silver Dawn<br />
and Silver Wraith, unlike<br />
the pre-WW II cars where<br />
the mascot had to be specifically<br />
requested when the<br />
chassis was ordered. It is a<br />
copy of the Sykes version,<br />
but the drapery is more<br />
mechanical and it lacks the<br />
artistic appearance of the<br />
original. After a while, owners<br />
requested replacements<br />
of mascots lost, stolen or<br />
strayed, and those supplied<br />
by RR after 1972 can be<br />
identified by the engraved lettering on the front of the base,<br />
which reads <strong>Rolls</strong>-<strong>Royce</strong> Motors Limited.<br />
21. Cast stainless steel;<br />
N–T 71 mm; base 33<br />
mm dia.<br />
-RHS and LHS base<br />
and under R and L<br />
wings blank<br />
Comments: The Silver<br />
Cloud, Shadow, Spirit,<br />
Spur and derivatives<br />
all have basically the<br />
same form of mascot.<br />
Silver Cloud mascots<br />
are bolted into the<br />
radiator cap. Silver<br />
Shadow and later<br />
mascots are either<br />
POST-WW II RR-MANUFACTURED MASCOTS<br />
spring-loaded or retract below the radiator top, mechanically<br />
or electrically, to conform to the safety regulations of<br />
various countries. It is difficult to identify the correct mascot<br />
for each model as the differences are subtle. Martin<br />
Bennett’s earlier photograph of four mascots shows the<br />
difficulties facing the budding mascot expert, or concours<br />
judge. But if you are buying a replacement mascot for your<br />
Cloud, Shadow, Spirit, Spur or derivative, you should check<br />
that the diameter of its base and the method of securing it<br />
to the radiator are correct for your model.<br />
22. Cast stainless steel; N–T 51 mm; base 41 mm dia.; base very<br />
wide and gently curved<br />
-RHS and LHS of base and underside of R and L wings blank<br />
Comments: This is the latest mascot, made specifically for the<br />
Goodwood Phantom. It is much smaller than any previous<br />
Spirit of Ecstasy car mascot and has extremely thick wings,<br />
considering its small size. It is doubtful if any Goodwood<br />
Phantom owner needs to know more about this mascot. It<br />
can be retracted into the radiator shell at any time using the<br />
manual switch, or will retract when the doors are locked<br />
when in the automatic mode. Better still, if the owner forgets,<br />
the mascot retracts automatically if interfered with.<br />
Thus the mascot is immune from theft or damage, and is<br />
unlikely ever to require replacement.<br />
There are several versions of small presentation or decorative<br />
mascots, some of them encased in plastic and presented to<br />
long-term employees by <strong>Rolls</strong>-<strong>Royce</strong>. A wide range of mascot<br />
jewellery is also available, but describing these would make an<br />
already long dissertation far too long. Perhaps a reader with<br />
jewellery expertise can prepare an article on the various small<br />
Spirit of Ecstasy items which they have encountered. But thank<br />
you, any reader who has persevered to the end of this article. If<br />
you have any additions or corrections, please send them to me<br />
or the editor.<br />
8506 THE FLYING LADY May / June <strong>2007</strong>
there are probably four basic ingredients<br />
for a great car event: great cars,<br />
great venue, great organization, and<br />
great weather. The twelfth annual Amelia<br />
Island Concours d’Elégance (AIC) had<br />
all these wrapped up in a bow for all who<br />
attended. The show takes place annually<br />
over the first weekend of the first full<br />
week of March, this year from Friday the<br />
ninth to Sunday the eleventh. While there<br />
were twenty-three scheduled events over<br />
the three days, the large draw is for the<br />
RM Auction, with its preview on Friday<br />
and auction on Saturday and, of course,<br />
the concours on Sunday.<br />
The AIC continues to have a maximum<br />
number of 275 entrants (which was<br />
reached) organized into 33 classes. Fourteen<br />
cars came from outside the US. This<br />
number of cars perfectly occupies the<br />
large stretch of golf course immediately<br />
adjacent to the Ritz-Carlton hotel (home<br />
of the event since its start) along with a<br />
number of vendor tents and room to peruse.<br />
This year the 61 judges awarded<br />
33 “Best in Class” awards, 47 “Amelia”<br />
awards, 44 “Corporate” awards and two<br />
“Best in Show” awards. This tradition of<br />
awarding two Best of Show awards started<br />
in 2005 and this year was no different,<br />
awarding the “Best in Show, Concours<br />
d’Elégance” to a 1937 Talbot-Lago T-<br />
150-C-SS (90107) with Figoni & Falaschi<br />
coachwork, belonging to Jack Nethercutt,<br />
California and “Best in Show, Concours de<br />
Sport” to a 1953 Ferrari 375MM Vignale<br />
Spyder (0286AM), belonging to Bruce<br />
and Jolene McCaw (who own both the alleged<br />
and the real Blue Train Bentleys) of<br />
Washington. A look around the field and<br />
it’s a 3D version of the best automobile<br />
coffee-table book you could imagine, with<br />
the top marques and most interesting cars<br />
represented well.<br />
Our favorite cars numbered 23 in all (an<br />
increase over last year), with 15 <strong>Rolls</strong>-<strong>Royce</strong>s<br />
and 8 Bentleys spread over 7 classes,<br />
mostly positioned in their usual location,<br />
in a row on the west side of the field. The<br />
pictures herein will speak best about the<br />
winning cars, but several interesting points<br />
must be mentioned: DeNean Stafford’s<br />
1914 Silver Ghost (26RB) is an original and<br />
complete car, leather and all; similarly, Bob<br />
Bahre’s 1933 Phantom II (270AJS) is also<br />
unrestored and nearly unused (with only<br />
The <strong>2007</strong> Amelia Island<br />
Concours d’Elégance<br />
Rubén L. Verdés (FL) Photos by Larry S. Glenn (MD)<br />
Historical research & period photos by John W. de Campi (NH)<br />
A view from the <strong>Rolls</strong>-<strong>Royce</strong> tent, looking out onto the AIC.<br />
Matt Sysak enters the AIC field early Sunday morning in TB2542. It’s easy to see why his<br />
6 1 ⁄2L claimed the Most Sporting Bentley Award.<br />
Bill Ruger talks with the judges about his 8L (YM5044) before the official judging started.<br />
May / June <strong>2007</strong> THE FLYING LADY 8507
about 34,000 miles), taking the award for<br />
the Best Original Unrestored Car; and as<br />
an amazing coincidence, James Caldwell’s<br />
Springfield Phantom I (S397FM) shares<br />
kinship with Bahre’s 270AJS: S397FM’s<br />
first owner was Mrs. J.C. Benz of Lynn,<br />
MA and 270AJS’s first owner was her<br />
daughter, Doris Benz, also of Lynn, MA.<br />
Each car displayed at the AIC has a<br />
placard that provides interesting owner-<br />
The ferry that crosses the St. John’s River<br />
from Amelia Island to Mayport is where<br />
we found this 1952 R Type (B370LSR) H.J.<br />
Mulliner saloon owned by Henry Hoffstot.<br />
Both the car and owner made it safely<br />
across the river.<br />
This year’s AIC honorary chairman, Derek<br />
Bell, was busy all week autographing items<br />
for his fans.<br />
The west side of the field is mostly for <strong>Rolls</strong>-<strong>Royce</strong> and Bentley.<br />
Hey, I think that guy cut me off at Le Mans! Legendary racers Sir Stirling Moss (l) and<br />
Brian Redman take a short break during a poster signing at The Ritz. <strong>Rolls</strong>-<strong>Royce</strong> Motors<br />
honored Brian at a dinner Thursday night in honor of his racing accomplishments and<br />
his 70 th birthday.<br />
8508 THE FLYING LADY May / June <strong>2007</strong>
Left: 17RB (1914 Silver Ghost) Portholme tourer. Owner: Gale & Henry Petronis, Orlando, FL (Best in<br />
Class: Silver Ghost) First owner: James Radley, London. Right: This is how 17RB appeared in 1960.<br />
Left: S397FM (1927 Springfield Phantom I) Brewster Playboy. Owner: James & Marion Caldwell. Toms<br />
River, NJ (Best in Class: American Classic Open (1923–1930). First owner: Mrs. J.C. Benz, Lynn, MA.<br />
Right: Many SP Is were rebodied; this car carried an Arundel body, pictured here on a Silver Ghost.<br />
Left: B11HM (1936 4 1 ⁄4L) Vanden Plas coupe. Owner: Christopher Sanger, New York, NY<br />
(Best in Class: Bentley Pre-War). First owner: Hugh Hunter, UK. Right: This is Vanden<br />
Plas’ rendering of this car, showing the restoration carries the correct color scheme.<br />
It can happen to the best of us.<br />
provided (and not always accurate) information,<br />
making the viewing of the cars far<br />
more interesting than would otherwise be<br />
the case. In this way, the AIC is ahead of<br />
many other shows, but chassis numbers<br />
are still hard to come by. In the future, as<br />
these cars will outlive us all, these shows<br />
and their attending records will offer a<br />
unique opportunity to help document the<br />
history of the cars that appear in them.<br />
Having the chassis number will greatly<br />
May / June <strong>2007</strong> THE FLYING LADY 8509
help that process. To illustrate this idea, our pictorial presentation<br />
includes a look at early pictures of the cars, a process greatly<br />
facilitated by knowing the chassis numbers.<br />
Another distinctive aspect of this show is its focus on the cars<br />
of the great road races and their drivers. This year’s Honorary<br />
Chairman was former race driver (and consultant to Bentley<br />
during their modern-day Le Mans effort) Derek Bell MBE, who<br />
was at hand for various parts of the show and at its conclusion<br />
with the awarding of the Best of Show trophies. The judges list<br />
Left: WGC48 (1950 Silver Wraith) H.J. Mulliner 2-seat dhc. Owner: Gene & Marlene<br />
Epstein, Wrightstown, PA (Best in Class: <strong>Rolls</strong>-<strong>Royce</strong>). First owner: Mrs. S.M. Rhodes, UK.<br />
Right: This is as the car appeared in a 1963 ad. A proud price even then!<br />
Left: BC96LBG (1957 S1 Continental) H.J. Mulliner fastback. Owner: Steve Wolf,<br />
Boca Raton, FL (Best in Class: Bentley Post-War). First owner: William Brewster,<br />
USA. Right: This is a period picture from the coachbuilder of the same body style.<br />
Left: 26RB (1914 Silver Ghost) Vanden Plas torpedo grand luxe.<br />
Owner: DeNean Stafford, Tifton, GA (Amelia Award: <strong>Rolls</strong>-<strong>Royce</strong><br />
Silver Ghost). First owner: Messrs. Castankeria, Lima & Rugeroni, Ltd.,<br />
Lisbon, Portugal. Right: This is the coachbuilder’s period photo.<br />
also yields a few celebrities, including Edward Herrmann the<br />
actor, and Dick Smothers of the Smothers Brothers Show. Our<br />
own Maggie Newman was on the Silver Ghost judging team.<br />
The Florida Region ran a “nifty and thrifty” meet around the<br />
AIC, allowing members to attend on a last-minute basis by arranging<br />
lodging just outside of town, as rooms become pricey<br />
and scarce months before the show. This attracted members<br />
from around the area and from outside of Florida too. Next<br />
year’s AIC will be March 7–9, make plans early!<br />
8510 THE FLYING LADY May / June <strong>2007</strong><br />
DeNean Stafford
Left: B66DG (1935 3 1 ⁄2L) Park Ward dhc. Owner: George Howell, Elmira, NY<br />
(Amelia Award: Bentley Pre-War). First owner: Hector MacKay. Right: This<br />
is a Park Ward period photo of the same body style as B66DG.<br />
Left: 3DL56 (1938 Phantom III) H.J. Mulliner allweather. Owner: James Millegan, Lake<br />
Oswego, OR (Amelia Award: European Custom Coachwork (1924–1936). First owner: Dr.<br />
William Lombard Murphy, Ireland. Right: Before receiving H.J. Mulliner #5149 coachwork,<br />
3DL56 had Hooper coachwork, design #9018, pictured here on another P III.<br />
Left: LCEL87 (1965 Silver Cloud III) MPW cabriolet Owner: Steve Wolf, Boca Raton, FL (Amelia<br />
Award: <strong>Rolls</strong>-<strong>Royce</strong>). First Owner: M. Gelman, USA. Right: This is LLCB16, the first cabriolet made<br />
for Louis Marx on an SC II lwb, design 7484. Thereafter four similar versions (design 2033) were executed<br />
on SC III lwb chassis, retaining the single headlamps, of which LCEL87 was the last one made.<br />
Left: 1921 (1912 Silver Ghost) Barker tourer. Owner: Don & Liz Meyer, Lebanon, NJ<br />
(The Millard Newman Award - The Spirit of Millard Newman). First owner: Sir Edgar<br />
Bowring, St. John, Newfoundland. Right: The car as it appeared in 1954 (FL p. 150.)<br />
May / June <strong>2007</strong> THE FLYING LADY 8511
Matt Sysak<br />
Left: TB2542 (1926 6 1 ⁄2L) H.J. Mulliner dhc. Owner: Matthew Sysak,<br />
Washington Crossing, PA (The Ultimate MotorWorks Award - For the<br />
Most Sporting Bentley). First owner: Mrs. Cholmeley, Lushill, Highworth,<br />
Wiltshire, UK. Right: The coachbuilder's photo shortly after completion.<br />
Left: YM5044 (1931 8 L) Lancefield tourer Owner: William Ruger, Newport,<br />
NH (Bentley Motors Inc. - The Most Elegant Bentley). First Owner: unknown.<br />
Right: The coachbuilder’s photo shortly after completion.<br />
Left: 270AJS (1933 Phantom II) Brewster Henley roadster. Owner: Bob & Sandra Bahre,<br />
Alton, NH (The RM Restorations Award - For the Best Original Unrestored Car). First<br />
owner: Doris Benz, Lynn, MA. Right: A Brewster rendering of the Henley design.<br />
8512 THE FLYING LADY May / June <strong>2007</strong>
this particular auction is called “Vintage<br />
Motor Cars at Amelia Island”<br />
and subtitled “In conjunction with<br />
the Amelia Island Concours d’Elégance.”<br />
The success of the AIC seems to feed the<br />
auction and vice versa. Each year, a high<br />
standard of automobiles can be seen, and<br />
acquired for a price.<br />
This year’s high-end auction star was a<br />
1932 Packard Twin Six Sport Phaeton<br />
(900331), which sold for $1.65 million<br />
(all sales amounts include 10% buyer’s<br />
premium.) Not far behind were a 1929<br />
Duesenberg Model J Dual Cowl Phaeton<br />
and a 1939 Delahaye 135MS Grand Sport<br />
Roadster, and coming in fourth, a 1932<br />
Bentley 8 Litre (YX5125) with coachwork<br />
by Mayfair Carriage Company Ltd.,<br />
selling for $962,000. After a 1963 Shelby<br />
King Cobra, the sixth-highest price was<br />
paid for a 1913 <strong>Rolls</strong>-<strong>Royce</strong> Silver Ghost<br />
(19MA) with coachwork in the style of<br />
Portholme, selling for $852,500. Much<br />
further down the line was a 1969 <strong>Rolls</strong>-<br />
<strong>Royce</strong> Silver Shadow Estate Wagon,<br />
Above: 1929 Duesenberg<br />
Model J (2149). Right: 1939<br />
Lagonda V12 (14069).<br />
The RM Auction at Amelia Island<br />
Rubén L. Verdés (FL) Photos by Larry S. Glenn & Rubén L. Verdés<br />
1913 Silver Ghost (19MA)<br />
once owned by Millard Newman, which<br />
sold for $41,800.<br />
Other sales included an unusual 1937<br />
Cord 812 with a removable hardtop<br />
($225,000); a 1927 Isotta Fraschini 8A<br />
Boattail Tourer ($390,000); a 1931 Cadillac<br />
V16 Sport Phaeton ($561,000); a 1924<br />
Mercedes 28/95 Sport Phaeton ($775,000)<br />
and a 1939 Lagonda V12<br />
(14069) drophead coupe,<br />
built by Lagonda as well<br />
($451,000)—a car and engine<br />
W.O. Bentley was involved<br />
with after his days at <strong>Rolls</strong>-<br />
<strong>Royce</strong>.<br />
This 1932 Ford Model A five-window coupe<br />
was ordered new by the former president of<br />
Mexico, Roquen Gonzalez Garza, who took<br />
office in January of 1915, but was exiled that<br />
same year when his regime was overthrown.<br />
Years later his son turned the car into a race<br />
car and raced it throughout Mexico and<br />
southern Texas. At the auction it sold for<br />
$46,750, below its low estimate of $50,000.<br />
By golly, it’s a Jolly. Originally selling for<br />
around $1,800 this 1965 Fiat Jolly beat<br />
its high estimate of $35,000 by almost<br />
$20,000, selling for $53,900. These cars<br />
have for years fetched high prices.<br />
1932 8 L (YX5125) with Mayfair body. 1969 Silver Shadow (SRX6119) Estate Wagon<br />
May / June <strong>2007</strong> THE FLYING LADY 8513
eaders who have been club members<br />
for a number of years will fondly recall<br />
this colorful man and his colorful<br />
remarks—and an era that was all around<br />
allowed to be more colorful than our<br />
overly politically correct, and thus bland,<br />
present. Reg was, and still is, given to<br />
making hair-raising and hilarious pronouncements,<br />
delivered in good humor<br />
and with quintessential British wit.<br />
It probably took no prodding whatsoever<br />
to get him to record some of his<br />
