2007-3 - Rolls-Royce Owners' Club

Dedicated to Rolls-Royce & Bentley Motorcars May / June 2007 07-3

contents 

may / june 2007 

S2 Continental Flying Spur BC41CZ in snowy North Wales. 

See p. 8485 for what is and what isn’t a Flying Spur. 

features 

Bentley Brooklands 8484 

The Flying Spur 8485 

Going in Style 8490 

in a Rolls-Royce Coffin 

The Spirit of Ecstasy 8494 

A History of the Mascot, Part II 

Amelia Island 2007 8507 

Concours d’Elégance 

Reg Abbis 8514 

Former RR & Bentley 

Communications Chief 

Anatomy of an Art 

Portrait 8520 

technical features 

SU Fuel Pump 8416 

departments 

Conduit 8481 

Books 8522 

Bazaar 8524 

On the cover: 

Not exactly moon over Miami, but sunrise at the 

Amelia Island Concours. This year’s AIC had everyone 

a little groggy on Sunday morning because 

Daylight Savings Time started a month earlier than 

in previous years. Christopher Sanger’s 1936 4¼L 

(B11HM) Vanden Plas coupe was on the field bright 

and early. Photo by Larry S. Glenn 

RROC, Inc., 

191 Hempt Road 

Mechanicsburg, PA 17050 USA 

800-TRY-RROC / 717-697-4671 

fax 717-697-7820 

www.rroc.org, email: rrochq@rroc.org 

EDITOR IN CHIEF 

Sabu Advani 

6860 N. Alvernon Way, Tucson, AZ 85718 

ph/fax 520-615-6484, 

TECHNICAL EDITOR 

Dave Pass 

P.O. Box 382, West Linn, OR 97068 

503-650-9048, 

EVENTS EDITOR/PHOTOGRAPHER 

Larry S. Glenn 

8500 Reservoir Road, Fulton, MD 20759 

301-470-7191, 

HISTORICAL FEATURES EDITOR 

John W. de Campi 

P.O. Box 440, Newmarket, NH 03857 

603-868-9665, 

FOREIGN EDITORS 

Tom Clarke (UK), Barrie Gillings (AUS) 

VICE-PRESIDENT, COmmUNICATIONS 

William Casey 

 

ADVERTISING/BAZAAR 

RROC HQ 

ART DIRECTOR 

Rodney E. Bender 

THE FLYING LADY (ISSN 0015-4830) is a bi-monthly 

publication of The Rolls-Royce Owners’ Club, Inc., a nonprofit 

corporation, 191 Hempt Road, Mechanicsburg, PA 

17050, USA. Printed in USA. Periodical postage paid at 

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POSTMASTER: Send address changes to The Flying Lady, 

191 Hempt Road, Mechanicsburg, PA 17050 USA. 

Copyright ©2007 

by the Rolls-Royce Owners’ Club, Inc. 

The trademarks “Rolls-Royce,” “R-R” Logo and the 

“Rolls-Royce” Badge device are the trademarks of 

Rolls-Royce plc and are used by the Club under license. 

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responsibility in the event of claim of loss or damage 

resulting from publication of editorial or advertising matter. 

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necessarily reflect Club policy. 

Annual membership dues are $60. New members pay 

a $25 initial processing fee. Regional membership dues 

vary, but joining is highly encouraged. 

All editorial contributions go to the editors, addresses 

above. Deadlines 2/1, 4/1, 6/1, 8/1, 10/1, 12/1. 

Direct all other correspondence, including change 

of address or complaints re delivery to the relevant 

Club officials or to HQ. All ads, whether classified (the 

Bazaar) or display, go to the Ad Manager at Club HQ. 

8480 THE FLYING LADY May / June 2007

From the 

President 

Today was 

a glorious 

Palm Sunday, 

with blue 

skies, sunshine 

and 

brisk wind 

chill—typical 

spring 

weather in 

Chicago. 

With spring fast approaching, I decided 

to take my new toy, a 1997 

Bentley Turbo RL out for a spin, 

stopping for coffee at Caribou 

before going to church. For us 

car guys in the Snow Belt, a day 

like today really brings out spring 

fever, and since purchasing my 

car in December 2006 and having 

her shipped from her former 

home in California, I have had 

few opportunities to take her out 

of the garage. It’s been agonizing 

to wait, because the car only has 

27,000 miles on her, and the only 

problems we encountered were 

ones from lack of use. However, 

they were easily fixed by my local 

mechanic. 

As I was drinking my coffee 

I couldn’t help but think about 

all of the exciting National Tours 

and the Annual Meet planned 

for this year. The 700-mile Texas 

Wildflowers and Hill Country tour 

is next up. By the time you read 

this, I will have been on it, giving 

the new RL its first big outing! In 

August, my wife Michelle and I 

will be driving to the Annual Meet 

at Skamania Lodge in Washington 

State. We are looking forward to 

the adventure of driving through 

parts of the country that we have 

never seen before. By all accounts 

this also promises to be a very 

scenic meet, with gorges, rivers, 

mountains, and waterfalls. Bring 

the whole family to this event, as 

Dave and Lynn Pass, and Dick 

and Ann Tilden have planned 

something for everyone. 

In September Michelle and 

I will be driving west again to the 

North Rim of the Grand Canyon 

to join Bob and Alice Cottam’s 

week-long tour. We will explore 

Zion Park, Bryce Canyon National 

Park, Coral Pink Sand Dunes State 

Park, and visit Lake Powell for an 

all-day boat cruise with a catered 

lunch on the beach. If the lake 

level is high enough we will also 

stop at Rainbow Bridge National 

Monument. This tour will complement 

the fantastic tour we took last 

year to the South Rim of the Grand 

Canyon. If you missed that tour, be 

sure not miss this one. 

Happy and Safe Motoring! 

— Robin A. James 

Fall Tour 

Sept. 30–Oct. 6, Kanab, UT. Visit 

the beautiful red rock country 

of Southern Utah and see four 

National Parks without having 

to pack up and move even once! 

Kanab, known as Utah’s “Little 

Hollywood” for the more than 150 

Westerns made here, will be our 

hub. Zion Park is only 45 minutes 

away. Bryce Canyon, the North 

Rim of the Grand Canyon, and 

Lake Powell are all within a short 

drive. The already abundant beauty 

will only be enhanced by the 

fall colors. Save the dates and join 

us in Cowboy Country for a relaxing, 

colorful, Old West experience. 

For details see p. 8538 or contact 

hosts Bob and Alice Cottam at 

435-644-3931. 

Calendar of events — u.s. & overseas 

2007 

June 16, 17 RREC Golden Jubilee 

Annual Rally, Kelmarsh Hall 

Aug. 7–12 Annual Meet, 

Stevenson, WA (Pass, Tilden) 

Sept. 30–Oct. 6 Fall Tour, UT (Cottam) 

mISC. NEwS 

Report from the New Chief Judge 

The newly elected Chief Judge, 

John B. Rich, has hit the road 

running! Along with his wife 

Sharon he conducted two Judging 

Training Sessions in March. The 

first was held in Vancouver, BC 

with about thirty members learning 

how to serve as judges at the 

Washington RROC Annual Meet. 

Then they were off to Oakland, 

CA for a repeat of the same session 

with another thirty-two 

RROC members. Sharon and John 

sent Certificates of Completion 

for the Training Sessions to the 

new judges. Thank you to all who 

participated. We look forward to 

seeing you in August at the Annual 

Meet in Washington. 

Invitation to All members 

Have you ever considered serving 

the membership of the RROC 

by joining the RROC Board of 

Directors? If so, now is the time 

to act. 

Each year, three or four 

National Director positions are 

open. Per our bylaws, nominations 

for those positions come 

from our Regions and Societies, 

so interested members should 

contact their respective regions 

for further information. This 

year, members of the following 

regions are eligible to nominate 

a member to the National Board: 

Chesapeake, Mid America, and 

San Diego. 

In addition, most National 

Officer positions are for one 

year (members can be re-elected 

for more than one year), and 

eligible and interested members 

should contact a member 

of the Nominating Committee 

to be considered. Members of 

FUTURE ANNUAL mEETS 

2008, June 22–28, Williamsburg Lodge, 

VA (Diem) 

2009 New Orleans (Borchert) 

2010, July 19–27 Ontario (Popp, Curzon) 

Contact RROC HQ to register for RROC events (listed in roman). 

Scheduling/information: VP Activities, Ralph Curzon, ph. 905-670-3656 

For regional events please visit 

the Committee are: Chairman 

Sam Rawlins (GA), Ray Murray 

(ONT), Lupe King (NV), Gene 

Sorbo (FL), Bill Habacker (TX), 

Howard Krimko (NY), and Bill 

Borchert (LA). 