recollections in the form of a book. Five<br />
years in the making, its publication is now<br />
expected in June. To put the reader into<br />
a proper receptive mood, a few words to<br />
explain the man behind the bold words<br />
seem in order.<br />
“<strong>Rolls</strong>-<strong>Royce</strong> is not so much in the car<br />
industry, as in the mobile Rembrandt<br />
business.”<br />
“We don’t hike prices—we effect a tariff<br />
adjustment which regretfully is usually<br />
in an upward direction.”<br />
Just two of the quintessential English observations<br />
that would make journalists’<br />
eyes roll when they sought to compare<br />
<strong>Rolls</strong>-<strong>Royce</strong> to ordinary cars, or queried<br />
a hefty sticker increase. Reg Abbiss, who<br />
used these and many other humorous<br />
one-liners, is well-known to <strong>Rolls</strong>-<strong>Royce</strong><br />
and Bentley aficionados in the US, Canada,<br />
Britain and Australia. From 1977 to<br />
the mid-90s he was the public face and<br />
spokesman for <strong>Rolls</strong>-<strong>Royce</strong> and Bentley<br />
Motor Cars in North America.<br />
His official title was Senior Executive,<br />
Corporate Communications, which<br />
effectively made him a spin doctor—before<br />
political operators gave the term a<br />
bad name. He spun the magic of <strong>Rolls</strong>-<br />
<strong>Royce</strong> motorcars to print and broadcast<br />
journalists and favored a lighthearted approach<br />
over the serious, heavy technique<br />
some would have expected from such a<br />
weighty, traditional company as <strong>Rolls</strong>-<br />
<strong>Royce</strong>, the very embodiment of understatement<br />
and decorum.<br />
Now he has written a book, <strong>Rolls</strong>-<br />
<strong>Royce</strong> from the Inside–The Laughs,<br />
Myths and Truths, due for publication<br />
this summer (by Tempus in the UK), and<br />
his mischievous sense of humor comes<br />
through as he affectionately describes the<br />
foibles and antics of enthusiasts. While he<br />
terms some of them a trifle eccentric, he<br />
knows they’re the greatest unpaid public<br />
relations army a company ever had.<br />
Abbiss, Reg Abbiss<br />
Former <strong>Rolls</strong>-<strong>Royce</strong> and Bentley Communications Chief<br />
Puts It Down on Paper FL Staff<br />
Commemorating 80 years of <strong>Rolls</strong>-<strong>Royce</strong> technology, the Silver Ghost—AX201—made an<br />
appearance at the Sydney International Airport in 1984 along with a Boeing 747. (Dennis Miller<br />
Williams, the London Public Relations manager, at the wheel.) Reg Abbiss stands in the air intake<br />
of the RB211 jet engine to give an idea of its size.<br />
Part of his work was responsibility<br />
for advertising, and when PBS asked if<br />
<strong>Rolls</strong>-<strong>Royce</strong> would sponsor its television<br />
broadcast of the Prince Charles/Diana<br />
wedding, he said yes. It was a first. Television<br />
costs were generally prohibitive<br />
and represented a shotgun, rather than a<br />
rifle-shot approach, targeting consumers<br />
who could afford a car costing five times<br />
the average price of a set of wheels.<br />
PBS was affordable (even <strong>Rolls</strong>-<strong>Royce</strong><br />
always watched the bottomline!) and Reg<br />
signed up. When journalists asked why<br />
<strong>Rolls</strong>-<strong>Royce</strong> was pushing the boat out,<br />
Reg replied with a nearly straight face:<br />
“Well, the bridegroom’s mother is a wellknown<br />
owner.”<br />
Reg “brought the Company” to RROC<br />
Annual Meets, from Rhode Island to<br />
California, Michigan to Florida, Toronto<br />
to Washington State, and quite a few in<br />
between, whenever possible providing a<br />
preview of model developments. (Some<br />
lucky RROC members will recall a memorable<br />
drive of the Bentley Turbo R after<br />
a media event at Laguna Seca.)<br />
Reg was responsible for the introduction<br />
of a range of cars, from the Silver<br />
Shadow II and Silver Wraith II to Corniche<br />
enhancements through to Corniche<br />
IV; Silver Spirit and Spur; the stretched-<br />
Spur limousine; the turbocharged Flying<br />
Spur, the fastest <strong>Rolls</strong>-<strong>Royce</strong> ever built;<br />
and the exciting Bentley renaissance with<br />
the models that re-energized the company,<br />
the Mulsanne S, Bentley Eight,<br />
Brooklands, Continental R, Turbo R and<br />
the Azure convertible. On occasion he<br />
would bring one along to give members<br />
a heads-up on a new, if somewhat expensive<br />
piece of machinery coming to a<br />
showroom near them.<br />
When pressed about the forthcom-<br />
8514 THE FLYING LADY May / June <strong>2007</strong>
Reg Abbiss doing what comes natural: poking<br />
fun at pomposity. Though his approach<br />
was often humorous, the underlying message<br />
never wavered. Reg was very proud to be <strong>Rolls</strong>-<br />
<strong>Royce</strong>’s spokesman.<br />
ing Silver Spirit, he would only concede,<br />
with a wide smile: “You can be sure it will<br />
look like a <strong>Rolls</strong>-<strong>Royce</strong>, ride like a <strong>Rolls</strong>-<br />
<strong>Royce</strong>, and sure as hell be priced like a<br />
<strong>Rolls</strong>-<strong>Royce</strong>!”<br />
At Annual Meet banquets he would bring<br />
us up to speed with what was happening<br />
in the Company and on one celebrated<br />
occasion when rumor was swirling all over<br />
the place that <strong>Rolls</strong>-<strong>Royce</strong> and Bentley<br />
Motor Cars, going through a difficult financial<br />
period, were on the block and<br />
likely to be snapped up by a German<br />
company, he shocked his colleagues by<br />
publicly confronting the 800 lb gorilla<br />
in the room. “Now, about BMW buying<br />
<strong>Rolls</strong>-<strong>Royce</strong>” he began. Somebody commented<br />
that never had so many martinis<br />
been suddenly frozen en-route to the lips<br />
of startled imbibers. He put some immediate<br />
apprehensions to rest, dampening<br />
speculation that within months the Germans<br />
would be marching into the Crewe<br />
factory, but acknowledged that the parent<br />
company, the engineering group Vickers,<br />
was obligated to shareholders to give serious<br />
consideration to realistic offers. Eventually<br />
German companies did acquire the<br />
British icons after emotional shareholder<br />
meetings in London in which WW II vet-<br />
erans called for <strong>Rolls</strong>-<strong>Royce</strong> and Bentley<br />
to stay British and implored Vickers not<br />
to sell out. After a decade and a half with<br />
<strong>Rolls</strong>-<strong>Royce</strong> (before “the Teutonic Slugfest”<br />
as he describes the struggle between<br />
VW and BMW for control played out) Reg<br />
returned to broadcast journalism, his first<br />
love. A former BBC News reporter and<br />
anchor, Reg’s perspective of <strong>Rolls</strong>-<strong>Royce</strong><br />
and Bentley may be unique—from the<br />
outside as a broadcast journalist in London<br />
trying to ferret out its secrets, and<br />
later as spokesman and media strategist<br />
explaining why the two British marques<br />
deserved the accolade “Best in the World”<br />
despite the efforts of other manufacturers<br />
to lay claim to the title.<br />
Already as a teenager Reg wanted to be<br />
a reporter, and during journalism studies<br />
he willingly suffered leg pulling as<br />
the only young man in a class of 20 girls<br />
trying to reach a shorthand speed of 140<br />
words per minute.<br />
With college studies in English, law,<br />
and business, and armed with his 140<br />
wpm he started in journalism on weekly<br />
newspapers in Yorkshire, then at 21<br />
founded a news agency, covering northern<br />
England for national papers and wire<br />
services, and four years later joined BBC<br />
News in London as a reporter.<br />
Television and radio assignments during<br />
12 years at the BBC ranged from war<br />
correspondent in Vietnam to<br />
covering an earthquake and<br />
typhoon in Tokyo, violent<br />
political demonstrations in<br />
London, and reporting from<br />
the newly discovered Alaskan<br />
North Slope oil fields. He<br />
filed stories from Germany,<br />
France, Scandinavia, Italy,<br />
Canada and Hong Kong,<br />
between times interviewing<br />
Muhammad Ali, the Beatles,<br />
Richard Nixon, Robert Kennedy,<br />
and assorted Prime<br />
Ministers. While he would<br />
not claim to have actually<br />
interviewed Sir Winston<br />
Churchill, he recalls proudly<br />
that he once spoke to the<br />
great man. As a young BBC<br />
reporter, Reg was dispatched<br />
to “doorstep” Churchill’s<br />
London home in Hyde Park<br />
Gate on the former Prime<br />
Minister’s 90 th birthday.<br />
After several hours of flower and card<br />
deliveries, the front door opened to reveal<br />
Sir Winston, in dark suit and spotted<br />
bow-tie. Leaning on a stick, he smilingly<br />
acknowledged the cheers of onlookers<br />
across the street and raised a hand in the<br />
famed victory salute. Stepping forward<br />
with his cameraman and other journalists,<br />
Reg said: “Good morning Sir. A very happy<br />
birthday to you.” The statesman smiled,<br />
nodded, and growled “Thank you, thank<br />
you.” Brief as the encounter was, Reg<br />
counts it as one of the most meaningful<br />
of his BBC News assignments because as<br />
they grew up, youngsters in Britain began<br />
to understand the inspirational war leadership<br />
that made Churchill a national hero.<br />
After general reporting, Reg specialized<br />
in business coverage during a<br />
turbulent time in British politics, anchoring<br />
general election and financial<br />
broadcasts. He reported several nights<br />
a week on BBC TV News, was correspondent<br />
and presenter of the television<br />
series Made in Britain, and reported almost<br />
daily on the BBC World Service.<br />
He left the BBC to direct communications<br />
for British Telecom before <strong>Rolls</strong>-<br />
<strong>Royce</strong> CEO David Plastow and George<br />
Lewis, President of <strong>Rolls</strong>-<strong>Royce</strong> Motors<br />
International, recruited him to help persuade<br />
wealthy Americans that life was<br />
incomplete without the most luxurious<br />
of all British products.<br />
Spreading the <strong>Rolls</strong>-<strong>Royce</strong> gospel: Reg with two-time Indy<br />
500 winner Arie Luyendyk (r) at the 1995 introduction of<br />
the Bentley Azure in Scottsdale, Arizona.<br />
May / June <strong>2007</strong> THE FLYING LADY 8515
He says he had a lot of fun at <strong>Rolls</strong>-<br />
<strong>Royce</strong>, and was proud to speak for products<br />
that exemplified excellence, exquisite<br />
craftsmanship, and a reputation for being<br />
the finest in their field. Switching<br />
from journalism to PR, Reg saw himself<br />
as a “poacher-turned-gamekeeper” or as<br />
Americans would say “the fox guarding<br />
the hen house.” But he couldn’t resist the<br />
fun of poaching again and returned to<br />
journalism in 1996, with the Speedvision<br />
TV Network, co-anchoring and reporting<br />
Aviation News through its three-year<br />
run and also presenting AutoWeek. He<br />
reported and anchored news and feature<br />
programs from the Farnborough and<br />
Paris International Air Shows with Apollo<br />
12 commander Pete Conrad, and wrote<br />
and presented two acclaimed series for<br />
the flagship Speedvision News RaceWeek<br />
program “The Business of Auto Racing”<br />
and “The Safety of Racing.”<br />
More recently he has specialized in<br />
commercial voiceovers which, he confesses,<br />
sure beats working, and narrated 52<br />
episodes of The Great Cars TV series for<br />
Michael Rose Productions of Los Angeles.<br />
The programs run on some 200 stations in<br />
North America, Britain, and in Australasia.<br />
this magazine and other RROC<br />
publications present many articles<br />
describing ambitious tasks such as<br />
rebuilding a transmission or differential.<br />
While these projects are too complex for<br />
me, I’m glad these articles are published<br />
for those members who are very accomplished<br />
mechanically, and it is important<br />
to capture these procedures for future<br />
professionals. This article has a different<br />
flavor. Here I’d like to inspire members<br />
with more modest mechanical aptitude<br />
to attempt some simpler repairs. Poor<br />
fuel pump performance manifests itself<br />
in seeming to run out of gas, and possibly<br />
being able to restart only to seem<br />
to run out of gas again. Normal function<br />
may be restored for a time by restarting<br />
the car or giving the pump a sound<br />
thump, but most likely the symptoms<br />
will gradually or suddenly get worse.<br />
Also, the clicking sound when you first<br />
turn on the ignition before starting the<br />
car will be less vigorous.<br />
Nearly identical fuel pumps were<br />
used in many <strong>Rolls</strong>-<strong>Royce</strong> and Bentley<br />
automobiles. If you’ve got a factory in-<br />
<strong>Rolls</strong>-<strong>Royce</strong> from the Inside–The Laughs,<br />
Myths and Truths, which he has worked<br />
on between broadcasting assignments<br />
over the past five years, is not intended<br />
to induce engineering highs about quiet<br />
tappets or throttle-knuckle joints. It’s<br />
about “human insights into the world<br />
of <strong>Rolls</strong>-<strong>Royce</strong> and Bentley; mainly<br />
about people—interesting, quirky owners,<br />
who, if they didn’t exist would need<br />
to be invented.” The tone is that of a<br />
light-hearted “Would you believe this?”<br />
book about enthusiasts and their motorcars<br />
and the man whose absolute commitment<br />
to quality set benchmarks and<br />
made his name famous the world over.<br />
When the company slid into the financial<br />
tank, however, in the 1990s because it<br />
could not generate enough cash to fund<br />
critically important developments, and<br />
Volkswagen and BMW started a corporate<br />
brawl for control of <strong>Rolls</strong>-<strong>Royce</strong> and<br />
Bentley, he felt he had to add a chapter<br />
or two to chronicle the struggle for ownership<br />
of a British icon that many felt<br />
should have stayed British, even if more<br />
for emotional than economic reasons.<br />
No need to read between the lines: Reg<br />
makes no bones about where he stands<br />
on the matter. Packed with fascinating<br />
stories and anecdotes, <strong>Rolls</strong>-<strong>Royce</strong> from<br />
the Inside is a humorous celebration of<br />
a century of excellence and achievement<br />
by skilled artisans and craftsmen whose<br />
coachbuilt motorcars have long been described<br />
as the Pride of Britain, Envy of<br />
the World.<br />
Reg writes: “If some of the many<br />
<strong>Rolls</strong>-<strong>Royce</strong> owners I have known over<br />
the years see themselves as I describe<br />
idiosyncrasies and messianic devotion to<br />
motorcars—they should be proud. They<br />
belong to a unique group, privileged to<br />
drive remarkable and wonderful carriages,<br />
whose like the world will probably<br />
not see again.<br />
“The sinews, the heart and the soul<br />
of <strong>Rolls</strong>-<strong>Royce</strong>, I do believe, could have<br />
sprung only from England, acknowledged<br />
the world over for its eccentricities, wry<br />
sense of fun, and an inbuilt desire to get<br />
it right.<br />
“So fasten the seat belts and let’s be<br />
off. I hope you’ll have a few chuckles<br />
along the way, roll your eyes, chortle perhaps,<br />
and say: “I had no idea . . . is he serious<br />
. . . I can hardly believe it!”<br />
[Reg can be emailed at Reg@AbbissMedia.com]<br />
SU Fuel Pump Tune Up for a Silver<br />
Cloud and Other Cars<br />
Tom Wright (CA)<br />
stalled A-Both-B switch or one I supplied<br />
to those who requested them in early<br />
2005, you may find one pump is working<br />
but the other is not or is working intermittently.<br />
It’s time for a fuel pump tune<br />
up! The following instructions are for a<br />
Silver Cloud, but, except for a few details,<br />
they will apply to decades of <strong>Rolls</strong>-<br />
<strong>Royce</strong>, Bentley, and other automobiles<br />
equipped with SU fuel pumps 1 . This<br />
project is within the capabilities of almost<br />
any amateur mechanic.<br />
Theory of Operation<br />
SU fuel pumps are quite simple 2 . Don’t<br />
worry that it looks complex; little of this<br />
will be disassembled. This diagram is from<br />
the SC I parts book (available from the<br />
club store), page 611. There is a chamber<br />
(3) with a gas line from the tank and<br />
at 1 and the matching hole just below).<br />
Each has a check valve so fuel can only<br />
flow from the tank and only flow to the<br />
carburetors. For most SU fuel pumps, the<br />
check valve is merely a metal flap (7) that<br />
is pushed against a hole by the fluid flow<br />
John de Campi a gas line to the carburetors (connecting<br />
1<br />
Many <strong>Rolls</strong>-<strong>Royce</strong> and Bentley models have<br />
the pumps more conveniently mounted on<br />
the firewall, as in this 1938 Bentley B167LE.<br />
8516 THE FLYING LADY May / June <strong>2007</strong>
and thereby stops the flow. One side of the<br />
chamber is a diaphragm (13) for one of<br />
the pumps. When the diaphragm is pulled<br />
out, fuel is pulled from the gas tank into<br />
the chamber, and when the diaphragm<br />
goes in, fuel is pushed from the chamber<br />
to the carburetors. The diaphragm<br />
is pulled out by an electromagnet (14).<br />
Actuating the electromagnet also pushes<br />
open a switch (19) cutting off the power<br />
to the electromagnet. Then a spring (15)<br />
pushes the diaphragm back, also closing<br />
the switch that gives power to the electromagnet,<br />
starting the cycle again. The<br />
closing of the points produces the classic<br />
fuel pump ticking. The switch is actually<br />
two sets of points mounted on a Y bracket.<br />
It is these points that generally need attention<br />
when performance is poor. If they<br />
are fouled up or misaligned, too little<br />
current can flow to vigorously pull out<br />
the diaphragm, so little fuel flows. In the<br />
Cloud and a number of other cars, there<br />
is one chamber with two pumps attached.<br />
Each pump has its own diaphragm, electromagnet,<br />
spring, and points. The shared<br />
chamber causes a few purists to say this is<br />
not really a dual pump system, but that is<br />
merely a semantic distinction.<br />
Tools needed:<br />
Tool needs will vary only slightly for different<br />
<strong>Rolls</strong>-<strong>Royce</strong> models, except that<br />
many models will not need the jack or<br />
jack stands.<br />
• 1 ⁄2" combination open end and box end<br />
ratchet wrench<br />
• 11 ⁄32" nut driver<br />
• 11 ⁄16" open end wrench<br />
• one plastic tub (e.g., 14" x 10" x 4" white<br />
plastic)<br />
• narrow-blade screwdriver<br />
• two 10" pieces of 14 gauge wire<br />
• four alligator clips<br />
• two 1 1 ⁄2-ton (minimum) jack stands<br />
• 2-ton (minimum) floor jack<br />
2<br />
If you do not have a 1 ⁄2" ratchet box end<br />
wrench 3 , this is the time to buy a set.<br />
To undertake this procedure without this<br />
wrench is masochism, because you will<br />
add one hour of boring, frustrating, uncomfortable<br />
work to the project. (I have<br />
done it with and without.) The 11 ⁄32" nut<br />
driver sounds like an oddity, but I’ve found<br />
them both in cheap sets and quality ones,<br />
so I guess they’re common. You might<br />
possibly need a 15 ⁄16" open end wrench too<br />
if the gas line nuts were overtightened.<br />
Procedure<br />
I have done this procedure a couple of<br />
times on my car and the complete process<br />
takes me two hours. The ratchet box<br />
end wrench is the key. There are only<br />
two difficult parts, and they both involve<br />
getting nuts started in slightly difficult<br />
circumstances. But even so, with a little<br />
care this job is well within reach of any<br />
Sunday mechanic.<br />
1. You will want to wear coveralls and<br />
examination gloves as this is a fairly<br />
dirty job. Vinyl gloves work better<br />
than latex, which seems to react<br />
poorly with gasoline.<br />
2. Disconnect the battery. If you<br />
haven’t installed a battery cutoff<br />
switch, see FL03-4, p. 7034<br />
“Hotronics Battery Cut-Off Switch”<br />
by Gil Fuqua. This cut-off switch<br />
is both a great convenience during<br />
projects of this type and is an<br />
important safety feature for your<br />
car. Without it, an electrical fire can<br />
keep re-igniting itself until your fire<br />
extinguisher is used up. Then you<br />
get to watch your car turn into a pile<br />
of ashes. I have posted an article I<br />
wrote on installing it in a Cloud to<br />
the club Web Discussion Group,<br />
Silver Cloud section.<br />
3. Jack up the car with the floor jack<br />
under the differential with a piece of<br />
wood between to protect the fins on<br />
the differential.<br />
4. Install the floor jacks under the rear<br />
axles. You want the axles 18" or so off<br />
the floor. While installing the floor<br />
jacks, maintain a healthy skepticism<br />
about the jack holding up the car. I<br />
position the jacks with a broom rather<br />
than getting under a car supported<br />
only by a jack. Once the jack stands<br />
are in place, lower the car onto them<br />
and be sure it is stable. Move the jack<br />
out of the way. The picture shows<br />
LSMH223 resting comfortably on<br />
the jack stands 4 .<br />
5. Locate the fuel filter on the bulkhead<br />
behind the right axle. Place the plastic<br />
tub under the fuel filter to catch the<br />
gasoline that will drip out. Loosen the<br />
wing nut on top of the metal bowl<br />
enough so its bracket can be pivoted<br />
to one side. Pull off the bowl and its<br />
rubber gasket. This is necessary to<br />
prevent all the gasoline in the tank<br />
from siphoning out when you remove<br />
the fuel pumps. You may want to<br />
clean the screens in the filter while<br />
you’re at it. (Perhaps I’m lucky about<br />
my gasoline, but I’ve never found<br />
anything in there.) If your pumps are<br />
mounted higher than the fuel tank,<br />
you won’t need to prevent siphoning.<br />
May / June <strong>2007</strong> THE FLYING LADY 8517<br />
3<br />
4
6. The fuel pumps are located underneath<br />
the car outboard of the frame<br />
rails on the right side of the car near<br />
the front of the rear door. Undo the<br />
thumb screw from the terminal at<br />
the back of the rear pump and remove<br />
the wires connected to it. Be<br />
careful not to lose the coil springstyle<br />
locking washer.<br />
7. Remove the filter caps from the<br />
bottom of the pump housing and remove<br />
the filters. Use the plastic tub<br />
to catch the filters and the gasoline.<br />
(Again, perhaps I’m lucky about<br />
my gasoline, but I’ve never found<br />
anything in these filters either.) 5 is<br />
looking straight up with the rear of<br />
the car to the left and the frame at<br />
the bottom of the picture.<br />
8. Undo the gasoline lines from the<br />
pump with the 11 ⁄16" open end<br />
wrench. Undo the lower one first<br />
and gently hold it out of the way<br />
while undoing the upper one. Don’t<br />
bend the lines out of the way.<br />
9. Take a break and clean up the gasoline<br />
from the plastic tub, the pump<br />
housing, gasoline lines, and the<br />
pump fuel filters. Air out your garage<br />
for a couple of minutes.<br />
10. Use the open end 1 ⁄2" wrench to loosen<br />
the nuts that hold the fuel pump<br />
housing to its frame-mounted bracket.<br />
Use the ratchet end to remove<br />
them. These nuts are behind the<br />
bracket with the oblong hole at the<br />
bottom of the picture. The nuts and<br />
the washers can be persuaded to drop<br />
through the hole into your plastic tub.<br />
Without the ratchet box end wrench,<br />
this will take half an hour of frustration.<br />
With it, it takes half a minute.<br />
11. Remove the pumps, but note you<br />
still need to undo the last electrical<br />
connection. The condenser for the<br />
forward pump still has its wire attached.<br />
Undo the thumbscrew and<br />
be careful not to lose the springstyle<br />
lock washer.<br />
5 6<br />
12. Once the fuel pumps are off of the<br />
car, slide off the rubber covers and<br />
use the 11 ⁄32" nut driver to remove<br />
the nut from each terminal so the<br />
end cover can be removed.<br />
13. Clean the pumps with compressed<br />
air to rid them of residual gasoline<br />
or set them aside until the next<br />
day. You don’t want gasoline vapors<br />
around while you’re bench-testing<br />
the pumps as there will be sparks.<br />
14. Using the 11 ⁄32" nut driver, remove<br />
the condensers from their mounting<br />
bracket on the car to use them during<br />
testing.<br />
15. The points screwed to the pump<br />
end plate should be removed and<br />
cleaned. The other points can be<br />
cleaned in place or remove them if<br />
they need a lot of work. The points<br />
have a Y shape and two contact<br />
points per set. New points are not<br />
hard to get if they are needed 6 .<br />
16. Attach a condenser to the grounded<br />
screw on the pump end plate. This<br />
screw has a small ground wire attached<br />
to it with a ring connector.<br />
It’s the left screw in 6 . Attach the<br />
condenser wire to the terminal and<br />
use the nut to lock it in place.<br />
17. Bench test each pump as follows:<br />
a) attach one end of a wire with alligator<br />
clips to the battery ground<br />
b) attach the other end to a mounting<br />
stud<br />
c) attach one end of a wire with alligator<br />
clips to the pump terminal<br />
d) hold the pin for the inboard points<br />
in position with your fingers<br />
e) touch the other end of the second<br />
wire to the battery positive terminal.<br />
The pump should buzz actively.<br />
(Note that one end of the pin in<br />
step ‘d’ is just visible in 6 behind<br />
about 11 o’clock on the end plate.)<br />
18. The placement of the points drastically<br />
affects performance. They can<br />
be too far to the right or left, or too<br />
far to the inside or the outside. The<br />
last tightening<br />
of the points<br />
mounting<br />
screw may<br />
change their<br />
alignment, so<br />
check carefully<br />
with a<br />
magnifying<br />
glass or read-<br />
ing glasses. Also, the points can be<br />
twisted a tiny bit so only one set of<br />
points may be doing all the work.<br />
You can tell this by looking at the<br />
little sparks at the points while testing<br />
each pump. If this is so, bend the<br />
points arm a little until both sets of<br />
points are employed in the switching<br />
process. Keep disconnecting the<br />
power, fiddling with the points, and<br />
retesting until each pump buzzes like<br />
an angry hornet.<br />
19. Remove the condensers from the<br />
pump end plates and reinstall them<br />
on the bracket in the car. Reinstall<br />
each pump’s end cover and put the<br />
washer and nut back on the terminal.<br />
Don’t overtighten the nut. If<br />
this tune up procedure does not fix<br />
your pumps, rather than reinstalling<br />
them at this point, you may<br />
need to replace your diaphragms or<br />
clean the flaps that control the fuel<br />
flow. See FL72-2 pp. 1436–1438<br />
“Autocare”, and Post 55, #2, Spring<br />
1998, pp. 9–11 “Technical Tips–Fuel<br />
Pump” by Ralph Curzon.<br />
20. Reinstall the pump by first connecting<br />
to the front pump terminal the condenser<br />
and the short wire that goes to<br />
the other pump using a spring locking<br />
washer and thumb screw.<br />
21. Hard part: With the grounding<br />
wire on one stud, get the pumps<br />
back in position. Inspect to be sure<br />
you have the two rubber parts and<br />
the metal tubes for the studs all<br />
in the right place. Things should<br />
fit snugly and flat when you press<br />
them into position. If they don’t,<br />
take everything out again and put it<br />
back. Half a minute doing this will<br />
prevent lots of frustration later. To<br />
get the get the upper nut started,<br />
you will want to be to the right of<br />
the car so you can use one hand to<br />
firmly push the pump into position.<br />
Then hang a lock washer on the<br />
upper stud and get the nut started<br />
with your other hand.<br />
22. Use the ½" box end ratchet to snug<br />
down the upper nut. Then switch<br />
to being under the car so you can<br />
get both hands to the nut area. You<br />
will need to use the fingers of both<br />
hands to get the lock washer in place<br />
and the nut started on the lower<br />
stud as it is less accessible. Tighten<br />
both nuts. Without the ratchet<br />
8518 THE FLYING LADY May / June <strong>2007</strong>
ox end wrench, this will take half<br />
an hour of frustration. With the<br />
wrench, it takes half a minute.<br />
23. Reattach the electrical connections<br />
to the rear terminal.<br />
24. Reconnect the battery for a moment<br />
and test that the pumps still work<br />
vigorously. Disconnect the battery.<br />
25. Hard part: Being very careful not<br />
to cross thread the nut, reinstall the<br />
upper and then the lower gas line. I<br />
find it helpful to push in the gas line<br />
with one hand while trying to start<br />
the nut with the other. It’s helpful to<br />
wriggle the gas line a bit while trying<br />
to start the nut. The nut goes almost<br />
all the way in with only modest<br />
resistance, so if it seems to be tightening<br />
up before that, stop and undo<br />
it and try again.<br />
26. Reinstall the fuel filter cap and its<br />
rubber gasket, being sure it seats<br />
properly by moving it around a bit.<br />
Swing the bracket back to vertical<br />
and tighten the thumb screw.<br />
27. Connect the battery one last time.<br />
(Didn’t I tell you a battery cut-off<br />
switch would help?) Turn on the ignition<br />
again and wait for the pumps<br />
what promises to be a most interesting<br />
Technical Seminar at this<br />
year’s Annual Meet will feature<br />
four speakers each discussing a different model of the prewar<br />
large horsepower cars. It will start with David Morrison,<br />
the Silver Ghost Association President, on the Silver Ghost.<br />
He will talk about why the Silver Ghost made <strong>Rolls</strong>-<strong>Royce</strong> the<br />
makers of “the Best Car In The World.” He will discuss what<br />
set the Ghost apart from other cars of its time and why it has<br />
remained one of the most popular touring cars to this day. He<br />
will also talk about what to look for in a Ghost with which you<br />
plan to tour, and touch on the advantages and disadvantages of<br />
different years and configurations of coachwork.<br />
Next will be John de Campi on the Phantom I. He will<br />
talk about how it differs from the Ghost. The primary difference<br />
was in the engine which was much more modern in the<br />
P I, with overhead valves, higher compression, and improved<br />
support systems. The chassis of the P I was virtually identical<br />
to the Ghost except for the standard fitment of 4-wheel brakes.<br />
He will talk about some of the detail improvements that came<br />
with the P I, such as carb air cleaner, vacuum tank fuel feed, oil<br />
filter, oil level gauge, one-shot chassis lube system, fuel gauge<br />
on the dash, and thermostatic radiator shutters.<br />
He will describe how the P I drove and contrast the Derby<br />
and the Springfield models. He will also talk about the foibles<br />
of the P I, which are the cylinder heads and vapor lock and the<br />
solutions to those problems. His presentation concludes with<br />
pointers as to who should buy a P I, what they are worth in the<br />
marketplace today and why.<br />
to stop. (If they don’t stop, you have<br />
an air leak, most likely at the fuel<br />
filter. Remove and reinstall the cap.)<br />
Check for gasoline leaks and repair.<br />
28. Jack up the car a bit and remove the<br />
jack stands. Again, I use a broom<br />
for this. Remove the jack and you’re<br />
ready for the road.<br />
Other Considerations<br />
The pumps can fail if their condensers<br />
fail. Condensers are sort of electrical bal-<br />
loons that can absorb or return current<br />
when the points come apart or together<br />
to lessen sparking. Usually condensers<br />
fail by shorting out, which produces<br />
pretty obvious failures such as blown<br />
fuses or the pump acting completely<br />
dead when a continuity light shows it is<br />
getting current. They can fail in a more<br />
insidious way also, where they short out<br />
when hot. When in doubt, replace them.<br />
Note that even with good condensers<br />
there is non-trivial sparking.<br />
Want your fuel pump tune-up to last indefinitely?<br />
Gary Phipps reports: I disconnected the condenser and fitted a Radio Shack 1N4001<br />