ROLLS-ROYCE NEwS 

Silver Ghost Centenary 

(March 29) RRMC is commemorating 

the 100-year-anniversary of 

this model with special events at 

the Villa d’Este Concours (Italy), 

Techno Classica 2007 (Germany), 

and the Scottish Reliability Trial 

re-enactment which will start from 

Goodwood. 

The Silver Ghosts shown 

at Techno Classica were a 1920 

model bodied in Germany for 

a French customer and a 1923 

Springfield Ghost with Brewster 

coachwork. 

New Showrooms (April 

20) Two days after opening its 

first showroom in Austria at 

authorized dealer Karner & 

Grossegger Automobil GmbH & 

Co. KG (Richard Karner, COO) 

in Vösendorf near Vienna, RRMC 

announced at the Shanghai Auto 

Show the opening of its 80 th showroom 

in the world. Located at the 

Singapore Industrial Park in the 

Hi-tech District in Chengdu, this 

will be the fifth one in Greater 

China, signifying the company’s 

confidence in that region’s continued 

growth. The dealer is 

Chengdu Sanhe Automobile 

Technique Co., Ltd. Additional 

showrooms in the region are expected 

to open later this year. 

Also at Auto Shanghai, 

RRMC unveiled the new Phantom 

Drophead Coupé for the first 

time in the Asia Pacific region. 

(Readers are reminded that 

Chinese customers face a 150% 

tax, raising the cost for a standard 

Phantom to north of a million 

US dollars.) The Austrian dealer 

reports already “substantially” 

stronger than anticipated demand. 

Armored Phantom (April 5) 

Engineered to the highest current 

international protection rating 

(called VR7), an armored version 

will become available, initially, in 

the European and Middle Eastern 

markets. It is virtually indistinguishable 

from the standard 

car, inside and out. Protection is 

May / June 2007 THE FLYING LADY 8481

RRMC 

RRMC 

provided by high-tech fiber composites, 

special-purpose steel, and 

thickened glass. A polycarbonate 

layer is fitted to the inside for extra 

passenger protection. While the 

aluminum spaceframe chassis as 

well as suspension components 

The 3000 th Phantom (March 

9) Iraninan/London socialite Lisa 

Tchenguiz-Imerman took delivery 

of her Diamond Black Phantom 

at the Rolls-Royce Motor Cars of 

London showroom in Berkeley 

Square. The veneer is Black Ash 

with silver inlay, the trim is black 

leather with contrasting stitching, 

and two 12" DVD screens are 

mounted in the rear. The buyer is 

said to be “most enthusiastic,” and 

her special car is recognized by a 

have been strengthened to cope 

with the additional weight of the 

modifications, the powertrain 

remains unchanged at 453 bhp. 

The armoring is carried out by a 

subcontractor (possibly Mutec in 

Munich, Germany). 

discreet plaque in the glovebox. 

RR CEO Ian Robertson (l) himself 

handed over they keys. 

This London dealer has consistently 

ranked in the top three in 

the world since the Phantom was 

launched in 2003. In particular, 

the associate who sold the car, 

Sales Manager Stephen Foulds, 

has sold more than 130 Phantoms, 

making him the most successful 

Rolls-Royce salesman in the 

world. 

Conti GT Breaks Ice Speed 

Record (March 2) Four-time 

World Rally Champion Juha 

Kankkunen of Finland took a 

near-standard fwd Continental 

GT to an average speed of 199.86 

mph (321.65 km/h) on the frozen 

sea off the coast of western 

Finland, setting a new world record. 

The previous one was set by 

a Bugatti EB110 Supersport at a 

mere 184.14 mph (296.34 km/h), 

at the same location 

The run took place at ca. -30º 

C over a 10 km section of frozen 

sea. The ice was 70 cm thick and 

it took Juha ca. 5 km to hit his 

optimum speed before reaching 

the start of the marked kilometer 

over which his speed was measured. 

At around 120 mph wheel 

spin set it and the first run was 

terminated. His top speed on the 

return run reached 205 mph (330 

km/h). From top speed, it took 

600 meters to come to a stop. 

BENTLEY NEwS 

Modifications to the car were 

minimal. For safety reasons, a 

rollcage was fitted. Various aerodynamic 

tweaks were also made, 

but the powertrain was essentially 

unchanged, although the 

car ran non-standard fuel with 

matching calibration to cope 

with the extreme temperatures. 

Wheels were covered with disks 

and shod with Nokian snow tires. 

Bentley says: “[This] is just 

what we’ve come to expect from 

some of our more adventurous 

owners . . . though, naturally, we 

would not recommend our other 

owners try to attempt such high 

speeds on sheet ice!” Naturally. 

The Times they are A-Changin’ 

Now you see it, now you don’t: In case you haven’t cast your eye on 

the Company’s 10hp #20165 recently, you will now note the absence 

of the “Property of Rolls Royce Motors Ltd.” [no hypen—shocking!] 

plate on the firewall. Why? Because all Rolls-Royce’s hard assets now 

belong to the VW Group, ie. Bentley. 

8482 THE FLYING LADY May / June 2007 

Bentley Motors 

Klaus-Josef Roßfeldt

News From The Rolls-Royce Foundation 

This month I would like to introduce you to our five Phantoms on display 

in the museum. I will describe them from left to right: 

1929 Springfield p i S210fp BrewSter warwick This 

is a left-hand drive car, though Springfield did make the first 

cars in America right-hand drive. This car was actually made 

in 1928 but was finished in 1929, hence the 1928 registration 

number. There were approximately 1250 Springfield 

Phantoms I made from 1925–1931. This car was donated by 

James Grad in 1997. The Friends of the Museum are in the 

process of putting back the original auto-vac system. This car 

cost approximately $15,000 in its day. 

1934 p ii 167rY This is a very fine example of a P II chassis. 

The body is long gone but the chassis shows all of the 

excellent workmanship Rolls-Royce put into its cars. A P II was the most 

popular Phantom chassis Rolls-Royce made. Where most of the big cars 

of that period rode like big heavy trucks, a P II gave the best ride and 

handling for that time period. 

This chassis was purchased 

by the museum in 1988. With 

coachwork, it cost approximately 

$20,000 new. 

1936 p iii 3aZ36 Hooper Saloon 

Rolls-Royce decided it 

needed a 12-cylinder motorcar 

North American International Auto Show 

Rolls-Royce Launches Phantom DHC 

Les Stallings (TN) 

Four years after launching the 

Phantom at this same venue, Rolls- 

Royce Motor Cars’ display at the 

Detroit auto show in January was a 

spectacular presentation of the new 

Phantom Drophead Coupé and 

the Phantom Extended Wheelbase 

saloon. The DHC was the star attraction. 

It held very true to the 

100EX experimental car I first saw 

in 2004 at Pebble Beach, with the 

most significant deviation being the 

use of the production V-12 from the 

Phantom rather than the V-16. 

The Rolls-Royce display 

included VIP facilities with incredible 

food and beverage service and 

a design studio that allowed 

a potential client to select 

the finishes and options 

Bold, purposeful lines everywhere. 

for a bespoke motorcar. The staff 

was impeccable—experienced 

and knowledgeable. An engineer 

was available to demonstrate any 

feature of the car one might be 

interested in. 

After receiving the “star 

treatment” at the RR stand, I 

walked around in the hallways 

listening for crowd reaction to the 

DHC. One Detroit native, who 

apparently thought a Cadillac 

was an expensive car, asked the 

price of the DHC. “Oh my!” she 

exclaimed, “That’s not a car payment, 

that’s a mortgage!” I was 

reminded of the saying about the 

quality remaining long after the 

price was forgotten. 

Should you question the heritage 

of the DHC, check out the 

ashtray located in the door 

armrest. The designers have 

done their homework! 

since other luxury manufacturers were building one. So, they designed a 

12-cylinder overhead valve engine with independent front suspension. This 

car is a recent donation from Joseph Zamont. 

1954 p iV 4Bp7 One of 18 made between 1950 and 1956, 

it is a straight-8 engine with a Mulliner limousine body 

built on a special chassis. Rolls-Royce only built these cars 

for royalty and heads of state. This particular example was 

purchased by Princess Margaret and is on loan from Robert 

Shaffner. 

1961 p V 5BX38 witH JameS Young BodY Approximately 

516 total were produced between 1959 and 1968. This iteration 

was the first Phantom to use a V8, in this case with 225 

hp. It is a recent donation from Brian Burgess. 

Unfortunately, we do not have a P VI! The only museum that can show 

all six Phantom models side by side is the Nethercutt Collection. But, if 

anyone is willing to donate one, I am sure we can accommodate it! 

At this writing, I can now 

say we have finally paid off our 

museum. Thanks to all who 

have helped over the years. We 

can now focus on the library 

and the many other programs 

we have in mind. 

—Jim Facinelli, President 

Ann Klein 1931–2007 

Pioneer woman car collector, 

founder of Universal Tire Co., and 

longtime RROC member Ann Klein 

of Lancaster, PA, passed away in her 

sleep on March 31 st . An authority 

on antique cars, she delighted in 

sharing her extensive knowledge 

and resources to help other hobbyists and enjoyed driving and maintaining 

her own cars, including a number of Rolls-Royces and Bentleys. 

In 1951 she married fellow collector Bill Klein, who owned Klein 

Chocolate, and together they amassed an enviable collection, including, 

at one time, 15 vintage Bentleys. In 1968, to fill the frustrating void 

in antique tire availability, she established Universal Tire Company 

(now owned by Coker) to manufacture replica tires for the old cars. 

She was also a licensed commercial pilot for multi-engine aircraft with 

an ATP rating, as well as a flight instructor and check pilot. 

She served as RROC Membership Chairman for many years and 

then as Treasurer, returning the Club to fiscal health without raising 

dues. In the early 70s she oversaw the building of Club Headquarters in 

Mechanicsburg, PA. 

In 1982, Ann was diagnosed with ALS (Lou Gehrig’s disease) with 

a life expectancy of 4–5 years. She defied the odds with an active and 

productive life for over two decades, continuing to run Klein Kars, a car 

repair business, to tour in her boat-tailed British Albany Silver Ghost, 

to keep her vintage Bentleys well exercized, and to keep active in her 

community, having recently been honored for her service on the YMCA 

Board. Finally, not able to drive the cars herself, she instead made them 

available to friends to drive on tours or to meets. 

She leaves behind a vast number of admiring friends in the antique 

automobile world and in Lancaster. They will remember her unfailing 

willingness to help, her sharp intelligence, insightful and puckish humor, 

quick smile, her quiet drive and, in the end, her unflinching courage. 

A memorial service was held in her honor on Friday, May 11, in 

Lancaster, PA. 


moving a nameplate that was 

not too recently borne by a 

model on the lower rung of 

the sedan ladder, Bentley now uses it 

for its most exclusive—and most expensive—car 

($300,000+). 

A mere 550 copies of this four-seat 

grand touring coupe will be built, with 

deliveries expected to start in the first 

half of 2008. It possesses the most powerful 

V8 the company has ever produced: 

530 bhp, twin-turbocharged 6.75L, 1050 

Nm of torque (the highest yet on a production 

engine). 

A long hood, short front overhang 

and long rear overhang, coupled with a 

low roofline, steeply raked screens and 

pillarless side glass give a purposeful, 

fluid look. The rear window is described 

as “floating,” ie. its lower edge sits well 

above the upper edge of the trunk lid. 

This is achieved by individually handwelding 

the rear wings to the C-pillars. 

The cabin is wider both front and rear 

than the previous Bentley Continental R 

coupé. Individual rear seats have electrically 

operated sliding cushions and are set 

further back than on the Azure. They are 

separated by a new center console, incorporating 

both storage and cup holders. 

Bentley Brooklands 


there is undoubtedly more confusion 

over the name given by the coachbuilder 

H.J. Mulliner & Co. Ltd. to 

their saloon design on the Bentley Continental 

chassis than to any other design 

that appeared on chassis emanating from 

the Bentley and Rolls-Royce works at 

Cricklewood, Derby, or Crewe! 

For more years than can be remembered, 

advertisements have offered 

“James Young Flying Spurs” and made 

claims such as “One of only nineteen 

Flying Spur bodies fitted to a Silver 

Cloud chassis.” Both these statements 

are incorrect! Firstly, Flying Spurs were 

designed and built only by the long-established 

London coachbuilder H.J. 

Mulliner Ltd. Secondly, nowhere in any 

promotional literature prepared at the 

time is the similar design that was fitted 

to the Silver Cloud III referred to as a 

Flying Spur. Even more spurious is the 

statement that there were only 19 on the 

Rolls-Royce chassis, as 54 examples actually 

appeared. The author’s thinking on 

how this misnomer came about appears 

later in this article. 

Always intended as a 2-door sports saloon 

or drophead coupé, the S Type Continental 

replaced the earlier R Type Continental 

and first deliveries were made in late 

1955. However, customer demand for a 

more sporty four-door saloon prompted 

H.J. Mulliner, via their designer Herbert 

Nye, to streamline their rather slab-sided 

saloon designs 7401 for the standard Bentley 

S Type and 7412 for the standard Rolls- 

Royce Silver Cloud chassis. It was then just 

a case of convincing the chassis manufacturer 

that a four-door style on the Bentley 

Continental chassis should be offered. 

Rolls-Royce finally relented and the 

first “Flying Spur” was on the road in 

May 1957; the first two production deliveries 

were made to American customers 

just two months later. 

So how did the rather grand name “Flying 

Spur” come about? One Harry Talbot 

Johnstone was Managing Director of H.J. 

Mulliner Ltd. from 1944 until his retirement 

in December 1960, and the crest of 

one of the many Johnstone families is the 

well-known “winged spur.” 

Particular Johnstones that used a spur in 

their family coat of arms were: 

• Johnstone, Earls of Hartfell and 

Marquess of Annandale, title dormant 

since 1792 according to Burkes 

The Flying Spur 

Bernard L. King (UK) 

Editor’s Note: This is an updated and expanded version of an article that first appeared 

in RREC Bulletin 280. 

General Armory (1884), but claimed 

by Sir F.J.W. Johnstone, Bt. of 

Westerhall and J.J. Hope Johnstone 

of Annandale, and others. The crest 

is a winged spur Or (gold). 

• Johnstone of Hackness Hall, co. 

York. Crest: A spur erect, rowel 

(spiked revolving disc at end of spur) 

upwards, with wings elevated Or, 

leather Gules (red) buckle proper. 

• Johnstone of Gormack, Scotland. 

Crest: A spur-rowel within two 

branches of palm in orle proper. 

• Johnstone of Poltoun, co. 

Edinburgh. Crest: A spur proper between 

two wings Argent (silver). 

• Johnstone of Galabank, co. 

Dumfries. Crest: A spur proper 

winged Or. 

• Johnstone of Lathrisk, co. Fife. 

Crest: A spur placed upright the 

rowel in chief Or winged Argent 

leathered Gules. 

• Johnstone of Netherwood, co. 

Dumfries. Crest: A spur with wings 

Or leathered Gules. 

• Johnstone of Pitkeirie, co. Fife. 

Crest: A winged spur Or. 

The late Harry Talbot Johnstone of H.J. 

Mulliner Ltd. was probably of Scottish 

descent but from which of the above 

branches, take your pick! 

DESIGN # DESIGN REmARkS FITTED To # BuILT CHASSIS NumBERS 

7443 Standard 4-door, 6-light “Flying Spur” S1 Continental 55 

BC9LCH, BC28CH, BC45DJ, BC49DJ, 

7443/B 4-door, 4-light “Flying Spur” 

4-door, 6-light “Flying Spur” with 

S1 Continental 14 

BC1EL, BC31EL, BC33LEL, BC2FM, 

BC9FM, BC41LFM, BC45FM, 

BC47FM, BC21GN, BC29GN 

7443/mod2 smaller so-called, van Gerbig rear 

quarterlights 

S1 Continental 2 BC28LEL, BC21FM 

7508 Standard 4-door 6-light “Flying Spur” S2 Continental 114 

BC44LAR, BC98AR (but later fitted 

with a 4-door, 6-light “Flying 

7508/B 4-door, 4-light “Flying Spur” S2 Continental 6 Spur” body possibly after an accident), 

BC16BY, BC99BY, BC24LCZ, 

BC123CZ 

7508/? 

4-door, 6-light “Flying Spur” with the 

smaller van Gerbig rear quarterlights 

S2 Continental 2 BC60LBY, BC7CZ 

2011 Standard 4-door, 6-light “Flying Spur” S3 Continental 83 

BC22LXC (thought to be the sole 

2011/A 4-door, 4-light “Flying Spur” S3 Continental 1 

example on the S3 Continental chassis 

and, interestingly, specified with 

single headlamps from new) 

4-door, 6-light “Flying Spur” with the 

2011/mod2 

smaller van Gerbig rear quarterlights 

S3 Continental 5 

BC10XA, BC24LXA, BC72LXA, 

BC144LXA (destroyed in garage fire 

in California), BC44XB 

2042 4-door, 6-light sports saloon Silver Cloud III 52 

2042/A? 4-door, 4-light sports saloon Silver Cloud III 1 LCSC9B 

4-door, 6-light sports saloon with the 

2042/mod2 

smaller van Gerbig quarterlights 

Silver Cloud III 1 

LSFU119 (the only known example 

with the smaller rear quarterlights) 

May / June 2007 THE FLYING LADY 8485 

Bentley Motors

John de Campi 

The number of “Flying Spur”-style bodies fitted to Bentley 

and Rolls-Royce cars is detailed in the table on the previous 

page. Readers should note, however, that a number of additional 

bodies were built as replacements for those damaged 

beyond repair in accidents. 