diode to each of my twin SUs 7 . Before [attaching the diodes] there was a blue glow<br />
filling the chamber which holds the contacts. With the diodes in place I could see no<br />
light of any kind there although I could not see the contacts directly. Without the diode<br />
there are hundreds of volts generated at the points which cause the arc glow. When the<br />
diode is installed the coil kickback voltage is reduced<br />
to 1V and no arcing or contact damage occurs. The<br />
diode goes across the fuel pump winding right on<br />
the end of the pump so that the diode does not<br />
conduct any current when the winding is normally<br />
energized. You should find a stripe around the body<br />
of the diode indicating the cathode end of the<br />
diode. With negative ground, the cathode goes to<br />
the pump terminal and the other end is grounded.<br />
7<br />
With positive ground, the diode is reversed.<br />
An Opera at the Annual Meet<br />
The third presenter will be Robert Manderson with a similar<br />
overview of the P II. Finally, Wally Donoghue will give his presentation<br />
on the P III. While there are similarities between the<br />
three previous models, each incorporating significant changes,<br />
differences between the Ghost, P I, and P II were more evolutionary<br />
than revolutionary. However, the P III is revolutionary,<br />
being a complete departure and owing nothing to the earlier<br />
models. Wally will go through the P III engine and chassis and<br />
show what significant changes were made in every aspect. He will<br />
also explain why the P III was the perhaps the most advanced car<br />
of its time and draw comparisons with it and its luxury contemporaries<br />
such as the Packard V-12, Cadillac V-8 and V-16, Pierce<br />
Arrow, Lincoln, etc. and even the European luxury cars.<br />
Wally will illustrate the point that the P III truly deserves<br />
the title of the Best Car in the World and show that it beat all<br />
its competitors by almost every measure. He will give comparative<br />
specifications and characteristics of construction between<br />
the P III and others to bolster his case. He will also<br />
bring some material with him that has generally not been seen<br />
by most members such as factory horsepower curves for the P<br />
III engine. And, finally, he will also debunk some of the myths<br />
regarding this model’s reliability and its supposed shortcomings<br />
such as overheating.<br />
All four presenters will be available for a Q&A session after the<br />
formal presentations.<br />
May / June <strong>2007</strong> THE FLYING LADY 8519
one way to get to the salt water of<br />
Seattle’s Shilshole Bay from the<br />
fresh water of Lake Washington is<br />
through the man-made Ship Canal that<br />
divides Seattle north and south. A favorite<br />
afternoon pastime is to venture down<br />
to one of the grassy spots along the canal<br />
and watch the yachts and commercial<br />
vessels making their way to and from the<br />
Hiram M. Chittenden Locks in the Ballard<br />
district of Seattle.<br />
A resident of Bellevue, Washington<br />
was very much taken with this location<br />
and commissioned an illustration of it<br />
along with himself and his son and their<br />
1947 Bentley Mk VI sports salon. These<br />
specific components combine to define<br />
the mood for this portrait.<br />
The first step was to accurately render<br />
the car. In lieu of having the actual car on<br />
hand this is best done from photos, so the<br />
customer submitted a digital photo 1 at<br />
300 dpi, showing the car from an angle<br />
that would work in the overall context of<br />
the envisioned piece. The car photo was<br />
accompanied by a detailed description<br />
of what the finished picture should look<br />
like, a photo of him and his son, and a<br />
brief description of the particulars of the<br />
location’s setting. The customer explained<br />
that it was one of his fondest memories to<br />
take the Bentley out on a sunny day with<br />
his son and visit places like the canal to<br />
watch the passing parade of boats.<br />
Upon receipt of the photo at the studio, an<br />
acetate copy is made on a photocopier and<br />
placed under a vellum sheet 2 on Jack’s<br />
custom light table (used in place of an easel<br />
or drawing board). This allows the image<br />
of the car to show through so that Jack<br />
can start outlining parts of the car that can<br />
be drawn in ink, like the grille, lamps, and<br />
windscreen. This “light table” art replaces<br />
the time-consuming method of lofting using<br />
grids. No computer-assisted graphics<br />
programs are used to achieve the exact<br />
1 2<br />
The Anatomy of an Art Portrait<br />
Jack Pumphrey (NM), Transportation Artist<br />
Editor’s Note: Every now and then we show artwork related to our cars. As interesting<br />
as it is to behold the finished piece, curious minds want to know what went into its creation.<br />
Here we will illustrate the step-by-step process of how an artist might work.<br />
perspective Jack obtains. All of the art is<br />
drawn by hand.<br />
The parts of the car that have definite<br />
hard edges can now be inked 3 . Using<br />
an ink pen will help define the image<br />
without making it look like a “cartoon<br />
outline.” For detailed work like this Jack<br />
uses a Pigma Micron mechanical India<br />
ink pen with a .005" nib. Next, depth and<br />
shading are added 4 by applying cool<br />
and warm grays and other colors with<br />
watercolor brushes.<br />
The next phase is to compose the rest<br />
of the portrait 5 . A shady tree is added<br />
along with the likeness of father and son<br />
waving to the yacht that will be added<br />
later. Just like we did with the car, a photo<br />
from which to render the yacht needs to<br />
be sourced. Fortunately, there are thousands<br />
available on the internet’s free<br />
download sites. It helps to understand<br />
the specifics of the location and the time<br />
to find not just any old yacht but one appropriate<br />
to the context. The yacht malibu<br />
6 was selected because of her ties<br />
to the Seattle and Bellevue area and be-<br />
8520 THE FLYING LADY May / June <strong>2007</strong><br />
3<br />
4
8<br />
cause it is one of the most photographed<br />
yachts on Puget Sound. The malibu was<br />
an excellent choice to represent the passing<br />
parade seen transiting the ship canal<br />
on any given day of the week. Now that<br />
all the individual components are conceptualized,<br />
they are integrated into the<br />
overall portrait 7 , keeping in mind the<br />
relationships of the various items to each<br />
other in terms scale, shadows, etc.<br />
If the client communicated their intentions<br />
well, and if the artist was able<br />
to interpret them correctly, the finished<br />
artwork will likely be just what the client<br />
hoped for. All of Jack’s commissions<br />
begin with a discussion of his client’s expectations.<br />
Will it be a gift? If so, what’s<br />
the due date? Will the recipient know<br />
about it in advance? Is the portrait for<br />
the owner’s personal use? Will there be<br />
more then just his favorite car in the portrait?<br />
Several cars? His home? Yacht? All<br />
of the above?<br />
Jack’s artistic talent was first noticed by<br />
his father, Walter, when Jack began to<br />
draw pictures he visualized from reading<br />
assignments. The drawings soon led<br />
to adding color and, as they say, “the rest<br />
is history.” Jack never stopped drawing<br />
even though his business career led him<br />
into the printing industry. First as a salesman<br />
selling small offset printing presses<br />
to companies like Bechtel and Bank of<br />
America in San Francisco, then to owning<br />
his own shop in Port Orchard, Washington.<br />
His love of the water and Puget<br />
Sound dictated that he would pursue, as<br />
his family’s hobby, spending weekends<br />
and vacations on the 46 ft classic Chris<br />
Craft, terific 8 . That’s not a typo, it’s<br />
the maximum number of letters that fit<br />
The boat, and the Bentley, are examples<br />
of the business-card sized “Cruz’n Cards”<br />
which Jack gives as a gift with every car<br />
and yacht commission.<br />
5<br />
6<br />
7<br />
“A SHIP CANAL<br />
SATURDAY”<br />
(13" x 17" hand drawn<br />
original, mixed media.<br />
Private Collection)<br />
May / June <strong>2007</strong> THE FLYING LADY 8521
on Jack’s license plate 9 ! Now Jack does<br />
business out of his home-based studio in<br />
New Mexico as a printing consultant and<br />
professional artist to boating, automotive,<br />
and real estate clients across the country.<br />
See samples of his work at or contact him at 877-<br />
883-8284 or inkyarts@comcast.net.<br />
Jack Pumphrey Arts<br />
2005 San Acacio Street<br />
Las Cruces, NM 88001<br />
The <strong>Rolls</strong>-<strong>Royce</strong> Silver<br />
Ghost<br />
Origins and Development of the 40-50<br />
HP Model 1906–26<br />
by David William Forward<br />
Privately published in conjunction with<br />
the Sir Henry <strong>Royce</strong> Foundation Australia,<br />
<strong>2007</strong>. 568 p., 154 illos. Hardcover.<br />
ISBN 978 0 646 46595 1. Cloth<br />
$181 ($220 AUD), leather $262 ($319<br />
AUD), insured overseas airmail $70<br />
($85 AUD). An order form is printed<br />
on p. 8543. Numbered and signed<br />
copies available for orders received<br />
before August 31, <strong>2007</strong>.<br />
David Forward is a retired educator<br />
with a PhD in Musicology. His personal<br />
restoration of his Springfield<br />
Silver Ghost showed him what an<br />
amazing mechanical creation it is<br />
and inspired him to write this book.<br />
He has used his academic background<br />
to review and analyze an extensive<br />
selection of published Silver<br />
Ghost material and has conducted<br />
his own research. The resultant<br />
book is monumental in its scope,<br />
witty, succinct, thought-provoking<br />
and authoritative. It is a true Magnum<br />
opus.<br />
The first of its three parts covers,<br />
in 122 pages: the design of the<br />
three <strong>Royce</strong> cars; the 10, 15 and 20<br />
hp cars; the 30hp and V8; pre-Ghost<br />
body types; 1904–06 policy and<br />
production, and a summary. The<br />
second part covers, in 177 pages:<br />
engine basics and design; variables<br />
affecting engine output; weight<br />
and power comparisons; description<br />
and appreciation of the various<br />
model types; comparison of Derby<br />
and Springfield cars, and the years<br />
before, during and after World War<br />
I. Part Three covers the sporting<br />
Ghost; the luxurious Ghost; judging<br />
and competition; coachwork types;<br />
9<br />
coachwork practice; enjoying your<br />
Ghost; custodianship, and modern<br />
times and roads. The final 90 pages<br />
are Appendices which describe the<br />
findings of a survey of owners; series<br />
numbers and dates; parts books,<br />
handbooks and documents; clubs,<br />
and chronologies of <strong>Royce</strong>, <strong>Rolls</strong>,<br />
and Johnson. There is an index<br />
recording chassis numbers, models<br />
and text.<br />
This book is elegantly written,<br />
profusely illustrated, is both<br />
scholarly and entertaining and will<br />
be required reading for any reader<br />
interested in RR history in general<br />
and Silver Ghost information in<br />
particular. The author has already<br />
published articles in The Flying<br />
Lady, which will give intending<br />
purchasers an indication of what<br />
to expect. The book should appeal<br />
especially to recent and long-term<br />
Silver Ghost owners and folk aspiring<br />
to be owners. It is obligatory<br />
reading for anyone contemplating<br />
restoration, body-building, modification,<br />
or sensitive preservation of<br />
their cars, who, the author notes,<br />
are nominally owners, but actually<br />
custodians of a remarkable creation.<br />
The author hopes that readers<br />
will be motivated to record their<br />
own expertise for the benefit of the<br />
future Silver Ghost Custodians.<br />
Your reviewer believes that<br />
this book will join the ranks of the<br />
several revered <strong>Rolls</strong>-<strong>Royce</strong> reference<br />
books. It has certainly earned<br />
this honor. Books like this are written<br />
out of a desire to share information,<br />
not to make a profit. It is<br />
for this reason that the Sir Henry<br />
<strong>Royce</strong> Foundation Australia is<br />
underwriting its production, hence<br />
the reasonable price. This limited<br />
edition will almost certainly become<br />
a collector’s item.<br />
—Barrie Gillings<br />
Villa d’Este<br />
The Italian Concours<br />
by Angelo Tito Anselmi<br />
Le Edizione dell’Opificio, 2004. (US<br />
distributor: Parkside Publications, ph.<br />
206-839-1191, www.parksidepublica<br />
tions.com). 230 p., 120 photos. Hardcover.<br />
ISBN 88 88165 02 9. Limited<br />
edition of 1000, of which 300 for the<br />
US. $110 (free US shipping)/75 Euros<br />
Written in side-by-side English<br />
and Italian this well illustrated<br />
book covers what is now thought<br />
of as the event’s “classic period.”<br />
(For background the reader is directed<br />
to our coverage of last year’s<br />
Concorso in FL06-5.) A brief history<br />
of the premises and buildings<br />
and an overview of the concours’<br />
colorful and sometimes contentious<br />
history precede descriptions<br />
of the individual years. These<br />
are culled from the press of the<br />
day—heavy on flowery prose and<br />
light on cars, but representative of<br />
the time. The period photos are<br />
the main draw here, especially the<br />
1932 coverage by Italy’s pioneering<br />
lifestyle photographer Piero Vasconi<br />
(1885–1967).<br />
While initially makes from everywhere,<br />
even the US, participated<br />
and even won awards, it is<br />
one of the many peculiarities of<br />
this concours that political pressures<br />
brought about an increasing<br />
focus on domestic<br />
rather<br />
than foreign<br />
makes. There<br />
is, for instance,<br />
only one <strong>Rolls</strong>-<strong>Royce</strong> [1930 P II<br />
sedanca de ville 173GY]. Many examples<br />
of Continental coachwork<br />
are shown, many of the cars being<br />
entered by the manufacturers or<br />
coachbuilders themselves. European<br />
auto designers, especially in<br />
the early period, as well as their<br />
well-heeled clients, were heavily<br />
influenced by high-art movements<br />
like Art Nouveau and Art Deco<br />
and it is instructive to study how<br />
coachwork expresses this idiom.<br />
The captions are quite detailed,<br />
and the duotone photos are beautifully<br />
reproduced in landscape format.<br />
Appended are the rankings<br />
for 1929–49, in Italian only but the<br />
classes and descriptions are easily<br />
decipherable. No index.<br />
Bentley<br />
A Motoring Miscellany<br />
by Nicholas Foulkes<br />
Quadrille Publishing, 2005. 144 p.<br />
Hardcover. ISBN 1 84400 240 3. £9.99<br />
The author’s stated purpose for<br />
this little book is to “amuse.” Aptly<br />
subtitled “A Random Reference,”<br />
amuse it does.<br />
Think of it as the<br />
Bentley counterpart<br />
to the Fox/<br />
Smith tome The<br />
Best 599 <strong>Rolls</strong>-<br />
<strong>Royce</strong> Stories,<br />
but more upscale<br />
in presentation.<br />
It’s<br />
coat-pocket size<br />
makes in an ideal companion for<br />
idle moments. Contents ranges<br />
from the obvious (Timeline) to the<br />
obscure (Bentley cocktails). The<br />
author was among the editors of<br />
8522 THE FLYING LADY May / June <strong>2007</strong>
the Bentley Magazine, is a Bentley<br />
owner, and clearly has an affection<br />
for his subject.<br />
Montlhéry<br />
The Story of the Paris Autodrome<br />
by William Boddy<br />
Veloce [www.veloce.co.uk], <strong>2007</strong>. 232<br />
p., 47 illos. Hardcover. ISBN 978 1<br />
84584 052 5. $35.95/£17.99<br />
While racing Bentleys is most<br />
commonly associated with Le<br />
Mans, there is another French<br />
circuit at which Bentleys ranked<br />
in the top tier of race-winning and<br />
record-breaking machines: Linas-<br />
Montlhéry (1924–ca. 2000).<br />
Unlike Le Mans, this is a<br />
banked track (like Brooklands)<br />
which means you don’t have to<br />
slow down for corners, which<br />
makes it an ideal<br />
venue for fullbore<br />
racing and<br />
speed record<br />
attempts. Readers<br />
new to the<br />
subject may well<br />
be surprised at<br />
the enormous<br />
accomplishments<br />
of the several female drivers, such<br />
as Cordery, Stewart, or Bruce, the<br />
latter two on Bentleys.<br />
Reprinted as part of Veloce’s<br />
“Classic Reprints” series, this reedition<br />
adds several extra period<br />
photos to the long out of print 1961<br />
original edition, as well as an extra<br />
chapter covering the track’s history<br />
after 1961. A general explanation of<br />
the methodology behind motorcar<br />
records leads into a detailed—and<br />
engaging, in Boddy’s typical style—<br />
narrative of the next 30-some seasons,<br />
with detailed descriptions of<br />
five French Grands Prix from 1925–<br />
37. The many Bentley references<br />
alone make this a worthwhile read<br />
but it is equally instructive to see the<br />
many connections among the drivers<br />
and engineers and the cross-pollination<br />
of influences. (John Duff, for<br />
instance, whose name is inseparable<br />
from Bentley’s earliest efforts is<br />
shown here racing all sorts of cars,<br />
not least the Blitzen Benz which is<br />
the subject of the following review).<br />
Besides, this is the only Englishlanguage<br />
history of this historic<br />
track. Many period photos. Index,<br />
but in a miniscule type size.<br />
In 1922, John Duff who was one of<br />
Bentley’s London sales agents and<br />
who would take the first Bentley to<br />
Le Mans in 1923, had the dubious<br />
honor of first taking a Blitzen to a<br />
lap record of 115 mph at Brooklands<br />
and then ending the epic<br />
career of this monster of a car by<br />
totaling it on the next lap:<br />
The Incredible Blitzen Benz<br />
by Karl Ludvigsen<br />
Dalton Watson Fine Books [www.dal<br />
tonwatson.com], 2006. 170 p., 197 b/w<br />
illos. Hardcover. ISBN 1 85443 223 0.<br />
$69/£39<br />
While <strong>Rolls</strong>-<strong>Royce</strong>’s little 10hp<br />
acquitted itself well at Daytona<br />
Beach, the Blitzen [Lightning]<br />
Benz shredded the beach: 142<br />
mph, on April 23, 1911. Twice<br />
as fast as contemporary aircraft.<br />
A world record. Unbroken until<br />
1919. These 21.5L 200-hp cars<br />
were certifiably the fastest cars in<br />
the world from 1909 to 1919. Six of<br />
them existed (two originals survive,<br />
one in private<br />
hands in the US<br />
and one in the<br />
Mercedes-Benz<br />
museum, as<br />
well as one replica<br />
in the US<br />
built around<br />
several original<br />
parts) and their complicated story<br />
is told here with typical Ludvigsen<br />
thoroughness.<br />
The first two chapters fix Karl<br />
Benz’s role in the automobile world<br />
and establish the company’s early<br />
understanding that racing could improve<br />
the breed. Period photos are<br />
plentiful and very well reproduced.<br />
There are several engineering<br />
drawings, ads, and similar paraphernalia.<br />
A, mostly, color section<br />
at the end covers the restoration of<br />
the museum car. Index.<br />
While the recent RROC event at<br />
Daytona Beach introduced many<br />
people to, or reminded them of,<br />
<strong>Rolls</strong>-<strong>Royce</strong>’s brief racing exploits<br />
on US soil, little seems known<br />
about the state, and stature, of racing<br />
in the US at that time. The next<br />
book fills that gap:<br />
Thunder at Sunrise<br />
by John M. Burns<br />
McFarland [www.mcfarlandpub.com],<br />
2006. 279 p., 140 photos. Hardcover.<br />
ISBN 978 0 7864 2474 0. $55<br />
Written by a retired lawyer this<br />
book focuses on the 1904–16 era<br />
and the three American races that<br />
had truly international stature:<br />
the Vanderbilt<br />
Cup, the Grand<br />
Prize, and the<br />
Indy 500. (There<br />
are no direct<br />
RR/B references<br />
here, except in the context of US<br />
participation at Le Mans.) The first<br />
chapter sets the scene by describing<br />
the origins of the sport in France<br />
and events such as the Gordon Bennett<br />
Cup.<br />
Interestingly, this book is not<br />
written from the point of view of the<br />
all-knowing expert who has already<br />
forgotten more than the reader<br />
will ever know but is the result of<br />
the author’s discovery of his own<br />
ignorance of the subject. And in discovering<br />
how poorly the era is documented,<br />
he resolved to organize the<br />
bits and tell the story.<br />
Much of the data is culled from<br />
primary sources such as newspapers<br />
and journals of the day<br />
(conflicting accounts are<br />
noted and, if possible, reconciled),<br />
supplemented by b/w<br />
period photos. No doubt is<br />
left that the vehicles of the<br />
brass era—as pedestrian as<br />
they may appear to the modern<br />
mind—were as cuttingedge<br />
in their day as are the most<br />
advanced contraptions nowadays. If<br />
one considers the novelty of the car<br />
in those early days, and the population<br />
density or lack thereof, it is<br />
staggering to learn that the 1906<br />
Vanderbuilt Cup drew 250,000<br />
spectators. Wherever relevant, the<br />
story is embedded into the overall<br />
context of cultural and scientific developments.<br />
These racing efforts,<br />
and the automobile development<br />
they spurred, gave American cars—<br />
for a time—a prominent spot on<br />
the world scene that was never<br />
quite matched again. (Notes, bibliography,<br />
index)<br />
Keith Martin’s Guide to Car<br />
Collecting<br />
Motorbooks [www.motorbooks.com],<br />
2006. 304 p. Softcover. ISBN-10:<br />
0760328951. $17.95<br />
Not a lot of money for a lot of advice!<br />
As the man behind Sports Car<br />
Market magazine, columnist, and<br />
one of Speed TV’s auction commentators,<br />
Keith Martin needs no<br />
further introduction. Not known<br />
for mincing words, his candid comments<br />
on value and collectability<br />
are based on four decades of ex-<br />
perience in the<br />
field—and have<br />
been known to<br />
make grown<br />
men cry in disbelief.<br />
This book covers<br />
much more<br />
ground than just the price guide and<br />
ratings. Various experts render their<br />
opinions on deciding on, finding,<br />
buying/selling (including tax implications),<br />
insuring, transporting, restoring,<br />
and garaging your collector car.<br />
Each of those separate sections has a<br />
color tab at the page edge and so can<br />
be easily found when thumbing<br />
through the book. There is even a<br />
glossary of car terms and a “British<br />
to American” translator, and lists of<br />
restoration shops (by state), car clubs<br />
(ours included), and automobila<br />
websites. This is a truly comprehensive<br />
treatment and will leave few<br />
start-up questions unanswered.<br />
Practical Car Restoration:<br />
A Guidebook With Lessons from a 1930<br />
Franklin Rebuild<br />
by Charles R. Wilmarth, III<br />
McFarland [www.mcfarlandpub.com],<br />
2006. 216 p. Softcover. ISBN-10<br />
0786425113. $29.95<br />
The keywords to understanding<br />
this book are right there in the<br />
title: “Practical” and “Guidebook.”<br />
Practical here refers to a usable,<br />
reliable driver as opposed to a<br />
show car, and a restoration timeframe<br />
measured in months rather<br />
than years. The second term is<br />
harder to explain.<br />
This is not a howto<br />
restoration<br />
manual with illustrated<br />
workflows<br />
and charts, lists, or<br />
specs. It is meant<br />
to give the reader<br />
ideas, ideally to be<br />
read ahead of time, in preparation,<br />
to guide and solidify one’s thinking<br />
about one’s own project.<br />
The book does not—rather,<br />
does not intend to—present any<br />
great degree of technical or procedural<br />
detail. What little there is is<br />
either generic or Franklin-specific.<br />
However, there is always something<br />
to learn by hearing someone<br />
talk about his restoration. This<br />
book is sort of like talking about<br />
the process afterwards at the bar,<br />
not actually learning how to do it.<br />
Index.<br />
May / June <strong>2007</strong> THE FLYING LADY 8523
Bazaar<br />
Cars for sale Cars for sale Cars for sale<br />
Bazaar<br />
PHANTOM I (S211RM) 1927 RRCCW Pall Mall.<br />
Dual windshield; Phaeton Iron Head; RROC National<br />
first place winner; mechanicals by Fritz Giebel.<br />
$185,000 Don Meyer NJ 908 236 2376 www.donald<br />
gmeyer.com<br />
PHANTOM II (4GY) 1930 coupé. Historic car orig<br />
sent to Paris to have Hibbard & Darrin fitted; then<br />
purchased by Romanian in Paris, returned to London<br />
in early 30s, owned by Bruce Ismay, chairman of White<br />
Star Shipping Line, survivor of Titanic disaster; was<br />
then fitted w/ Tickford Sunshine saloon body, remains<br />
of which still w/ car. Engine rebuilt, radiator fully restored,<br />
new exhaust, completely rewired, instruments<br />
repaired, etc; now for sale in chassis form ready for<br />
Tickford body to be restored or new body fitted; present<br />
owner unable to progress further. £20,000. R. Peter<br />
Rae Scotland, UK 011-44-131-449-4828 or email:<br />
rae359@hotmail.co.uk.<br />
PHANTOM III (3BU176) 1937 Barker sedanca<br />
de ville; RROC National first; mechanicals by Wally<br />
Donoghue; crystal bar service. $195,000. Don Meyer<br />
NJ 908 236 2376 www.donaldgmeyer.com<br />
20/25 (GOH64) 1935 Barker Cabriolet DeVille. Dark<br />
green w/ black top & wings, green leather & carpets;<br />
new top and headlining, new leather in front compartment<br />
original in rear, new carpets. Excellent wood,<br />
very good chrome, fitted trunk on rear rack w/ new<br />
cover to match top. Two layer tool tray under front<br />
seat w /only a few small tools absent; good paint w/<br />
some touched up areas; dependable driver, mechanically<br />
sound. Only four of this style by Barker on the<br />
20/25 chassis, this is one of two remaining. A rare and<br />
elegant car that is very usable and sure to appreciate.<br />
Offered at $75,000. Peter Brainerd CT, 203-488-<br />
6333 days 203-488-1524 eves/wknds or e-mail: brainerdsinc@sbcglobal.net<br />
for more photos or phone<br />
25/30 (GRP67) 1937 Thrupp & Maberly limousine.<br />
Two tone green w/ glass division; black leather to the<br />
front w/ strawberry/black brocade to the rear including<br />
face forward jump seats; one owner since 1971;<br />
running condition; engine rebuilt approx. 25 yrs. ago;<br />
pre-war and post-war log books included; Lester wide<br />
whitewall tires. $44,000 cdn. Darryl Clarke Ontario,<br />
Canada 705-429-4746 or email: dclarke@csolve.net<br />
25/30 (GGR51) 1938 Hooper limousine. RHD; 6 cyl,<br />
4 speed trans.; recent upgrades include a completely<br />
new rebuilt engine, all parts directly from London and<br />
correct for this car. We have all paperwork detailing<br />
all costs. Motor built at European Foreign Classics,<br />
Great Neck, NY. These mechanics can be contacted<br />
to detail all work; replaced new clutch, 5 new Coker<br />
tires, fresh brake pads; excellent running car, no rust,<br />
or fabricated parts under it; leaf springs still wrapped<br />
in orig. factory leather. This is a true survivor and not<br />
altered from its orig. condition. Asking $45,000 obo.<br />
Mike Kelly Long Island, NY 631-457-2000 ask for<br />
Steve. Email: steve@sai-electronics.com<br />
SILVER WRAITH (BLW58) 1952 Freestone &<br />
Webb limousine. RHD; black w/ grey interior; chauffeur<br />
divider window; bar in backseat w/ 2 jump seats;<br />
auto trans; 1953 Earls Court show car; orig. owner<br />
Max Factor, have orig. title; only 3 of this body models<br />
ever made; totally restored in mid-90’s. $60,000<br />
obo. Bill Jones Dallas, TX 972-240-4567, 214-606-<br />
7264, or email: wbje@netzero.com<br />
SILVER CLOUD III (LSHS253) 1965 saloon.<br />
LHD; black; complete restoration; showroom condition.<br />
63,400 orig. mi. $85,000. John Arena FL 954-<br />
524-7453.<br />
SILVER CLOUD III (LSKP403) 1965 saloon. LHD;<br />
a/c; just completed total restoration including paint,<br />
leather, wood, chrome, etc.; needs nothing; 67,000<br />
orig. mi. $65,000. John Arena FL 954-524-7453<br />
SILVER SHADOW (SRH1097) 1967 saloon. New<br />
claret (maroon) paint; needs interior restored. $7,880.<br />
Tom Kindler IL 815-539-7146.<br />
SILVER SHADOW (SRH7160) 1970 saloon. RHD;<br />
black w/ tan leather in excellent condition; beautiful;<br />
good trim wood; drives well; no winter driving;<br />
kept in heated garage. Wish to sell as a happy pair<br />
w/ SRK36920 for $33,000. Donald Evans CT 203-<br />
426-9523.<br />
SILVER SHADOW (SRB15985) 1973 saloon. LHD;<br />
silver mink; orig. black leather interior is perfect; wood<br />
in mint condition; lambswool carpet overlays; no corrosion<br />
of any type; chrome bumpers; over $8,000 in<br />
mechanical work w/ invoices; call or email for more<br />
details on work completed; 74,500 mi. $18,000 obo-<br />
Charles Cooper Minneapolis, MN 952-346-0097 or<br />
email: cooponval@hotmail.com<br />
SILVER SHADOW (SRC20014) 1974 6 foot stretch<br />
limo. Nice professional stretch done w/ a GM chassis.<br />
$24,700. Tom Kindler IL 815-539-7146.<br />
SILVER SHADOW (SRH20860) 1975 saloon. RHD;<br />
sea mist green; dark green leather; full set of shop<br />
manuals; garaged; driven regularly; good overall condition;<br />
delivery available. $17,500 obo. Jack Muir 124<br />
Francis Ave., Newington, CT 06111 800-666-6847 or<br />
860-666-6648.<br />
SILVER SHADOW (SRD21771) 1975 saloon. RHD<br />
and very original; gold color; original P plate attached;<br />
Henley body plate discovered in car; left rear motor<br />
window is now fixed; needs a loving home; about<br />
56,000 mi. $12,000 obo. Ted Yaeger Lenoir, NC<br />
828-757-0536.<br />
SILVER SHADOW (LRE23597) 1976 lwb saloon.<br />
White/tan Everflex top; black leather w/ white piping<br />
interior; carpetng & lambswool overlays in excellent<br />
condition; chrome, very good condition; wood, fine<br />
condition; no rust; original paint shows customary<br />
wear; good overall condition; garaged in winter; current<br />
owner for 10 yrs.; motivated seller will accept reasonable<br />
offer; new investment requires parting w/ this<br />
good friend; 94,000 pampered mi. $15,500. Michael<br />
TO SUBMIT AN AD:<br />
Fax to RROC Headquarters at<br />
717-697-7820<br />
or mail to:<br />
<strong>Rolls</strong>-<strong>Royce</strong> Owners’ <strong>Club</strong>,<br />
191 Hempt Road,<br />
Mechanicsburg, PA 17050<br />
Rates: For nonmembers AND/OR business<br />
use classified ads are $1/word PLUS<br />
$50 per digital image b/w or color.<br />
Members pay $25 per b/w or color<br />
digital image; text (up to 100 words)<br />
is free.<br />
Deadlines: 12/1, 2/1, 4/1, 6/1, 8/1, 10/1.<br />
8524 THE FLYING LADY May / June <strong>2007</strong>
Cars for sale Cars for sale Cars for sale<br />
Folker Arlington Heights, IL 847-818-1006 or email:<br />
MDFolker@sbcglobal.net for more info & photos.<br />
SILVER SHADOW (LRE26612) 1976 lwb saloon.<br />
LHD; cream/tan; sunroof; chrome looks great; wood<br />
looks good in front, needs some repair in back; maintenance<br />
records are available; manual and books incl.<br />
great shape; 52,000 mi. $24,000 Will Negotiate. Elke<br />
Lewis WA 425-392-0213<br />
SILVER SHADOW II (SRH31514) 1977 saloon.<br />
RHD; white w/ blue leather; good overall condition;<br />
many new mechanical parts; full set of shop manuals;<br />
garaged; driven regularly; delivery available. $18,500<br />
obo. Jack Muir 124 Francis Ave., Newington, CT<br />
06111 800-666-6847 or 860-666-6648.<br />
SILVER WRAITH II (LRG33012) 1978 lwb saloon.<br />
Beautiful Magnolia w/ tan top and hides; amenities<br />
incl. power steering, brakes, windows, seats; am/fm,<br />
phone, Everflex roof and more; complete service history<br />
& maintained to highest standards; excellent; rare<br />
southern estate classic has 30,000 orig. miles since new.<br />
$28,950. Norm Cohen GA 770-883-9115.<br />
SILVER SHADOW II (SRK36920) 1979 saloon.<br />
LHD; black w/ red leather in excellent condition;<br />
beautiful; good trim wood; drives well; no winter driving;<br />
kept in heated garage. Wish to sell as a happy<br />
pair w/ SRH7160 for $33,000. Donald Evans CT<br />
203-426-9523.<br />
SILVER WRAITH II (LRL41189) 1980 lwb saloon.<br />
LHD; beige; exterior & interior in excellent condition;<br />
serviced by Palma’s Automotive in NJ; (selling<br />
LRL41189 & NAT-57884 both for $80,000 to acquire<br />
a Phantom); reasonable offers accepted; 48,688 orig.<br />
mi. $22,500. O. Gene Hurst Clark, NJ 732-382-6748<br />
or email: oghurst@aol.com<br />