The A and B suffixes to the design number signify the rare 

and sought after 4-door, 4-light versions. Even rarer was 

another version known in the factory as “with Peter van 

Gerbig small quarterlights.” Van Gerbig, an American citizen 

sometimes resident in the UK, acquired four new cars 

from Crewe during his lifetime. These were R Type Continental 

BC22LD, two S1 standard steel saloons (B26LEG 

and B134LEG) and S2 Continental BC87LBY. The fact that 

his “Flying Spur” BC87LBY apparently featured a standard 

4-door, 6-light body (see FL92-6, p. 4580) only adds to the 

confusion about the popular “Flying Spur” design amongst 

the Bentley and Rolls-Royce fraternity! However, we have 

recently learned that another Flying Spur on S2 Continental 

chassis BC7CZ was ordered by van Gerbig for use in England 

and specified with small hinged rear quarterlights but 

Examples of James Young bodies that are often—but mistakenly—called 

Flying Spurs, shown in 4- and 6-lite variants. 

John de Campi 

The spec sheet for H.J. Mulliner’s 4d6l S1 Continental Flying Spur. 


John de Campi 

S1 Continental BC90BG in H.J.M.’s own photograph. The Flying Spur was 

the first of the four-door styles approved for the Continental chassis. 

Flying Spurs being built at H.J. Mulliner’s Bedford Park Works. 

the order was cancelled as the vehicle 

neared completion and it was subsequently 

taken into stock by Jack Barclay. 

After a long period of storage in Surrey, 

England, this car has recently moved to 

Italy (see FL07-1, p. 8389). Van Gerbig 

was obviously a great fan of the marque 

for his name appears frequently in the 

files at the Hunt House as the owner of 

many other Bentleys purchased second 

hand. The only known “van Gerbig” on 

a Silver Cloud III is chassis LSFU119, 

offered at Christie’s Retromobile auction 

in Paris during April 2006 where it failed 

to reach reserve. Perhaps if the catalog 

had emphasized that the car was unique, 

it would have attracted a more acceptable 

bid! 

As far as we are aware, until now, no 

picture of the van Gerbig small-quarterlight 

version on the S3 Continental has 

ever been published and our attempt to 

obtain a photo of BC144LXA from the 

last recorded owner in Utah was met 

John de Campi 

Krishiven Sukhu 

with the news that the car was totally destroyed 

in a California garage workshop 

fire when undergoing refurbishment! 

However, we have been very fortunate, 

as Davide Bassoli discovered a photograph 

of the 4d4l version on S3 Continental 

chassis BC22LXC on a recent visit 

to Florida. This is thought to be a unique 

car and apparently was specified with 

single headlamps from new. 

Besides a few other detail differences, a 

fairly significant design change was made 

between the standard Flying Spur design 

7443 as fitted to the S1 Continental and 

design 7508 fitted to the replacement S2 

Continental. S1 customers reported difficulty 

in raising the trunk lid and lifting 

luggage above waist height to clear the 

sill. Minor changes to the hood area were 

necessary in order to accommodate the 

new V8 engine and at that time, the rear 

received H.J. Mulliner’s attention. The 

trunk lid was enlarged and it opened from 

An H.J.M. photo of an S1 Continental Flying Spur with blind rear quarters. 

S1 Continental BC10DJ. Fitted with special Park Ward interior, this car 

has won numerous awards at Concours d’Elegance over the years and 

here is seen at the 2005 BDC Annual Rally and Concours at Hatfield 

House. (The trademark red trousers are being worn by Bill Slater, a former 

Crewe employee.) 

below waist level, immediately above the 

bumper. The registration plate as well as 

the plate and reversing lights were repositioned 

to the vertical area of the trunk 

lid, whereas before they had been situated 

below the trunk lid. 

H.J. Mulliner’s Flying Spur appeared 

on the scene when the traditional Rolls- 

Royce customer base was changing rapidly; 

no longer British landowners and 

industrialists, but now international stars 

from television, screen, and stage were 

the predominant purchasers. However, 

this clientele seemed to go for the more 

sporty two-door designs on the Continental 

chassis and so most of the Flying 

Spurs were delivered to captains of industry 

on both sides of the Atlantic. 

BC34LEL was delivered to Britishborn 

film director Alfred Hitchcock for 

use at his California home. BC21GN and 

BC16XC went to Fanny Craddock, the 

popular jewel-bedecked host of a cooking 

program on British television. Rolling 


The Real Car Co. 

S1 Continental BC37EL. Note the non-original side marker lights. Also 

observe how the wide whitewall tires affect the look of the car. 

S2 Continental Flying Spur BC41CZ. Specified 

from new with the desirable Webasto sunroof. 

Stone Keith Richard received BC68XE; 

and James Carreras, head of the Hammer 

Films Production Company, took 

delivery of S2 BC14AR and S3 BC36XB. 

Later owners included the American film 

actor Gregory Peck who kept BC102LAR 

until his death, while in the UK Elton 

John has had BC98AR and BC36CZ. Although 

the music star disposed of many 

cars in his collection in recent years, it is 

believed that BC98AR is still in his possession. 

This is quite an interesting car as 

it was ordered by Guest Keen and Nettlefolds 

as a standard 4-door, 6-light Flying 

Spur but was completed as a 4-light 

version at the behest of the firm’s Chairman 

and Managing Director, Kenneth 

Peacock. As the result of an accident, or 

perhaps because he considered the 4- 



light arrangement 

too claustrophobic, 

a new 6-light version 

quickly replaced the earlier 4-light 

model. 

Moving on to the bodies of similar design 

fitted to the Silver Cloud III—but not 

marketed as “Flying Spurs”—it has generally 

been accepted that only 19 were produced. 

However, following much research 

by the author for his forthcoming Complete 

Classics book on the Silver Cloud 

III and its stablemate, the Bentley S3, it 

is now known that 54 (including a single 

4d4l version on chassis LSFU119) were 

S1 Continental BC44EL. Originally delivered to the British pharmaceutical 

Beecham Group for the use of the Managing Director, this car now 

resides near Colchester. 

S2 Continental BC82AR. Note the vertical arrangement of the switches 

on either side of the central switchbox; they are like the ones in H.J.M.’s 

S Series fastbacks. Only Continentals have a rev counter. 

S1 Continental BC109CZ. The mustard yellow 

color is unusual but original. 


Richard Gorman/Vantage Motor Works via Davide Bassoli 

André Blaize 


S3 Continental BC22LXC. The rare four-light version of the Flying Spur. 

Even though this is an S3 it does not have the quad headlights one 

would expect in this series but came with single headlamps from new 

and is thought to be unique. Also compare to SC III LSFU119 and observe 

the difference a top-mounted [on top of the front fender] vs a faired-in 

turn signal indicator makes to the overall profile view. 

Silver Cloud III. As yet unidentified but known 

to have previously been standard Bentley S3 

B216EC. (British registration 4346DG) Spotted 

at an RREC event during 2005 

Top-notch craftsmanship and elegant, modern 

design mark the current Continental Flying 

Spur’s cabin. More than 11 leather hides are 

used to make a complete set of upholstery. 

Spacious rear legroom provides great comfort 

for all passengers and either a five- or four-seat 

arrangement can be specified. 

erected with the Rolls-Royce grille. Perhaps 

the lower production figure entered 

everybody’s grey matter as a like number 

(19) of left-hand drive cars were delivered. 

It is said that an avid British collector of 

Rolls-Royce motorcars, on learning that 

so few were built, endeavoured to collect 

them all. After acquiring many of them he 


Richard Gorman/Vantage Motor Works via Davide Bassoli 

Sketches of an H.J. Mulliner 1950s 4d4l Flying 

Spur overlaid with the Continental Flying Spur 

introduced in 2005 and used in initial publicity 

material by the manufacturer. 

either ran out of funds or someone told 

him that he still had a long way to go to get 

all 54 H.J. Mulliner saloons, so he quit. 

mulliner Spur (1990–1992) 

A variation on the name was used for a 

two-year period in the 1990s as the Mulliner 

Spur. This was a customized version 

of the Rolls-Royce Silver Spur introduced 

in 1980. Seventy-one examples were produced; 

the first went to a customer in the 

US during May 1990 and the last to Japan 

in August 1992. 

Rolls-Royce Flying Spur 

(1994–1995) 

Fitment of a turbocharger was confined 

to Bentley models until introduction of 

the Rolls-Royce Flying Spur during 1994. 

With distinctive badging on the trunk lid 

and on the kick plate of each door opening, 

the first was delivered to a British 

customer in June 1994 and the last to 

Germany in December 1995. Just 133 

were built before a new turbocharged 

Silver Spur was introduced in late 1995. 