CORNICHE (CRB15933) 1973 Mulliner, Park<br />
Ward coupé. Orig. porcelain white paint/navy blue<br />
leather/navy lambswool overlays; last year for the Iron<br />
Bumpers; all orig. car in excellent mechanical & body<br />
condition; paint shows 33 yrs of wear but looks great;<br />
leather in excellent condition except for driver’s seat<br />
area; orig. tools & books; car serviced by RR or RR<br />
trained mechanics over the yrs.; all service records<br />
show car has been well maintained to keep it looking<br />
& running as it does; documented ownership & mileage;<br />
FL car always garaged and driven daily by 17 yr.<br />
RROC member; a special car, great for RR Meets and<br />
Sunday driving; a real head turner; 96,000 mi. $30,000.<br />
Ronald Hughes Naples, FL 239-596-0653, 239-272-<br />
3857 or email rondawnhughes@comcast.net<br />
CORNICHE (CRD20941) 1975 Mulliner, Park<br />
Ward coupé. Rare LHD; black; tan interior; blue carpet;<br />
this car was restored w/ new paint, leather, carpets,,<br />
woodwork and top; always garaged stored; in<br />
excellent condition; additional photos upon request;<br />
75,000 mi. $27,500. Michael Smith Detroit, MI area<br />
248-698-9093 or email: Tours1@aol.com<br />
SOLD<br />
CORNICHE (DAB-02112) 1981 Mulliner, Park<br />
Ward drophead coupé. Silver w/ blue interior w/ grey<br />
piping; new bue convertible top and headliner; excel-<br />
lent condition; handbook, tools, etc.; meticulously<br />
maintained by RR shop; regretfully must sell this true<br />
classic; 56,000 mi. Appraised and insured for $61,000,<br />
priced to sell at $54,000. Dennis Frazier Gulf Shores,<br />
AL 251-968-8141.<br />
CORNICHE II (DAH-20133) 1987 Mulliner, Park<br />
Ward drophead coupé. Masons black over silver sand<br />
w/ black top and magnolia hides; wood refinished;<br />
moutons perfect; 2 sets of wheels; documented service<br />
history; excellent condition w/ 31,000 mi. $80,000.<br />
Mark Merriweather Frisco, TX 214-244-0021 or<br />
email: mark.merriweather@brightnow.com<br />
SILVER SPUR (NAB-02612) 1981 lwb saloon. Light<br />
blue; new, dark blue Everflex head, blue leather; garaged,<br />
not driven winters; 66,500 mi. $27,500. Kenneth<br />
Gibbons 824 Dongan Ave., Scotia, NY 12302<br />
518-346-5528.<br />
May / June <strong>2007</strong> THE FLYING LADY 8525
Cars break: Metal pieces crack after years of stress.<br />
Seals dry up from disuse. Pumps cease to push<br />
fluids.Wires fray and split.<br />
That’s the nature of things mechanical.<br />
Nobody says you have to like it.<br />
Fight back. Drive your <strong>Rolls</strong>-<br />
<strong>Royce</strong> or Bentley motorcar. It’s<br />
the most important routine<br />
service you can perform. Go for<br />
a drive, every week, more than<br />
just around the block. Help<br />
maintain your car, while<br />
putting a smile on your face.<br />
Sitting in the garage those<br />
pumps, seals, hoses, motors will<br />
rot, corrode, leak or just plain<br />
give up.When they do, you’ll be<br />
faced with a lot more bother<br />
(and expense) than just changing<br />
the oil.<br />
At The Frawley Company we repair,<br />
restore, and service these<br />
fine cars.We truly like working<br />
on them, whatever the<br />
challenge. Our goal is to return<br />
them to the highway as soon as<br />
possible—where they’re<br />
enjoyed and admired.<br />
Would you buy a race horse and<br />
not let it run? Or commission a<br />
statue and hide it under a tarp?<br />
You own one of the finest cars in<br />
the world. Drive it like one.<br />
Then if it breaks, bring it to us to<br />
fix or restore.We’ll understand.<br />
Mechanical restoration, repair and service of<br />
<strong>Rolls</strong>-<strong>Royce</strong> & Bentley motorcars—<br />
Silver Ghost through Silver Shadow.<br />
138 Main Street, Parkesburg, PA 19365<br />
610-857-1099<br />
cars for sale<br />
SILVER SPIRIT (SAE-08411) 1984 saloon. LHD;<br />
original oyster paint (no rust); very impressive; driven<br />
regularly, practically new tires; 93,000 mi. $26,500 Phil<br />
Hufford Vero Beach, FL 772-978-0966 or email: hufford1@aol.com.<br />
SILVER SPIRIT (SAE-09074) 1984 saloon. LHD.<br />
A very attractive, well cared for and sound example<br />
that can be confidently driven anywhere. Excellent<br />
condition throughout. Meticulously maintained & serviced<br />
by HR Motorcars (Rusty Owens), Euromotorcars<br />
Bethesda and British Images. Acrylic white paintwork<br />
w/ tan lines to match interior, tan hides, deep fawn<br />
carpeting, fawn headlining and tan Everflex top. Regularly<br />
driven, except in inclement weather. Complete<br />
maintenance & service history housed in binder. OEM<br />
locking hubcaps fitted by RR dealer in 1984 (cost then<br />
approximately $1,000). New Michelin radials just<br />
13,000 miles ago. Chassis card/build record (87 pages).<br />
Complete set, 4 volume, workshop manual housed in<br />
5 x 3 binders. All original manuals & books in original<br />
brown binder. Complete set of original small & large<br />
tools. Detailed logbook recording checks for fluid levels,<br />
fuel added, when vehicle washed, every ounce of<br />
fluids added, etc. Car located in Havre de Grace, MD<br />
8526 THE FLYING LADY May / June <strong>2007</strong>
Cars for sale Cars for sale Cars for sale<br />
(approximately 30 miles north of Baltimore). For 25<br />
photos go to http://photos.yahoo.com/daadaa and click<br />
on 1984 Silver Spirit Album; 87,500 well-documented<br />
mi. $22,500. David Ainsworth MD 410-939-5557 or<br />
email: carbon@comcast.net<br />
SILVER SPUR (NAF-12255) 1985 lwb saloon. Magnolia<br />
w/ dark brown leather interior & roof; loaded;<br />
strictly Florida car, always garaged; second owner;<br />
almost like new; only 22,060 mi. Asking $35,000 obo.<br />
Charles R. Stewart FL 772-569-6222.<br />
SILVER SPUR (NAF-12820) 1985 lwb saloon. Garnet<br />
(deep reddish brown); tan Everflex roof; tan very<br />
good interior leather; picnic tables; good condition;<br />
mechanically maintained by Doug Seibert, 45,000 mi.<br />
$27,500. John Topham Located near Rochester, NY<br />
585-381-4381<br />
SILVER SPUR (NAG-14530) 1986 lwb saloon. Tan<br />
Everflex top over oyster; tan interior; showroom new;<br />
never titled, auctioned or advertised; 5,000 guaranteed<br />
mi. $66,000. Howard Little Anderson, IN 765-642-<br />
4555<br />
SILVER SPUR (NAH-21206) 1987½ lwb saloon;<br />
new series; Mason black over silver w/ Everflex roof;<br />
interior maroon leather; recently overhauled a/c blows<br />
cold; new stereo system w/ installed Eclipse AVN5435<br />
navigation & audio system w/ rear view camera; Rosen<br />
CS700 DVD player ceiling mounted for rear seat viewing;<br />
always garaged & driven regularly; more pictures<br />
at www.yardleyfarms.com/1987rr.htm; 74,900 mi.<br />
$32,500. Nicholas Apostol Palm City, FL 772-781-<br />
6014 or email: nma@yardleyfarms.com<br />
SILVER SPUR (NAJ-23126) Georgian silver over<br />
black w/ red interior and black Everflex roof; originally<br />
sold in New Orleans; owned for years by a prominent<br />
Louisiana family; always garage kept; interior completely<br />
original (i.e., leather has never been re-dyed, etc.); leatherwork<br />
& woodwork are in truly beautiful condition (i.<br />
e., no cracks in leather, etc.); original lambswool rugs<br />
are in wonderful condition and accompany the vehicle,<br />
along with original books, service records, and an $800<br />
workshop manual; exterior in beautiful condition; some<br />
paintwork has been performed, shines as new; never<br />
been wrecked/flooded; all components function beautifully;<br />
major service/inspection performed by RR Motor<br />
Cars Houston last month; needs absolutely nothing; current<br />
mileage a little over 35,345 mi. $31,500. Bill<br />
Landen Lafayette, LA 337-278-5057<br />
SILVER SPUR (NAK-26352) 1989 lwb saloon. Magnolia<br />
w/ tan Everflex roof; Lambs wool carpets; chrome<br />
<strong>Rolls</strong>-<strong>Royce</strong> wheels; Pioneer XM radio; non-smoker.<br />
$33,000. James Dean Windsor Mill, MD 21244 410-<br />
655-5275.<br />
SILVER SPUR (NAT-57884) 1996 lwb saloon. LHD;<br />
black; exterior & interior in excellent condition; serviced<br />
by Palma’s Automotive in NJ; (selling LRL41189<br />
& NAT-57884 both for $80,000 to acquire a Phantom);<br />
reasonable offers accepted; 49,877 orig. mi. $62,500.<br />
O. Gene Hurst Clark, NJ 732-382-6748 or email:<br />
oghurst@aol.com<br />
BENTLEY 4½ LITRE (FP3324) 1929 Vanden Plas<br />
tourer. Completely restored; very authentic; mechanics<br />
perfect, needs nothing, one of the best; 97 points<br />
Grand Classic 2002; 1st in class 2000 RROC Annual<br />
Meet; $400,000 or may accept Derby in trade. Jack<br />
Scheve FL 954-929-8250.<br />
BENTLEY 3½ LITRE (B136CR) 1934 One-off<br />
Mann-Egerton saloon. Coachwork (C 1629). New<br />
three silvers respray w/Tudor Red striping; red leather<br />
(original), sunroof, new rubber, all structurals and<br />
mechanicals just rebuilt; declining health forces sale<br />
by fifth owner Hannibulskeeper; spares & history of<br />
120,000 original miles; available to enthusiastic driver<br />
w/ garage & $79,000. Rod Rydlun Potomac, MD,<br />
home phone 301 983 9408.<br />
BENTLEY 4¼ LITRE (B19JY) 1937 Thrupp &<br />
Maberly saloon. Sand color; sunroof; sidemount.<br />
$26,000 obo. Robert Littlefield P.O. Box 3644,<br />
Carmel, CA 93921<br />
BENTLEY 4¼ LITRE (B184LS) 1938 Thrupp and<br />
Maberley saloon. Dark Geen/tan, sunroof, heater, radio;<br />
mechanics by Fritz Giebel; Guerrero trophy winner.<br />
$120,000 Don Meyer NJ 908-236-2376 www.<br />
donaldgmeyer.com<br />
BENTLEY S1 (B63LGD) 1959 saloon. Two-tone<br />
grey; has been owned, carefully maintained & driven<br />
every year for 30 yrs.; in excellent condition. $20,000<br />
cdn. Bruce Sadler 1921 Highway 2, RR1, Brockville,<br />
ONT K6V 5T1 613-345-2885<br />
A picture is wor th<br />
a t housand words.<br />
CORNICHE (DBK-50042) 1979 Mulliner, Park<br />
Ward drophead coupé. LHD; white w/ tan top &<br />
leather; very rare; Florida car; carefully maintained<br />
w/ new top & liner, leather & wood restoration 18<br />
months ago; always garaged; 82,000 mi. $60,000.<br />
Robert James FL 239-593-4988, Fax: 239-593-0210<br />
or email: bobjames27@earthlink.net<br />
BENTLEY TURBO R (RBT-57211) 1996 saloon.<br />
Sherwood green w/ parchment hides piped green;<br />
beautiful walnut veneers; registered in NY state; can<br />
email or send pictures; excellent condition w/ only<br />
53,000 km. $52,500. Dominic Martin Charlotte, VT<br />
802-425-7379 or 518-359-2279<br />
BENTLEY ARNAGE (LBX-01939) 1999 saloon.<br />
Silver exterior, saddle interior; green label; sport<br />
wheels; wood dashboard; sunroof; phone; footrests;<br />
mechanically perfect; needs nothing; all books and<br />
manuals included; serviced and ready for touring;<br />
12,000 mi. $89,500. James Vogelsong South Florida<br />
Area 772-341-6822<br />
cars wanted<br />
MARK VI, R TYPE or SILVER DAWN standard steel<br />
saloon. Robert Nicholson P.O. Box 29281, Presidio<br />
of San Francisco, CA 94129 415-346-8486.<br />
PHANTOM V or VI – seeking car in need of work<br />
that is reasonably priced. Vehicle stored or not running<br />
acceptable. Also wanted a SILVER CLOUD or<br />
S parts car. Tom Kindler IL 815-539-7146.<br />
Looking to purchase a ROLLS-ROYCE, 1925-1960.<br />
Any ROADSTER or COUPE w/ rumble seat or 7<br />
passenger limo in need of work. I am not a dealer<br />
- retired and would enjoy restoring one and willing<br />
to travel. Michael Lawler NY 518-623-2514, Fax:<br />
518-623-4648 or email: ocrnanny@verizon.net<br />
CARS, PARTS & RESTORATIONS<br />
Tel. 0031(0)252-527875 (The Netherlands)<br />
www.braboparts.com<br />
May / June <strong>2007</strong> THE FLYING LADY 8527
Seeking 6 CYLINDER <strong>Rolls</strong> or Bentley in drivable<br />
condition located in the northwest. Jay Eubanks WA<br />
503-775-6735 or 360-944-7259.<br />
Wanted: Pre and Post War <strong>Rolls</strong>-<strong>Royce</strong> and Bentley<br />
Motor Cars. Prefer Good, Original or Restored Cars<br />
but will consider any. Please contact at Mark Hyman<br />
314-524-6000 or email: mark@hymanltd.com.<br />
Wanted 1972-1980 lwb saloon; under 10,000 mi.; light<br />
in color. No paint work. Angelo Falconi PA 724-223-<br />
0939 day or night.<br />
Wanted <strong>Rolls</strong>-<strong>Royce</strong> and Bentley - Silver Ghost, 20-25,<br />
25-30, Wraith, Silver Wraith, Phantom I, II, III, IV,<br />
V and VI, Cloud I, II, III and any <strong>Rolls</strong>-<strong>Royce</strong> and<br />
Bentley from 1900 to 2003 in any condition. Top price<br />
paid. Please call Peter Kumar 800-452-9910 or email:<br />
gullwingny@aol.com<br />
Bentley or <strong>Rolls</strong> DROPHEAD wanted. Must be in<br />
excellent condition; want only up to year 1965; also<br />
wanted, high styled, flamboyant ones, any year. Gene<br />
Epstein PA 215-968-2200 or email: mydrivingpassion@verizon.net<br />
WRECKED, RUSTED or DISASSEMBLED. Postwar<br />
RR/B automobiles wanted. Now buying worldwide.<br />
Highest prices paid. Immediate decision and<br />
collection. Tony Handler, Inc. 2028 Cotner Ave.,<br />
Los Angeles, CA 90025 310-473-7773 or Fax: 310-<br />
479-1197.<br />
Pre- and postwar <strong>Rolls</strong>-<strong>Royce</strong> and Bentley cars wanted<br />
in any condition or price. Will travel anywhere.Glyn<br />
Morris Tel. 847-945-9603 or email: glyn@belmont<br />
group.net.<br />
ROLLS-ROYCE CORNICHES wanted. We will<br />
purchase your RR Corniche top dollar anywhere in<br />
the country. Any year. Frank Corrente’s Cadillac<br />
Corner, Inc. 7614 W. Sunset Blvd., Hollywood, CA<br />
90046 323-850-1881, Fax: 323-850-1884 or email: correntecadillac@sbcglobal.net.<br />
Wanted: 4¼ DERBY BENTLEY in need of restoration;<br />
prefer open 2 seater w/ lightweight body. I am<br />
not a dealer, this car would be for my own personal<br />
enjoyment. Noel Cook WA 206-232-6413 eves, 206-<br />
443-9424 days or email: noelnjan@aol.com<br />
MK VI/R Type/Silver Dawn/Silver Cloud I & III,<br />
wanted now - projects or restored. Thank you. D.B.<br />
Kaufman 548 Elmira Ave., New Orleans, LA 70114<br />
504-366-0704 or email: bigeasydave@aol.com.<br />
WANTED for project: <strong>Rolls</strong>-<strong>Royce</strong> PHANTOM II<br />
CHASSIS, engine and body eventually not needed.<br />
Please offer, any condition. Thomas Müller Switzerland<br />
0041-79-600-6609 Fax: 0041-71-220-9391 or<br />
email: realtrade@gmx.ch<br />
SILVER WRAITH sedan. Preferences: later series, automatic,<br />
owner/driver, in good condition. Will consider<br />
any year or style. For our personal use and enjoyment.<br />
Willing to travel. Hank Feinberg IN 219-864-8004<br />
or email: ROLHEAD@aol.com<br />
parts for sale<br />
Opis Companies ®<br />
Opis Advisors<br />
• fee-based investment advisory services<br />
Opis Retirement Consultants, Inc.<br />
• qualified retirement plan consulting services for private and public companies<br />
Opis Insurance Services, Inc.<br />
• estate planning and life, health & disability insurance<br />
PARTING OUT 1976 Silver Shadow II lwb, toolkit,<br />
grill and mascot (for your wall or car), royal blue<br />
floor mats, alternator original, spare rebuilt alternator,<br />
kneeling lady mascot (extra from my Dawn), trim<br />
rings and hub caps and many more parts or entire car.<br />
I am getting rid of some extra stuff as I need the space.<br />
Please contact Steve Davidson 800-359-7772 in AZ<br />
602-957-3525 or email: osteoph1@aol.com.<br />
RUNNING BOARD CHANNELS in correct stainless<br />
We do not charge for initial consultations<br />
Proven approaches to the accumulation and<br />
preservation of wealth customized to our client’s needs.<br />
Alan H. Campbell, President<br />
Chartered Financial Consultant, Chartered Life Underwriter<br />
Member American Society of Pension Actuaries<br />
You’ve earned it...<br />
...we help you keep it.<br />
Opis Companies<br />
30 Hackamore Lane, Suite 1, Bell Canyon, CA 91307-1065 USA<br />
Ph: 818-999-OPIS (6747) Toll free 800-989-OPIS (6747) Fax: 818-227-2939<br />
Opis Advisors, a Registered Investment Advisor • Opis Insurance Services, Inc., California Insurance License number OB60885<br />
Securities offered through Securities America, a Registered Broker/Dealer, Member NASD/SIPC, by Alan Campbell, Registered Representative,<br />
California Insurance License #0775396. Securities America and Opis Companies are unaffiliated.<br />
steel shape and size. No need for aluminum copies. I<br />
spent thousands having prototypes made according to<br />