Readers should note that it proved more 

and more difficult to sell the Rolls-Royce 

version throughout the 1990s and the 

marketing department tried to increase 

Silver Cloud III LSFU119. Thought to be a one-off, this SC III features the 

small “van Gerbig” rear quarterlights. Note how the painted fine line 

curving alongside the front of the front and rear fenders affects the look 

of the car. 

sales by offering special editions of the 

Flying Spur, imitating methods used by 

other, lesser manufacturers. So within 

the production total of 133 cars, there 

are several batches of special cars with 

differences in paint and trim. 

Bentley Continental Flying Spur 

(2005–current) 

The second new model to appear from 

Bentley following its takeover by Volkswagen 

was the Continental Flying Spur. 

The new car made its international debut 

at the Geneva Salon in March 2005 and 

shares heart and soul with its highly successful 

stablemate, the Continental GT. 

It is a four-door Grand Tourer born of a 

coupé and is the fastest saloon-style car 

in the company’s history and is currently 

the fastest in the world, with a top speed 

of 195 mph. It marries the excitement, 

power, refinement, and craftsmanship of 

the Continental GT with enhanced luxury 

and space to provide a supreme combination 

of performance, style, and comfort. 

The launch of the Continental Flying 

Spur is a further step forward in the 

revitalization of Bentley, which began in 

1998 with significant investment to make 

its Crewe design, engineering, and manufacturing 

headquarters a state-of-theart 

facility. 

Acknowledgments 

Grateful thanks go to Bentley Motors, Davide Bassoli 

in Italy for the supply of photographs and confirmation 

of the van Gerbig style, Adrian L. King for 

information on the Johnstone family crests, Klaus- 

Josef Roßfeldt’s book Rolls-Royce and Bentley Motor 

Cars from the Dawn of the 20 th Century into the New 

Millenium, Barbara Westlake of the RREC for her 

kind assistance with production numbers, and Philip 

Hall of the Sir Henry Royce Memorial Foundation 

for confirming my thoughts on the cars fitted with 

Rolls-Royce radiator grilles. 


thinking outside the “box.” The box 

being—a coffin! The old adage “You 

can’t take it with you” now has a new 

twist: you still can’t take it with you, but 

you can be buried in it. “It” being whatever 

it is that was emblematic about your 

life or you aspired to. 

The pharaohs had their pyramids, lesser 

mortals a mausoleum or at least a headstone, 

and anyone today who can part 

with a few thousand dollars can go on 

that last journey in a completely custom 

enclosure: the 11-year-old boy who died 

in a skateboarding accident and was buried 

in a replica of his own board; a nurse 

and music teacher with a passion for ballet 

in a giant pink slipper; or someone 

who saw life as ethereal in an enormous 

box kite surrounding a plain, rectangular 

coffin. Or a guitar. A giant Louis Vuitton 

duffel bag. The Starship Enterprise. 

A hot dog. You want it, Vic Fearn and 

Company can build it. This company has 

been making coffins for 160 years and in 

recent years has found itself the object of 

increasing curiousity, and even museum 

exhibits and books. Their most recent 

coffin was a Rolls-Royce—their first automobile 

theme—and thus our interest 

was sparked. The Rolls-Royce and its 

occupant now repose near London, and 

while no particulars of the order will be 

divulged here, the building of the coffin 

will be shown in all detail. 

It all started eight or nine years ago when 

a female fan of the Royal Air Force’s 

aerial acrobatics team, the Red Arrows, 

wanted to be buried in a model fighter. 

The shape of a plane’s fuselage readily 

lent itself to adaptation as a coffin. The 

next project was a canal long boat for a 

man who hadn’t been able to afford to buy 

one in life. And then his wife wanted one, 

too. And thus one Crazy Coffin—the new 

name of the company—led to another. 

A Different Kind of 

“Yellow Rolls-Royce” 

FL Staff 

Some 90% of the 20,000 or so caskets 

made annually by Vic Fearn are of the 

conventional variety and the staff relishes 

the opportunity to test their skills on new 

and unusual projects. Interestingly, not 

all caskets are ordered to be used for 

their intended purpose, at least not right 

away. Some are “art,” on display in living 

rooms as coffee tables or benches, bookcases 

or sofas were they provoke thought 

and remind of the fleetingness of life. 

Such caskets are obviously pre-ordered, 

but in the case of actual burial vessels, 

orders are usually placed by undertakers 

and the company has about five days to 

build it. Time is of the essence, and the 

joiners often work through the night. 

Considering the amount of work, $6,800 

for the 1913 Rolls-Royce coffin doesn’t 

seem high at all. It even has wheels so the 

pallbearers can push it along. Finished 

and painted, the wooden car was borne 

to the deceased’s home and placed in his 

conservatory, where he parked for a day 

before being wheeled outside to be buried 

in the garden. 

The photos are shown in sequential order 

and you can judge by the date stamps 

how quickly the work progresses. Note 

the rear license plate! 

Contact: 

www.crazycoffins.co.uk 

Vic Fearn & Co. Ltd. /Crazy Coffins Ltd. 

Crabtree Mill, 199 Hempshill Lane 

Nottingham, Nottinghamshire 

NG6 8PF UK 





Part 2 

How Much Did a Mascot Cost? 

If you have a post-WW II RR, the answer 

is nothing, or, more correctly, it was 

included in the cost of the car. For pre- 

WW II cars, we know that it was an optional 

extra and you had to pay extra if 

you wanted one. But how much extra? 

I have studied representative samples 

of the Conduit Street chassis cards to 

find out, and the answers are surprising. 

In the early days, for Silver Ghosts 

from 1911–12, the cost was £2.2.0 and 

later £3.3.0, i.e. two or three guineas. 

The guinea was one pound, one shilling, 

£1.1s.0d, and was then the monetary unit 

used for medical and legal fees, objets 

d’art, horses, furs and, naturally, Rolls- 

Royce mascots. The guinea had a certain 

snob value. To give the reader an idea of 

the relative cost of mascots, the publication 

The British Economy 1906–1970 records 

the average salaried male’s weekly 

earnings as £1.8.0 in 1911, £3.0.0 in 1924, 

and £3.10.8 in 1938. 

In my first searching I looked for the 

always hand-written and often difficult-toread 

entry saying “R-R mascot” or “R-R 

mascot to be fitted” or something similar. 

But then I found it easier to look in the 

“costs” column. My problem was that RR 

charged the same price, two or perhaps 

three guineas, for 34 other items fitted 

to the chassis, such as pillar lamp brackets, 

steel toolbox on steps, ventilators 

to dashboard, polished walnut shelves, 

speaking tube and so on. Two or three 

guineas seemed to be a standard charge. 

But frequently the cost was £3.8.0 or 

even £3.8.6, and occasionally, £2.2.0, plus 

5/6 for “fitting ditto.” But for 55AB the 

charge was £3.5.0 and for 26PB, £2.8.0. 

By 1914, £2.8.0 had become the standard 

charge. An exception was 8AD, where the 

charge was £2.13.0 for “nickel R-R mascot 

to radiator cap (including fitting).” 

Keen mascot students will note that this 

suggests that the customer chose nickelplating 

rather than the then standard 

silver-plating. Post-WW I, nickel-plating 

became standard until chromium-plating 

became the norm after 1930. 

The £2.8.0 continued until 4X, when 

the price was £2.17.0 but increased to 

£3.15.6 for the next few X chassis numbers. 

However, the mascot for 2PP, a 

later car, was only £2.17.0. What caused 

The Spirit of Ecstasy 

Barrie Gillings (AUS) 

this lack of fiduciary consistency? Perhaps 

some of the charges were “mates 

rates.” All this price variation nonsense 

disappeared with 21LW, when the charge 

stabilized at £3.8.6, being £3.3.0 for the 

mascot and 5/6 for fitting. But there were 

. . . exceptions. 111FW’s mascot was 

£3.17.0, altered to £4.6.0, probably because 

silver-plating was ordered. 73BW’s 

mascot was £3.15.6 and 143BW’s £4.1.6. 

By the PG series in 1922, the price had 

risen to £4.0.0 and stayed there for Silver 

Ghost mascots. 

The cost of a mascot for a P I stayed 

at £4.0.0, except for two cars where it 

was £4.4.0. For 83OR the charge was 

£4.10.0, but the extra 10/- was for silverplating. 

The mascot price was reduced 

to £3.17.6 for the P II and reduced even 

more, to £3.0.0, for the P III. One wonders 

whether P III owners appreciated, 

or even noticed, the price reduction. 

The Company decided on £3.10.0 

for 20hp mascots until the GHA series, 

when it jumped to £3.17.6. But then, 

to confuse the researcher even more, 

the price dropped back to £3.0.0 for the 

GHL and later series, and the Wraith. 

But, dear reader, do not think that this 

price variation research is only of passing 

interest. Silver Ghosts 2414, 2459 and 

12BD were brass cars, and brass mascots 

were ordered. For 2607, also a brass car, 

a bronze mascot was ordered. 2674 and 

8AD mascots were ordered in “nickel,” 

which I assume means nickel-plate, instead 

of the usual silver-plate. 10–16X 

orders specified “R-R mascot to special 

cap.” 37LW was after the brass car era, 

but the order stated “R-R mascot to be 

fitted, supplied by us. Order to Mr. Sykes 

for brass mascot.” If you are the owner 

of any of the above cars, you can give an 

overpunctilious concours judge a really 

hard time. And you can state with authority 

that Sykes made brass mascots when 

he was asked to. 

By the 1920 CW series, the category 

“mascot to be fitted, supplied by 

us” became commonplace. The source 

was “W,” an abbreviation for “Works,” 

in other words Derby, and there were 

many entries describing mascots “ex our 

(or ‘our own’) stock.” It is apparent that 

Rolls-Royce maintained stocks of mascots 

and fitted them to the cars as the 

mascots were ordered. Every so often, a 

mascot was not fitted to a car but sent to 

the owner, who, I suppose, took it to the 

coachbuilder for later fitting. Although 

mascots after WW I were probably no 

longer silver-plated, occasionally a customer 

ordered one, as noted above. 

I am confident that the standard P II 

mascot was slightly smaller than the P I, 

but by 1934 the owner had the option of 

a kneeling, rather than upright mascot. 

This was said to be introduced because, 

by then, the owner-driver was becoming 

increasingly common and some did not 

like a tall mascot obscuring their view of 

the road. 

The Conduit St. sales cards specify “untarnishable” 

mascots in an increasing 

number of orders, which probably means 

chromium-plated. Mascots after 1930 

were chromium-plated, as this matched 

the by then Staybrite stainless steel radiators 

and, later, radiator shells. By the PY 


series, a steadily increasing number of P II owners were 

specifying “20/25 mascot,” “20/25hp size” or “kneeling 

lady type.” By the TA series, “upright type” was a common 

descriptor. We can conclude that the P II mascots 

ordered with the chassis could have been a “large upright,” 

“smaller upright” or “kneeling” lady without straying 

from authenticity. The P III owner almost always 

requested a mascot but few of the kneeling type were ordered. 

The Wraith owner likewise almost always ordered 

a mascot but only about one owner in four requested 

“kneeling type,” “kneeling lady” or “kneeling lady type.” 

The word “lady” was used interchangeably with “mascot.” 

The above findings may help owners decide what 

particular type of mascot they should fit to their car, or 

perhaps help them to argue their case in support of the 

suitability of the mascot their car wears. 

What Alloys Were Used by Sykes? 

Researching this question poses problems. Few owners 

of original mascots and caps are willing to allow samples 

to be taken for analysis. And as we have seen, certifying a 

mascot as an original Sykes presents many difficulties. So 

readers should regard the following with healthy scepticism. 

The analyses are from a reputable foundry and 

should be accurate but I cannot give an absolute guarantee 

as to the originality of two of the mascots. 

Most readers will know that up to 1930, radiator shells 

and many fittings on RRs are made of German silver. 

This is an alloy first developed in China, called by them 

Paktong, and contains copper, nickel and zinc in a very 

wide range of proportions. A general term is “nickel silver” 

and readers will know of electroplated nickel silver 

(EPNS) used to make forks and spoons. A typical industrial 

formulation is Alloy 752, which is 65% copper, 18% 

nickel and 17% zinc. Because these alloys do not contain 

any silver, a more appropriate metallurgical term is 

nickel bronze but RR owners are traditionalists and I will 

stay with German silver. 

I have analyzed three mascots I believe to be of Sykes 

manufacture, two radiator caps I am certain are original 

equipment supplied by RR, and a sample from the radiator 

tank of my own 1910 SG 1492, also original. 

The analyses (which may not total 100 because of 

rounding) are, by weight, as follows in Table 1. 

These proportions bear closer examination. The radiator 

tank is one of the several standard German silver compositions, 

as used on pre-1930 Rolls-Royces. The two 

radiator caps are a standard 80/20 cupro-nickel, which 

machines well, is tough, has a silver appearance, and 

takes a good polish. The RR spare parts catalogs show 

that some radiator caps were cast German silver or brass, 

machined after casting. Brass or bronze caps, machined 

from the solid, are also seen. Some of these may be of 

later or non-RR manufacture. The brass and bronze caps 

are usually nickel- or chromium-plated. 

The three mascots I had tested have considerably less 

nickel than the common German silver formulae and also 

contain some tin, lead, and a bit of iron. The three formulae 

The mascot on the left is nickel-plated, as is the cap. The one on 

the right is a German silver or nickel silver mascot, unplated, on a 

similar alloy cap. The color difference is slight but detectable. 

The mascot (l) is German silver or nickel silver, whose silver-plating 

never was, or has been polished off. The mascot (r) is a #3 type early 

mascot, with a vestigial vertical base. It appears to be bronze, and shows 

faint traces of earlier silver-plating. 

Table 1 

Copper Tin lead ZinC niCkel iron 

Mascot 1 62% 5.4% 1.3% 20.5% 10.5% 0.6% 

Mascot 2 60% 6.7% 1.4% 18.7% 12.2% 0.3% 

Mascot 3 64% 5.5% 1.1% 19.3% 9.5% — 

Cap 1 79.6% — — — 19.6% 0.1% 

Cap 2 79% — 0.2% 0.1% 18.5% 0.1% 

SG Radiator 62.4% — — 23% 14% — 


are, however, comparable, and their lower 

nickel content gives these mascots a slight 

yellow tinge. But they match the German 

silver radiator if both are well polished. 

Traces of silver-plating in the crevices is often 

detectable in mascots where the plating 

has been polished away. 

The book Brassfounders’ Alloys 11 has 

this to say about German silver: “While 

the alloy is essentially a mixture of copper, 

zinc, and nickel, other metals may 

be added within certain limits with good 

results; from 2–3% iron gives increased 

hardness and whiteness, the same proportions 

of lead or manganese are helpful 

in producing sound castings while a 

like quantity of tin adds to the brilliance 

of polish obtainable.” It is possible, indeed 

probable, that Sykes’ foundryman 

(Angeloni at first, then later LeMonier) 

obtained his casting alloy from a metal 

supplier who followed this standard text 

when making up the ingots. That would 

explain the presence of tin, lead, and iron 

in these mascot castings. 

Since WW II, the usual casting alloys 

used for sculptures are bronzes, of which 

there are many formulations. Today the 

most common are phosphor bronzes or 

silicon bronzes. These have lower pouring 

temperatures than nickel-containing 

alloys and are easier to handle in the 

foundry. So if you have doubts about the 

authenticity of your mascot and think it 

may be a modern reproduction and not 

made between 1911–1929, grind off a 

small sample from the underside of the 

base and have it analyzed. 

It must be pointed out that the above 

formulae are quite different from those 

quoted by Jo Phillips in her RREC lecture. 

She said the ideal formula was 85% 

copper, 7.5% zinc, and 7.5% tin, with no 

nickel content at all. By 1930, when chromium 

plating became commonplace, she 

said they changed the formula to 90% 

copper and 10% zinc, as the tin in the earlier 

alloy caused the chromium-plating to 

blister. Other researchers may be able to 

verify the use of these alloys in mascots. 

This 90/10 alloy is also known as commercial 

bronze or red brass. You will have to 

trust her word on these formulations. I 

have no analyses to support them. 

The renowned authority on RR matters, 

C.W. Morton, said: “The original 

mascot was made in bronze and was 7" 

in height. Later, silver-plated bronze was 

used, followed by solid nickel-silver then 

chromium-plated nickel-silver . . . the 

present version [is] in stainless steel.” 12 

The reader should note that the word 

“bronze,” when used by an engineer like 

Morton, is applied to a wide range of 

copper alloy formulations, generally, but 

not necessarily containing tin. 

Both Jo Phillips and Morton agree 

that mascots up to 1919 were silverplated. 

If you look at a nice Sykes specimen, 

you can usually see traces of the 

silver-plating in the mascot folds, nooks, 

and crannies. Phillips and Morton also 

agree that from 1919–1929 the mascots 

were nickel-plated. Where the nickel 

has been polished away you can usually 

see the underlying yellowish tinge of the 

copper/zinc/nickel/tin alloy or whatever 

alloy it was that Sykes used. 

It should be noted that although many 

mascots for sale are said to be nickel, or 

sometimes “solid” nickel, the seller must 

mean that the mascot is nickel-plated. 

A mascot made of solid nickel would be 

a rarity indeed, as nickel has a melting 

point of 1450º C and a casting temperature 

higher still. It is also difficult to cast, 

even using modern induction melting 

and casting techniques and would require 

a special high-temperature investment. 