specifications from Tom Clarke author of The Wraith.<br />
The dies have been finished and paid for. If you call<br />
Jacob Schmidt, Stainless Steel at 215 234 4641 and<br />
tell them the lengths that you want you will not have<br />
to pay what I did to get them for my Wraith. They<br />
can adjust the width if it is something different. Also,<br />
Wefco has my molds for correct inserts. Best of luck.<br />
Gene Epstein PA.<br />
For CORNICHE II: complete interior seats, top, door<br />
panels, dash, left and right doors and front structure.<br />
BOOT LID for 1986 SILVER SPUR; boot lid for<br />
1979 Silver Shadow, NEW. Also, misc. parts. Joseph<br />
Naglich 237 Grandview Rd., St. Marys, PA 814-834-<br />
1018.<br />
LUCAS FOG/DRIVING LIGHT, SFT700S new,<br />
$100; head gaskets, 6 cyl. Cloud, one early, one late,<br />
$50 each; orig. wax mold of Flying Lady, standing<br />
broken wings, $175. John Balsis P.O. Box 12094,<br />
Scottsdale, AZ 85267 480-391-2740<br />
We have in stock a very large selection of tools and<br />
accessories in connection with <strong>Rolls</strong> <strong>Royce</strong> and Bentley<br />
motor cars. We also acquire motor cars and a complete<br />
range of engine parts, wheels, interior fittings, radiators,<br />
light fittings, books, instruction manuals, badges<br />
and general memorabilia. We currently have for sale<br />
a Silver Ghost numbered chassis rebuild project with<br />
original registration number and most items, including<br />
engine. ALL DIRECT FROM ENGLAND. Please do<br />
not hesitate to contact us either by e-mail: worspares@<br />
yahoo.co.uk or by telephone: 0044 (0)1282 459778.<br />
Please also visit our web site to see our full listing of<br />
stock with photographs: www.rollsbentleyspares.com<br />
RR/Bentley cars bought/sold Orlando, FL and Nashville,<br />
TN Alan Daniell Madison, TN 615-584-5459<br />
8528 THE FLYING LADY May / June <strong>2007</strong>
parts for sale parts for sale parts for sale<br />
Custom made GAITERS, LEATHER BOOTS and<br />
FABRIC COUPLINGS for <strong>Rolls</strong>-<strong>Royce</strong> and Bentley.<br />
Large assortment of PREWAR <strong>Rolls</strong>-<strong>Royce</strong> PARTS.<br />
Visit our website at www.rudysrrparts.com. Contact<br />
Rudy Rosales 4086 East 71st Street, Cleveland, OH<br />
44105 800-248-RUDY, 216-641-7711 days or Fax:<br />
216-641-0060.<br />
MASCOTS and RADIATOR CAPS for all <strong>Rolls</strong>-<strong>Royce</strong><br />
and Bentley models, usually in stock, and always priced<br />
right. Howard Schwartz FL 914-273-8949<br />
<strong>Rolls</strong>-<strong>Royce</strong>/Bentley TOOL KITS (10), SC I, II, III,<br />
S Bentley, Silver Spirit, Silver Spur. All in excellent<br />
condition. $495 and up. Norm Cohen GA 770-883-<br />
9115.<br />
Complete set of early 1990’s SPUR & SPIRIT 6½ x 15<br />
factory alloy WHEELS with all hardware, hub caps,<br />
locks and keys; ready to install on your car, $2,250 plus<br />
postage. Evan Kempton 55 Prospect St., Holliston,<br />
MA 01746 508-429-1649 or email: evan@clenet.org<br />
The Vintage Garage has been the name in engine<br />
rebuilding, mechanical restorations and service for<br />
decades. Now at our new facility in Vermont and<br />
ready to assist you with your <strong>Rolls</strong>-<strong>Royce</strong> or Bentley<br />
project. Contact Bill Cooke and Pierce Reid for<br />
restoration, parts and rapid turnaround component<br />
rebuilding at The Vintage Garage 802-253-9256 or<br />
rpreid@pshift.com Visit us online www.vintagegara<br />
gevt.com<br />
NEW REAR WINDSHIELDS for S Series and Silver<br />
Cloud with the almost invisible heating wires,<br />
tinted green. 521.43 Euros, from stock, plus freight.<br />
Complete glass set for all 10 windows 1841.43 Euros.<br />
Claus F. Erbrecht Heaven’s Gate Garage Germany<br />
49-4762-2930, Fax: 49-4762-8022 www.rollsroycespares.com<br />
TAIL LIGHT assembly for Cloud w/ lenses (R & L);<br />
very nice lenses and reflectors, $200 for pair. Mark<br />
Ibenthal KS 913-558-3006<br />
USED <strong>Rolls</strong>-<strong>Royce</strong> and Bentley parts for all postwar<br />
models. One of the world’s most inclusive stocks of<br />
engines, transmissions, mechanical and electrical components.<br />
Body, interior, trim pieces, and chassis cuts<br />
also available. Reasonable prices and knowledgeable<br />
assistance always. Phone calls preferred. Your Post-<br />
War <strong>Rolls</strong>-<strong>Royce</strong> and Bentley used parts stockist. Tony<br />
Handler Inc. 2028 Cotner Ave., Los Angeles, CA<br />
90025 310-473-7773 or Fax: 310-479-1197.<br />
NEW MUSHROOM IGNITION COIL. Exact copy<br />
of original on the outside with modern core. STRON-<br />
GER SPARK, better performance, $285. Also, we will<br />
recore your original coil, $225. Charles Tobin, River<br />
Carriage Shop 21188 Maplewood Ave., Rocky River,<br />
OH 44116 440-333-0561, or Fax: 440-356-5543 or 800-<br />
950-2415.<br />
Oregon Crewe Cutters, Inc. features the world’s largest<br />
selection of used postwar <strong>Rolls</strong>-<strong>Royce</strong> and Bentley<br />
parts. Engines, transmissions, mechanical and electrical<br />
components. Body, interior, trimpieces and chassis cuts<br />
always available at reasonable prices. Oregon Crewe<br />
Cutters, Inc. 1665 Redwood Ave., Grants Pass, OR<br />
97527. 541-479-5663 or Fax: 541-479-6339.<br />
SILVER CLOUD PARTS new/used, CHEAPER.<br />
Aggy Szkopek CA 818-507-5775 or email: hem<br />
maggy@aol.com<br />
NOS Corniche right front fender; Silver Shadow sedan<br />
left front fender, $475; rear clip complete from back<br />
seat area with both rear fenders in good condition<br />
$985. Also hood, trunk, doors, bumpers, miscellaneous<br />
from Silver Shadow. Tom Kindler IL 815-539-7146<br />
RADIOMOBILE RADIO for early Mark VI, model<br />
100, serial number J/14 1858 in very good condition,<br />
$350 plus shipping. Rhoger Pugh Box 172, Kinsale,<br />
VA 22488 804-472-2223<br />
TOOLS for pre- and post-war RR and Bentley motor<br />
cars (including Springfield RR and Vintage Bentley)<br />
are now available from Pierce Reid and John de<br />
Campi. What do you need? Can also supply complete<br />
tool kits for all postwar cars 1946–1996. Call or write<br />
John for an illustrated list of the items available or<br />
tell us what you need. John de Campi 55 Adams<br />
Point Rd., Durham, NH 03824 603-868-9665 or email:<br />
John@deCampi.com.<br />
Starters: All postwar, special on Shadow/T, Spirit, Spur,<br />
Corniche, high torque upgrade replacement units, improved<br />
performance and reliability, reasonably priced.<br />
Replacement Parts, Inc 770-459-0040<br />
Prewar windshield strips and running board rubber<br />
(only). Call or fax for list. Replacement Parts, Inc<br />
770-459-0040<br />
Grille assy’s, shells, vanes, new and used, 1947 through<br />
Spirit/Spur. Replacement Parts, Inc 770-459-0040<br />
Cloud/Shadow/T, Spirit/Spur dismantling, most parts.<br />
Replacement Parts, Inc 770-459-0040<br />
Water pumps all postwar, new & rebuilt. Replacement<br />
Parts, Inc 770-459-0040<br />
Windshield seals, rear window seals, trunk seals, door<br />
seals, headlamp, seals, parklamp seals, trunk handle<br />
seals and much more, for all postwar standard and<br />
coachbuilt <strong>Rolls</strong>-<strong>Royce</strong> and Bentley Motorcars. Replacement<br />
Parts, Inc 770-459-0040<br />
parts wanted<br />
For BREWSTER: 4 exterior door handles for a late<br />
P I, but mostly used on Brewster P IIs. Handles are<br />
approx. 9 long. GAS GAUGE for dash, 20 wire wheels<br />
and 4 Brewster interior WINDOW CRANKS. Dennis<br />
Mitosinka 619 East 4th Street Santa Ana, CA 92701<br />
714 953-5303 or email: mitoclassics@earthlink.net.<br />
URGENTLY needed: front WINDSHIELD for a 1951<br />
MARK VI James Young, B18LJ. Charles Wolfe, PA<br />
717-581-0609<br />
SPRINGFIELD P I: for late alum head MR series;<br />
vacuum tank, radiator shutters or slats only, trilon<br />
tail light, intake manifold, gas gauge, stainless Buffalo<br />
wheels. For Springfield iron head P I: exhaust<br />
manifolds; also need ignition wire conduits for both<br />
models. For early AJS PII, need FRONT SHOCKS<br />
and arms, vacuum lines from vacuum pump to vacuum<br />
May / June <strong>2007</strong> THE FLYING LADY 8529
parts wanted literature for sale literature wanted<br />
tank, vacuum line from intake manifold to firewall, for<br />
wipers. Elliot Goldstein P.O. Box 921, Smithtown,<br />
NY 11787 631-361-6644 phone/fax.<br />
Parts for 1937 <strong>Rolls</strong>-<strong>Royce</strong> Thrupp & Maberly sedan.<br />
Need BUMPER END, two hood latches, all exterior and<br />
interior door handles and some door hardware, most of<br />
interior chrome and running lights on fenders. Also need<br />
DRIVING LIGHT for 1934 RR. William Wolbach<br />
5800 Kelton Ave., La Mesa, CA 619-465-3066<br />
PARTS LEFT OVER from your postwar <strong>Rolls</strong>-<strong>Royce</strong> or<br />
Bentley? Turn them into cash or trade for needed parts<br />
at Tony Handler, Inc. 2028 Cotner Ave., Los Angeles,<br />
CA 90025 310-473-7773 or Fax: 310-479-1197<br />
A buyer of RR/B Parts, specializing in obsolete / dealer<br />
closeout / shutdown / excess / leftovers. Wholesale cash<br />
paid with confidentiality. Couple parts or truckload.<br />
Replacement Parts, Inc. 770-459-0040<br />
S e l l i t<br />
i n t h e<br />
B a z a a r<br />
BOOKS: Some rare and out-of-print books. Write,<br />
phone or email and I will send a list of the books<br />
available. I also have handbooks, service manuals and<br />
parts books. John W. de Campi 55 Adams Point Rd.,<br />
Durham NH 03824 603-868-9665, or email: John@<br />
deCampi.com<br />
Complete set of Silver Spur original books and tool kit,<br />
$350; complete set of tools and books for Silver Shadow,<br />
$350; HANDBOOK for Phantom VI, $150; handbook<br />
for Silver Cloud III, $150; Flying Lady magazines from<br />
1988 to 2006, complete in new condition, $300; RR<br />
DESK DIARIES from 2002 to 2005, new, not used,<br />
$150. Eric Younger Layton UT 801-771-0154.<br />
Set of 4 volume SHOP MANUALS, RR, 1966 thru<br />
1976, $160 per set of 4 volumes. Call to place your<br />
order. Robert Perez GA 706-568-7130.<br />
ELECTRIC DIAGRAMS, 1966 thru 1976 Silver<br />
Shadow, $50 each. Robert Perez GA 706-568-7130.<br />
NEW BOOKS – Complete Classic Series (all $47 +<br />
$2.50 shipping), Silver Cloud I & Bentley S1 by Bernard<br />
King (recent), 20/25 by Tom Clarke, Phantom II<br />
& III by Stuckey & Whitaker. Klaus Roßfeldt’s grand<br />
<strong>Rolls</strong>-<strong>Royce</strong> and Bentley Motor Cars from the Dawn of<br />
the 20th Century into the New Millennium $116 plus<br />
$5 postage. Send a check to John W. de Campi 55<br />
Adams Point Rd., Durham, NH 03824 603-868-9665<br />
or email: John@deCampi.com.<br />
literature wanted<br />
Member/owner of 1989 Silver Spur and would like to<br />
purchase the SERVICE MANUAL TSD4848 (electrical<br />
system). James Dean Windsor Mill, MD 410-655-<br />
5275 or email: JDean59@msn.com.<br />
Supplementary PAMPHLET to owner’s HAND-<br />
BOOK- from James Young for their P V, PV 23. If<br />
not for sale, will pay to borrow. Harold Reed 1111<br />
Kane Concourse, Suite # 311, Bay Harbor Islands, FL<br />
33154 305-865-2000.<br />
services offered<br />
Brakes sleeved and rebuilt: masters, wheels, clutch,<br />
slave. Rebuilders of: calipers, servos, air conditioner<br />
throttle valves, ride control valves, actuator valves,<br />
shoes relined. Better than new. Quick service. Lifetime<br />
written warranty. White Post Restorations One Old<br />
Car Drive, PO Drawer D, White Post, VA 22663 540-<br />
837-1140, www.whitepost.com.<br />
Brake backing plates: complete units, restored with<br />
cylinders and shoes. White Post Restorations One<br />
Old Car Drive, White Post, VA 22663 540-837-1140<br />
www.whitepost.com.<br />
RESTORATIONS BY LONE WOLF. Now accepting<br />
complete or partial restorations on all postwar models.<br />
Coast to coast closed car carrier service available. Contact<br />
us for more information. LONE WOLF ROLLS-<br />
ROYCE/BENTLEY SERVICE 909-464-1877 www.<br />
lonewolfrrbentley.com.<br />
IN-HOUSE REBUILDING PROGRAM: steering<br />
racks, hydraulic systems, water pumps, carburetors.<br />
For these and others contact LONE WOLF ROLLS-<br />
ROYCE/BENTLEY SERVICE at 909-464-1877.<br />
www.lonewolfrrbentley.com.<br />
SWITCHES LIKE NEW. Dash switches re-faced to<br />
showroom perfection. Re-engraved by hand, repainted,<br />
repaired. Master switch, carb, fog, wipers, or any other<br />
engraved plate. Pre-1976. Three week turnaround.<br />
Call for quote. Also: refinish sill plates. The Frawley<br />
Company 138 Main St., Parkesburg, PA 19365 610-<br />
857-1099.2<br />
Wood, leather, trim restoration. factory trained <strong>Rolls</strong>/<br />
Bentley specialist, Gold Coast Auto Interiors, Inc.,<br />
Philip E. Howland 16 N.E. 9 St., Ft. Lauderdale,<br />
FL 33304 954-467-1500 or Fax: 954-467-1560, www.<br />
goldcoastauto.com.<br />
SHEEPSKIN RUG OVERLAYS & SEAT COVERS<br />
custom made by Easirider (UK) for all models RR/B,<br />
others. Outstanding quality, comprehensive color selection.<br />
Contact American distributor Phil Brooks,<br />
Kexby Ltd. Co. 102 Carnoustie, Williamsburg, VA<br />
23188 757-258-8550, fax: 757-258-8850 or email:<br />
philip.brooks@wap.org<br />
<strong>Rolls</strong>/Bentley SHOCK ABSORBERS REBUILT. 1967<br />
8530 THE FLYING LADY May / June <strong>2007</strong>
services offered services offered miscellaneous for sale<br />
and earlier cars $295 each. Fast service. VISA, MC,<br />
COD. Free catalog. Send to Apple Hydraulics 1610<br />
Middle Rd., Calverton, NY 11933 800-882-7753 or<br />
Fax: 631-369-9516 www.applehydraulics.com.<br />
Offering RR and Bentley Service, repairs and restoration<br />
since 1976 in Houston, TX. 281-448-4739 www.<br />
britishcarpartsco.com.<br />
TRAFFICATOR TURN SIGNALS RESTORED.<br />
Broken arms replaced. Solenoid and light repaired.<br />
New original type bulb installed. Send disabled trafficator<br />
for a prompt quote on cost. If you are looking<br />
for a trafficator, we have a large assortment of NEW<br />
OLD STOCK, and reconditioned trafficators, and selfcancelling<br />
switches. Charles Tobin, River Carriage<br />
Shop 21188 Maplewood Ave., Rocky River, OH 44116<br />
440-333-0561, or Fax: 440-356-5543 or 800-950-<br />
2415.<br />
BRAKE CYLINDERS SLEEVED to original size.<br />
Master cylinder $75.00 each. Wheel cylinders $50.00<br />
each. Complete rebuilding call for price. VISA, MC,<br />
COD. Free catalog. Send to Apple Hydraulics 1610<br />
Middle Rd., Calverton, NY 11933 800-882-7753 or<br />
Fax: 631-369-9516 www.applehydraulics.com.<br />
Silver Shadow ACCUMULATORS & ACCUMULA-<br />
TOR VALVES rebuilt and shipped charged to anywhere<br />
in Continental U.S. For details see our website<br />
at www.alloysteelsphere.com or call Howerton Associates<br />
at 404-343-6307.<br />
miscellaneous for sale<br />
NEW Flying Lady Index AD 2/28/07 3:53 PM Page 1<br />
VINTAGE TIRES for RR & Bentley motorcars. Most<br />
brands and sizes including Dunlop, Avon, Lester and<br />
several other brands. Personalized service from a fellow<br />
RROC Member. Our 31st year in business and<br />
over 52 years selling tires. Wallace W. Wade 530<br />
Regal Row, Dallas, TX 75247 214-688-0091, 800-666-<br />
8973 or email: wallacewade@earthlink.net<br />
Professional leather restoration/maintenance<br />
products, Simply the Best since 1968 rejuvenator oil,<br />
prestine clean, crack filler, custom color Connolly dyes<br />
LEATHERIQUE WWW.LEATHERIQUE.COM<br />
877-395-3366<br />
SPIRIT OF ECSTASY STATUE: Beautiful bronze<br />
statue, 26H x 14W x 16D including striking granite<br />
base. Weight 60+ lbs. Outstanding casting of the RR<br />
symbol now available on special order; gallery prices<br />
on this statue have been as much as $5000. Special<br />
price to RROC members is just $1,995 plus shipping<br />
and handling. Small statue not available. Proud owners<br />
of RR vehicles can show their pride of ownership by<br />
displaying either or both of these fine bronze statues<br />
in their office or home. For further details and photos<br />
contact: Jack Heller OH 937-298-3424 phone/fax or<br />
email: Jhell4@aol.com<br />
NEW WHEEL DISCS AND RELATED PARTS.<br />
Now available to fit prewar: <strong>Rolls</strong>-<strong>Royce</strong>, Ghost to P<br />
III, Bentley 31⁄2L to 8L, Jaguar, MK IV, Hispano-<br />
Suiza, H&J Series, Lagonda, Bugatti, Type 44, 46 &<br />
57, Cord L-29, Delage, Delahaye, Talbot 110, Lincoln<br />
A-B, Isotta Fraschini, Alfa Romeo, Voisin, over 35 different<br />
discs. Write, phone or fax for full information.<br />
Lmarr Disk Ltd. P.O. Box 910, Glen Ellen, CA<br />
95442-0910 707-938-9347 or Fax: 707-938-3020<br />
BENTLEY CONTINENTAL R bodyshell plus trunk<br />
lid and NEW hood. No axles, no drivetrain, no interior.<br />
Came from works test car no. 28, chassis number 5 P<br />
Z 000028 which was for internal use only. Only one<br />
with sunroof. A must for the serious collector. 12,500<br />
Euros. More details at www.rollsroycespares.com.<br />
Heaven’s Gate Garage Germany 49-4762-2930,<br />
Fax: 49-4762-8022<br />
55 Years of The Flying Lady & searchable Index on DVD<br />
BONUS New R.R.O.C. National Judging Index<br />
All issues of The Flying Lady, have been created in Adobe Acrobat PDF format from 1951-1 (page 1) to 2006-6<br />
(page 8350) and are now available on one searchable DVD! Review articles in The Flying Lady easily and in<br />
stunning detail. Never before has The Flying Lady been so easy to use, or as much fun. All PDF pages are<br />
Hyperlinked to pages in a searchable Microsoft Excel Index. Simply double click the page number in the Excel<br />
file, and corresponding page number opens the PDF, enabling a quick preview of the pages allowing you to make<br />
copies direct to your printer.<br />
GENERAL ARTICLES: Title, Author, Page and Issue (2446 line items)<br />
TECHNICAL ARTICLES: Category, Title, Author, Page and Issue (2452 line items)<br />
BOOK REVIEWS: Title, Author, Page and Issue (624 line items)<br />
PICTURE by CHASSIS: Chassis, Year, Model, Owner, Page and Issue (8766 line items)<br />
BAZAAR: Chassis, Year, Model, Owner, City & State, Page and Issue (14324 line items)<br />
As a BONUS we have an additional new Microsoft Excel Index covering 55 years of R.R.O.C. National Meet<br />
Judging Results, including Class, Special, Senior and Miscellaneous Awards.<br />
Complete Microsoft Excel Index, 1951-1 to 2006-6 and Adobe Acrobat PDF pages 1 to 8350<br />
on two DVD’s. $85.00<br />
To Order Contact: R.R.O.C. HQ: (800) 879-7762 or rrochq@rroc.org<br />
May / June <strong>2007</strong> THE FLYING LADY 8531
BLEND THE ART OF TRAVEL<br />
WITH THE ART OF GOOD LIVING<br />
Join Jim Vogelman, travel consultant and <strong>Rolls</strong>-<strong>Royce</strong> owner for an extraordinary trip<br />
exclusively designed for <strong>Rolls</strong>-<strong>Royce</strong> enthusiasts.<br />
For complete details contact Jim Vogelman, a Trip Professionals<br />
Associate, at 954. 423. 6840 or email<br />
jimvogel@bellsouth.net<br />
www.dreamitaly.it<br />
Woodwork<br />
Refinishing, Reveneering<br />
& Repair<br />
How is your woodwork looking??<br />
CHIPPED, SCRATCHED, CLOUDY,<br />
CRACKED OR DELAMINATING?<br />
We Can Restore it to “Showroom”<br />
Condition!!<br />
• “Concours” Quality<br />
• Fastest “Turn-Around”<br />
• Unsurpassed Service<br />
• Expert Color/Veneer<br />
• Complimenting<br />
. . . Automotive woodwork is all we do!<br />
55-B Depot Road, Goleta, CA 93117<br />
Toll Free 800-800-1579 • Fax 805-962-7359<br />
8532 THE FLYING LADY May / June <strong>2007</strong>
Jack Dempsey’s<br />
Springfield Built 1927 <strong>Rolls</strong> <strong>Royce</strong><br />
Phantom 1<br />
Pall Mall Phaeton<br />
According to RR archives, #S 95P M, engine #20956,<br />
was delivered to Jack Dempsey on August 10, 1928.<br />
At Auction Late August <strong>2007</strong><br />
Dirk Soulis Auctions<br />
816.697.3830 • www.DirkSoulisAuctions.com<br />
May / June <strong>2007</strong> THE FLYING LADY 8533
8534 THE FLYING LADY May / June <strong>2007</strong>
PRE-1955 BENTLEY? CREWE-BUILT ROLLS-ROYCE?<br />
TRUST JACK BARCLAY TO KEEP IT IN PERFECT SHAPE.<br />
THE LEADING SPECIALIST IN GENUINE PRE-1955 BENTLEY<br />
AND CREWE-BUILT ROLLS-ROYCE PARTS. As the oldest and<br />
largest Bentley dealership in the world, nobody is closer to the finest<br />
luxury marques than Jack Barclay. Even more reassuring is the fact<br />
that we have the largest stock of Bentley parts there is, and as the<br />
only authorised global supplier of pre-1955 Bentley and Crewe-built<br />
<strong>Rolls</strong>-<strong>Royce</strong> parts, there is no finer choice when it comes to<br />
maintaining the definitive driving experience. So, whether it is timing<br />
gears for an R-Type Continental or an exhaust manifold for a Silver<br />
Dawn, Jack Barclay’s dedicated team has 80 years behind it to keep<br />
your car in perfect shape for the road ahead.<br />
JACK BARCLAY LIMITED<br />
2-4 Ponton Road, Nine Elms, London SW8 5BA, United Kingdom.<br />
Pre-1955 parts hotline: +44 (0)207 978 2223.<br />
Parts hotline: +44 (0)207 738 8333.<br />
e-mail: parts@jackbarclaybentley.co.uk or visit<br />
www.bentleymotors.com/jackbarclay<br />
The name ‘Bentley’ and the ‘B’ in wings device are registered trademarks. © <strong>2007</strong> Bentley Motors Limited.<br />
May / June <strong>2007</strong> THE FLYING LADY 8535
8536 THE FLYING LADY May / June <strong>2007</strong>
Blow Your<br />
MoneY on Cars<br />
<br />
Let’s face it, the less you spend on insurance, the more you’ll<br />
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May / June <strong>2007</strong> THE FLYING LADY 8537
8538 THE FLYING LADY May / June <strong>2007</strong>
Preserve Our Past Secure Our Future<br />
The ROLLS-ROYCE FOUNDATION<br />
RESEARCH LIBRARY AND EDUCATIONAL MUSEUM<br />
THE ONLY ORGANIZATION IN AMERICA DEDICATED TO THE PRESERVATION OF<br />
THE ROLLS-ROYCE AND BENTLEY AUTOMOBILES AND THEIR HERITAGE<br />
THE NEW MUSEUM AND LIBRARY IS LOCATED NEXT TO THE RROC HEADQUARTERS.<br />
PLEASE COME VISIT THE CARS AND THE LIBRARY AND CONSIDER JOINING THE<br />
FOUNDATION TO INSURE OUR HERITAGE FOR FUTURE GENERATIONS. WE ARE A 501C3<br />
TAX DEDUCTIBLE ORGANIZATION AND WOULD GREATLY APPRECIATE DONATIONS OF<br />
AUTOMOBILES, PARTS OR LITERATURE<br />
Dues: $25 Annual $250 Lifetime $1,000 Benefactor<br />
Membership Application<br />
Please Check: ____________________________________________<br />
$25 Annual Name<br />
$250 Lifetime<br />
$1,000 Benefactor ____________________________________________<br />
Mailing address<br />
Mail to:<br />
<strong>Rolls</strong>-<strong>Royce</strong> Foundation<br />
189 Hempt Road<br />
Mechanicsburg, PA 17050<br />
____________________________________________<br />
City State Zip<br />
May / June <strong>2007</strong> THE FLYING LADY 8539
ROLLS-ROYCE a n d BENTLEY<br />
M O T O R C A R<br />
S P E C I A L I S T S<br />
LARGEST INDEPENDENT DEALERSHIP<br />
IN PALM BEACH COUNTY<br />
PARTS - SERVICE - BODYWORK<br />
INTERIOR/EXTERIOR - RESTORATION<br />
Foreign car engineering<br />
CERTIFIED ENGINEERS<br />
FOREIGN TRAINED MECHANICS<br />
75 N. Congress Avenue, Delray Beach, FL 33445<br />
Tel: (561) 276-0114, (561) 276-0119 – Fax: (561) 274-9127<br />
8540 THE FLYING LADY May / June <strong>2007</strong>
STANDING COMMITTEES OF THE CLUB:<br />
a. The Standing Committees of the <strong>Club</strong> shall be:<br />
1. Membership Committee<br />
Chairman: Brad Zemcik, Membership VP<br />
2. Grievance Committee<br />
Chairman: Julie Cohen<br />
3. Communications Committee<br />
Chairman: William Casey, Communications VP<br />
Mark Corigliano<br />
Ruben Verdes<br />
Sabu Advani<br />
4. Legal Committee<br />
Chairman: Laura Borchert<br />
Jim Daniels<br />
Martin Leavitt<br />
Kelly Kyle<br />
5. Activities Committee<br />
Chairman: Ralph Curzon, Exec. VP of Activities<br />
Lynn Vatter<br />
Phil Birkeland<br />
6. Post-War Technical Committee<br />
Chairman: John Palma, Technical VP Post-War<br />
George Colgett<br />
Jim Facinelli<br />
Cal West<br />
Tom Weinhart<br />
Tom Brancato<br />
7. Pre-War Technical Committee<br />
Chairman: Wally Donoghue, Technical VP Pre-War<br />
8. Judging Committee<br />
Chairman: John Rich, VP of Judging<br />
All Senior Team Captains<br />
9. Awards Committee<br />
Chairman: Woody Richey, VP Awards<br />
Jason Coker<br />
Michael Dell<br />
10. By-Laws Committee<br />
Chairman: John Matsen<br />
Gil Fuqua<br />
Michael Gaetano<br />
Rick Barrett<br />
11. Nominating Committee<br />
Chairman: Sam Rawlins, Chairman of the Board<br />
Ray Murray<br />
Lupe King<br />
Eugene Sorbo<br />
Bill Habacker<br />
Howard Krimko<br />
Bill Borchert<br />
12. Merchandising Committee<br />
Chairman: Tim Younes<br />
13. Executive Committee<br />
Chairman: Robin A. James, President<br />
Ralph Curzon, Executive VP of Activites<br />
Gil Fuqua, Treasurer<br />
William Casey, VP of Communications<br />
Michael Gaetano, VP of Regions and Societies<br />
John Rich, VP of Judging<br />
Brad Zemcik, VP of Membership<br />
Sam Rawlins, Chairman of the Board<br />
Tim Younes, Executive Director (without vote)<br />
14. Region & Society Committee<br />
Chairman: Michael Gaetano, VP of Regions/Societies<br />
15. Information Technology Committee<br />
Chairman: Gil Fuqua<br />
Bill Prichard<br />
Brad Zemcik<br />
b. Each Standing Committee is responsible for developing<br />
Policies and Procedures governing the day-to-day administration<br />
of its section of the <strong>Club</strong>. These Policies and<br />
Procedures will be distributed to the Officers and Directors.<br />
c. Each Standing Committee should meet at least once<br />
O R D E R F O R M<br />
please photocopy for your records<br />
yearly and should make a report of its activities<br />
and recommendations at the Annual<br />
Meeting of the Board of Directors.<br />
d. New committees may be appointed from<br />
time to time by the action of the President.<br />
Such a committee must follow the provisions of<br />
sections b. and c. above and may become a<br />
Standing Committee only after it has been in<br />
existence and functioning as a committee for<br />
three years.<br />
e. The membership of each committee shall be<br />
published in the March issue of The Flying<br />
Lady.<br />
AD HOC COMMITTEES:<br />
Chairman, Sharon Rich<br />
Sam Rawlins<br />
John Rich<br />
Fred Ward<br />
Michael Kan<br />
Bill Vatter<br />
Ralph Curzon<br />
Gil Fuqua<br />
<strong>2007</strong> Elections Committee<br />
Chairman, Brad Zemcik<br />
Bill Casey<br />
Joel Foreman<br />
Sneed Adams<br />
Judging Field Ombudsman:<br />
Dale Powers<br />
Board Meeting Arbitrator:<br />
Ruben Verdes<br />
STANDING COMMITTEES OF THE CLUB: 10. By-Laws Committee<br />
yearly and should make a report of its activi-<br />
Chairman: John Matsen<br />
ties and recommendations at the Annual<br />
The <strong>Rolls</strong>-<strong>Royce</strong> Silver Ghost. Origins and Development 1906–1926, Gil Fuqua<br />
Meeting of by the Board David of Directors. Forward<br />
a. The Standing Committees of the <strong>Club</strong> shall be:<br />
SEND THIS FORM TO: The Sir Henry Michael <strong>Royce</strong> Gaetano Foundation, Po Box 41, Lutwyche 4030, Qld, Australia<br />
Rick Barrett<br />
d. New committees may be appointed from<br />
1. Membership Committee<br />
11. Nominating Committee<br />
time to time by the action of the President.<br />
Chairman: Brad Zemcik, Membership VP<br />
Title First Name Chairman: Sam Rawlins, Surname Chairman of the Board Such a committee must follow the provisions of<br />
2. Grievance Committee<br />
Ray Murray<br />
sections b. and c. above and may become a<br />
Chairman: Julie Cohen<br />
Lupe King<br />
Standing Committee only after it has been in<br />
3. Communications Committee Postal address<br />
Eugene Sorbo<br />
existence and functioning as a committee for<br />
Chairman: William Casey, Communications VP<br />
Bill Habacker<br />
three years.<br />
Mark Corigliano<br />
Howard Krimko<br />
Ruben Verdes<br />
Bill Borchert<br />
e. The membership of each committee shall be<br />
Sabu Advani<br />
12. Merchandising Committee<br />
published in the March issue of The Flying<br />
4. Legal Committee<br />
Chairman: Tim Younes<br />
Lady.<br />
Chairman: Laura Code Borchert<br />
Country Date of Order: D _ _ M _ _ Y _ _ _ _<br />
13. Executive Committee<br />
Jim Daniels<br />
Chairman: Robin A. James, President<br />
AD HOC COMMITTEES:<br />
Martin Leavitt Australian $220 Buckram bound Ralph Number Curzon, of Executive copies VP of Activites $ .<br />
Kelly Kyle<br />
Gil Fuqua, Treasurer<br />
The by-laws task force was appointed by Sam<br />
5. Activities Committee<br />
William Casey, VP of Communications<br />
is…. Chairman, Sharon Rich<br />
Chairman: Ralph Australian Curzon, Exec. $308 VP of Leather Activities bound Number Michael Gaetano, of copies VP of Regions and Societies $ Sam Rawlins .<br />
Lynn Vatter<br />
Postage: Australia $20 each, New Zealand John Rich, $55 VP of each, Judging Other overseas airmail $85 John eachRich<br />
Phil Birkeland<br />
Brad Zemcik, VPof Membership<br />
Fred Ward<br />
6. Post-War Technical Committee<br />
Sam Rawlins, Chairman of the Board<br />
Michael Kan<br />
Chairman: John Palma, Technical VP Post-War<br />
Tim TOTAL: Younes, Executive book(s) Director plus postage (without vote) $<br />
Bill Vatter<br />
George Colgett<br />
14. Region & Society Committee<br />
Ralph Curzon<br />
PAYMENT Jim Facinelli Electronic Deposit: BSB: 034 010 Account: 22 6498 A/C Name: The Sir Henry <strong>Royce</strong> Foundation<br />
Chairman: Michael Gaetano, VP of Regions/Societies Gil Fuqua<br />
Cal West Bank: Westpac, Fortitude Valley, Queensland, 15. Information Australia Technology Committee<br />
Tom Weinhart<br />
Chairman: Gil Fuqua<br />
Tom Brancato<br />
Bill Prichard<br />
<strong>2007</strong> Elections Committee<br />
7. Pre-War Technical Cheque Committee in Australian dollars payable to: The Sir Henry <strong>Royce</strong> Foundation Australia<br />
Brad Zemcik<br />
Chairman, Brad Zemcik<br />
Chairman: Wally Donoghue, Technical VP Pre-War<br />
Bill Casey<br />
8. Judging Committee<br />
Visa/Mastercard (circle one) No. b. _ Each _ _ Standing _ _ Committee _ _ _ is _ responsible _ _ _ for _ _ developing _ _ Expiry Joel _ Foreman _ / _ _<br />
Chairman: John Rich, VP of Judging<br />
Policies and Procedures governing the day-to-day admini- Sneed Adams<br />
All Senior Name Team as on Captains card stration Signature of its section of the <strong>Club</strong>. These Policies and<br />
9. Awards Committee<br />
Procedures will be distributed to the Officers and Direc- Judging Field Ombudsman:<br />
Subscription orders<br />
Chairman:<br />
will<br />
Woody<br />
be accepted<br />
Richey,<br />
until<br />
VP<br />
August<br />
Awards<br />
31 tors.<br />
Dale Powers<br />
Jason Coker<br />
Michael Dell<br />
c. Each Standing Committee should meet at least once<br />
Board Meeting Arbitrator:<br />
Ruben Verdes<br />
May / June <strong>2007</strong> THE FLYING LADY 8541<br />
st , <strong>2007</strong>. Any further orders after that date will be printed in small batches as orders are received, but will not be part of<br />
the Limited Edition. Receipts will be posted immediately payment is received. Your copy/copies of the book will be despatched to you in September <strong>2007</strong>.
A COLLECTION OF<br />
DISTINCTION<br />
1907<br />
ROLLS-ROYCE SILVER GHOST<br />
RIPPON LIMOUSINE<br />
1908<br />
ROLLS-ROYCE SILVER GHOST<br />
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1909<br />
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ROI-DES-BELGES<br />
TOURER BY BARKER<br />
1910<br />
ROLLS-ROYCE SILVER GHOST<br />
BALLOON ROADSTER<br />
BY H.J. MULLINER<br />
1911<br />
ROLLS-ROYCE SILVER GHOST<br />
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BUILT FOR<br />
THE MAHARAJAH<br />
OF MYSORE<br />
1912<br />
ROLLS-ROYCE SILVER GHOST<br />
LIMOUSINE BY BARKER<br />
“THE CORGI”<br />
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ROLLS-ROYCE SILVER GHOST<br />
LONDON-TO-EDINBURGH<br />
TOURER BY<br />
H.J. MULLINER<br />
1914<br />
ROLLS-ROYCE SILVER GHOST<br />
LANDAULETTE<br />
BY BARKER<br />
1915<br />
ROLLS-ROYCE SILVER GHOST<br />
HAMSHAW LIMOUSINE<br />
PARTIAL LIST SHOWN ABOVE<br />
100% of the net sale<br />
proceeds from the<br />
Richard J. Solove Collection<br />
will be donated to benefit<br />
the Arthur G. James<br />
Cancer Hospital and<br />
Richard J. Solove<br />
Research Institute<br />
ORDER YOUR<br />
CATALOGUES<br />
NOW<br />
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Photos: ©<strong>2007</strong> Pawel Litwinski. Pebble Beach<br />
Concours d’Elegance is a trademark of<br />
Pebble Beach Company. All rights reserved.<br />
1912 ROLLS-ROYCE<br />
SILVER GHOST<br />
LIMOUSINE<br />
BY BARKER<br />
“THE CORGI”<br />
1913 ROLLS-ROYCE SILVER GHOST<br />
LONDON-TO-EDINBURGH TOURER<br />
BY H.J. MULLINER<br />
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SATURDAY . AUGUST 18 and SUNDAY . AUGUST 19