Few foundries, even today, would 

attempt it and it is extremely unlikely 

that Sykes did. But—”never say never, 

and never say always.” I once met an 

owner who assured me his mascot was 

solid nickel. I explained the above but he 

demolished my argument by explaining 

that his brother worked in a high-tech 

metallurgical facility and had made a 

solid nickel mascot for him. 

Identifying a Non-Sykes Repro 

This is an excellent way to start spirited 

discussions, lose friends and, perhaps, 

provoke legal action. There are a number 

of vendors who offer mascots for sale, 

some with provenance that may be questionable. 

If you have paid a large sum 

for a mascot which looks authentic but 

which someone later identifies as “not 

a genuine Sykes,” the best action might 

be to ignore the comment and enjoy the 

beauty of the item. 

First, let us consider the Sykes mascots. 

There are some reliable indicators. The 

Sykes group supplied mascots without 

mounting bolts, according to Jo Phillips. 

Rolls-Royce must then have fitted bolts 

and put them into stock. I believe that all 

these mascots had mounting bolts of brass, 

bronze, or copper, with 5 ⁄16" or 3 ⁄8" BSF 

threads. The nuts and washers were brass, 

bronze, or copper and if a spring washer 

was used, it was untarnishable. These were 

all made and fitted to RR standards. Thus 

the bolt was always in the middle of the 

base, never off-center, and the base was 

dead flat. So, if a mascot has a bolt which is 

not centered, is of steel, is not perpendicular 

to the base, or has a Whitworth thread, 

it is probably not a Sykes mascot. 

The very first mascots, the largest of 

all, have a hollow base, which was fitted 

to a radiator cap with a flat top, or perhaps 

over a small hexagon only 3 ⁄16" high 

instead of the usual 3 ⁄8". All other mascots 

fit against a flat octagon- or hexagon-shaped 

raised section of the cap. A 

good-quality mascot should have fine detail, 

including eyes, fingers, toes and hair, 

plus, for many types, an Alice band across 

the top of the head. The neckline should 

run as a V shape from the shoulders to 

between the breasts, with the left side a 

little lower than the right. However, your 

mascot could be a Sykes even if some or 

all of these details are reduced or absent 

as a result of excessive polishing. 

The inscriptions are a good indicator 

of originality and are detailed in descriptions 

of the various mascots, below. They 

were engraved into the original wax pattern 

with a fine-pointed scriber. They are 

thus quite fine and easily lost by polishing. 

As they were done by hand, and almost 

certainly by several operators, the 

lettering and numbering can vary a little 

in style, and is not as even as mechanical 

printing. The signature “Charles Sykes” 


on some mascots or “C Sykes” on others 

is characteristic. The “C” sweeps around 

the “h” and all the “e” and “s” letters are 

in the Greek style. On some mascots on 

the small-horsepower cars, the signature 

is not in the usual Sykes form but in standard 

upper and lower case lettering. I 

think it probable that Sykes was by this 

time so busy that he did not, as is usually 

claimed, continue to sign every wax pattern 

personally, and these signatures are 

the work of another. But they appear to 

be, in all other respects, Sykes mascots. 

The full signature “Charles Sykes” was 

shortened to “C Sykes” for mascots after 

about 1930, but exceptions are seen. 

Now, when someone makes a wax 

replica of a Sykes mascot, the scribed 

writing described above is usually detectable 

in the wax and can be touched up or 

deepened on the wax pattern to mimic 

the original scribing, but this is seldom 

done. The inscriptions can be redefined 

on the completed casting with a very 

small dental drill, but the cut is wider 

than scribed lettering and careful examination 

will show this. Lettering redefined 

after replating is quite obvious because 

the underlaying metal is exposed and is a 

different color. Because of the care with 

which the Sykes team prepared their 

waxes and finished their castings, their 

mascots have virtually no fins, bubbles, 

rough surfaces or mold-parting lines. If 

any of these are present, the mascot is 

probably a reproduction. 

Previous page: an original Sykes mascot, 

somewhat pitted, but showing the appearance 

of inscriptions made in the wax pattern 

by a sharp point. Below: a reproduction 

of the mascot after the inscriptions 

have been engraved with a fine dental 

burr. The writing is noticeably wider. 

Testing the alloy requires special equipment. 

But you can reach some conclusions 

using a strong magnet. Small but 

very strong “rare earth alloy” magnets are 

now available. If you attach one to a strip 

of steel and suspend it on a string, you 

can test for the presence of chromium- 

or nickel-plating. This magnet is not attracted 

to any of the bronzes, brasses, 

cupro-nickel, German silver alloys, or 

silver-plating, but is lightly attracted to 

nickel- or chromium-plating. Thus a silver-plated 

early Silver Ghost mascot will 

not attract, nor will a later German silver 

mascot that has lost all its nickel-plating. 

Likewise, a silver-plated, cupro-nickel, or 

German silver radiator cap will not attract 

but an identical-looking nickel-plated cap 

will. The last are common, and may be 

of later manufacture. The first three are 

rarer and probably original. 

There is a reproduction of a pre-WW II 

Sykes mascot which was made by Rolls- 

Royce and should perhaps be regarded 

as an authorized reproduction. I was told 

a decade ago by an RR representative at 

Crewe that the company had earlier commissioned 

the manufacture of some pre- 

WW II Sykes-pattern mascots, in response 

to many requests from owners of pre-WW 

II cars whose mascots had been lost or 

stolen. I have examined one of these, purchased 

from RR by a colleague, and advise 

that it is an excellent copy of a middle-size 

20/25 mascot. It is chromium-plated but 

has no date, signature, or under-wing inscriptions. 

The RR employee also told me 

that the contractor abused the permit and 

manufactured several unauthorized copies 

in Sterling silver and was required to 

cease and desist. 

There is a fine-quality mascot I have 

seen a number of times about which I 

have no information. It is similar to the 

late Silver Ghost/P I size but the toes are 

smaller and the hair and Alice band are 

very clearly defined. But its major identifying 

feature is the base, which closely 

resembles that of the early Silver Ghost 

mascot, including the vertical, cylindrical 

surface, but without any lettering on the 

cylinder, the base or under the wings. The 

wings are different from all other mascot 

wings in that they are somewhat flattened 

and slope at 45º, instead of curving over 

at the rear. The absence of any inscriptions 

more or less proves that it is not a 

Sykes production, but many folk would 

not know this, nor perhaps care. 

There is certainly an abundance of 

other non-Sykes mascots. I have seen 

mascots made of lead, pewter, type metal, 

brass, zinc, and electro-plated plastic. Two 

examples warrant describing. Some years 

ago, a colleague purchased an upright and 

a kneeling mascot from a car club. He 

said they were for sale quite openly, but, 

apparently, not any more. One is a goodquality 

die casting with good detail of face, 

hair and toes, has a rounded base and is 

chromium-plated. When struck with a fingernail, 

it makes a dull sound. It has no 

inscriptions anywhere and has the other 

clue of a 3 ⁄8" Whitworth-threaded bolt. If 

you look carefully you can see the parting 

marks for the die used. I too have an 

example of this mascot, which I purchased 

in, of all places, an electrical goods store in 

Kuala Lumpur in 1980 for $3. My mascot 

is not as good, because the parting lines of 

the mold are more obvious and indicate 

that the mold was in six parts, to accommodate 

the undercuts. I have compared 

both these die-cast mascots with an almost 

identical nickel-plated bronze-alloy mascot 

which has much better detail. But it 

does have “R-R Ltd” (but no date) and a 

“C Sykes” signature on the base and the 

usual inscriptions under the wings. It is 

the only Sykes-type mascot I have encountered 

that lacks a date. In addition, it 

has mechanical, rather than artistic detail. 

I have concluded that it is a worked-over 

fabrication of a genuine P I-type Sykes 

mascot that has been manufactured and 

sold as a reproduction Sykes mascot. But 

the copier has erred in omitting the date 

from the inscriptions. Perhaps the copier 

was unaware that “6. 2. 11” is the only 

date on Skyes upright mascots and not the 

date of actual manufacture, and omitted 

a date rather than inscribe an anachronistic 

one. I have concluded that this mascot 

was probably also the basis for the die-cast 

mascots described above. 

The car club mentioned above also 

offered for sale a copy of a kneeling 

mascot. It is an exact copy of the Silver 

Dawn/Silver Wraith kneeling mascot, and, 

like them, has no date or signature, but 

does have the “REG US PAT OFF” and 

“TRADE MARK REG” stampings under 

the right and left wings. It is a lost-wax 

casting in brass and is chromium-plated, 

but has some loss of face and toe details. 


Silver Ghost 

(1400–1600) 

Silver Ghost 

(Series J–P) 

P I 

P II 

(Series J2, K2, 

L2, M2) 

20hp 

1924 

Table 2 

Cap for filler S430 Knead 

Cap for radiator filler 

Cap for radiator filler 

The casting process has also blurred the 

under-wing inscriptions, which lack the 

crisp detail of the stamped, genuine mascots. 

As suggested earlier, it is possible to 

identify this mascot as a reproduction by 

its casting shrinkage. It is visibly smaller 

than an original RR-manufactured kneeling 

mascot, with a nose-to-toes measurement 

of 104 mm, compared to 109 mm 

for an original RR casting. This is the typical 

5% shrinkage one sees with most jellymold, 

lost wax, investment cast replicas 

Radiator Caps 

Every car and every mascot has to have 

a radiator cap, and one was always supplied 

with every chassis. I have consulted 

the Catalogue of Parts for Silver Ghosts 

1400–1600 and series J to P, P I series 

V, W and X, P II series J2, K2, L2 and 

M2, and 20hp, 1924, to record the part 

names, numbers, and code names for 

S430 

E18326 

Knead 

Cellerman 

(to be used when Rolls-Royce mascot is fitted) 

Mascot E18328a Cellulose 

(only supplied when specially ordered) 

Cap for radiator filler S430 Knead 

Cap for radiator filler E18326 Cellerman 

(only supplied when Rolls-Royce mascot is fitted) 

Mascot E18328a Cellulose 

(only supplied when specially ordered) 

Cap, radiator filler E80424 Lidgus 

(not required when mascot is fitted) 

Cap, radiator filler E80425 Lidhap 

Mascot 

(only required when mascot is fitted) 

E77955a Lidibe 

Cap, filler E18326 Cellerman 


(nickel silver) 

Cap, filler E23038 Ruggins 


(brass) 

Cap, radiator filler S430 

(nickel silver) 

Knead 

Cap, radiator filler E23037 

(brass) 

Ruislip 

Mascot E52356a Meole 

these radiator caps. 

Table 2 shows them 

exactly as printed. 

This chart shows 

that the mascots for 

the late Silver 

Ghost and P I series 

named above 

had the same part 

number, and were 

probably the same. 

It also shows that when you ordered a 

mascot for the P II, you were not also 

supplied with a standard (non-mascot) 

radiator cap, and for the 20hp you could 

have a nickel silver or a brass cap, whether 

you ordered a mascot or not. I believe 

that the brass cap could have been nickelplated. 

The chart also shows that the P II 

(Lidibe) and 20hp (Meole) mascots were 

different from the Silver Ghost and P I 

(Cellulose) mascots, and that mascots 

were supplied only when specially ordered. 

The standard radiator cap, also called a 

“town” or “parking” cap has a small hexagon-shaped 

top, approximately 7 ⁄8" across 

the flats and 5 ⁄16" high. My SG1492 cupronickel 

cap, which I believe to be original, 

is actually a little wider, 0.92" or 23 mm. 

It is a cast cap, and the hexagon must 

have been milled, so it is possible that the 

This is a GA drawing of the so-called “steam valve.” If you can 

read such, note that the radiator cap has a spring-loaded inner 

disc that abuts the top of the radiator filler. Water passing this 

disc overflows and discharges through the two curved overflow 

pipes. The radiator cap actually screws onto a “dummy” filler 

attached to the exterior radiator shell, which is also a “dummy,” 

covering the actual radiator. 

machinist simply milled the hexagon flats 

until the casting irregularities had been 

eliminated. This probably also explains 

why the height of the hexagon also varies 

a little from cap to cap. 

The flat top of the mascot cap is wider 

and shorter than that of the parking 

cap, and is usually hexagon-shaped, but 

some after 1930 were octagon-shaped. 

The examples I have measured are in 

the range 1.465–1.485" across the flats 

(hexagon or octagon) and from 0.165– 

0.265" high. It is probable that radiator 

caps are in the same category as mascots, 

and copies abound, but you can be 

sure that the cap’s threaded section always 

fits the 2" diameter filler for SG, P 

I and 20hp; 2.25" for P II and 20/25hp; 

2.5" for 25/30 and Wraith; and 2.75" for 

P III. Regardless of diameter, all fillers 

have 16 threads to the inch. 

The caps seal the radiator top with 

a cork, or nowadays, a rubber or nitrile 

gasket, except for the late 20/25hp and P 

II, and the 25/30hp cars, which have the 

“anti-splash” radiator cap. This unusual 

device is a multi-part (11 components) 

device containing nuts and washers, two 

springs and a cover, plus a disc that abuts 

the top of the radiator filler to prevent 

water splash, and is sometimes called 

the “steam valve.” It does not actually 

seal the radiator. If your cap does not 


This mascot is from a 2004 auction catalog. Although it has a 

Sykes signature, it is unlikely to be a variant Spirit of Ecstasy mascot, 

despite being mounted on an RR radiator cap, as it has no 

wings and is very tall. 

have one of these, you can substitute the 

working parts of a modern radiator cap 

after a little modification. The threads 

of a steam valve radiator cap actually engage 

a dummy filler external to the actual 

radiator filler, as shown in the general arrangement 

drawing. 

Wraith and P III radiators have plastic 

filler caps, located under the hood. Their 

exterior parking or mascot caps screw into 

place on the false top tank that covers the 

actual radiator, do 

not seal anything, 

and are not exposed 

to water. The Silver 

Dawn has the same 

arrangement, and 

its mounting bolt is 

steel, so my comment 

about mascots with steel mounting 

bolts indicating non-originality does not 

apply to the Silver Dawn, and probably 

does not apply to the Wraith and P III 

mascots. 

Mystery Mascots 

There are always some of these around. 

The one shown here was described by 

Martin Cannell in RREC Bulletin #229, 

July/August 1998 at page 229. He acquired 

two of these sculptures “from some effects 

This mascot was purchased at the Conduit Street closing-down 

auction. It might be a trial RR mascot, but this is speculative. 

which had been sold from the offices of 

Park Ward Ltd., the coachbuilders, prior 

to the company being purchased by Rolls- 

Royce in 1938/39.” He said that they were 

originally nickel-plated bronze and were 

subsequently chromium-plated, and “both 

are correctly signed ‘Charles Sykes’ on the 

top of the veil.” One or other of these, or 

another one altogether, was offered at auction 

by Bonhams & Butterfields at Quail 

Lodge in August 2004, with a suggested 

price range of $14–18,000. This sculpture, 

or the other one, or another one altogether 

was offered by the same auction 

house at Hershey in October 2006, with 

an estimated selling price of $8–9,000. I 

have now seen three pictures of this or 

these mascots with a different base in each 

picture. It is said to be an experimental 

20hp mascot that was not adopted for use. 


This mascot is, according to the owner, a 

“short wing design.” I have reproduced its 

shape and dimensions by flattening the 

wings of a wax pattern of the same mascot 

type. Perhaps a reader can provide more 

information about this unusual mascot. 

This mascot, photographed by Rolls-Royce, 

complete with ruler, was said by the well 

known RR authority Stanley Sears to be 

from an early Silver Ghost. Most other 

authorities would say it is much too small, 

being five inches high instead of seven. 

The John Schroder collection. Some authorities believe these are the entire range of casting 

masters used by Sykes and not finished car mascots. Their whereabouts are unknown. 

Readers might like to test their skills in identifying the mascots offered for auction in this 

very desirable Lot 241, Sotheby’s, London, 1987. 

There are at least two reasons for doubting 

this. First, it is far too tall to be appropriate 

for a 20hp, whose Sykes mascots 

are, typically, about half as high. Secondly, 

Jo Phillips mentions only “a short-winged 

mascot” as a variant but adds: “My father 

did not like it and persuaded R-R Ltd. that 

it was not ‘a good thing’ so it was never 

adopted.” This mascot has no wings at all. 

It could have been made and signed by 

Charles Sykes, but perhaps not as a Rolls- 

Royce mascot but as separate artistic exercise 

altogether. A skeptic might opine that 

it could be a sculpture on which its creator 

bestowed a Charles Sykes signature without 

authorization, but this might be considered 

carping. 

When the Conduit Street offices were 

closed, there was an auction of some 

of the contents. A fellow enthusiast attended 

this auction and purchased a 

mascot that he believes was an alternative 

mascot design sculpted by Sykes. It 

is an appropriate size for a mascot, has a 

similar artistic theme, and looks fine on 

a Rolls-Royce radiator. But unless some 

written or anecdotal evidence comes to 

light, the attribution for this item should 

probably remain speculative. 

In 2000, Martin Cannell described another 

unusual mascot he had acquired. 13 

He said: “The ‘short wing’ design featured 

in this article may well be a representation 

of the ‘New Phantom’ mascot. 

The redesigned ‘wings’ were spread in a 

horizontal manner, giving the effect of a 

much lower profile from all angles.” He 

thinks it may be of silver, but had not 

tested this at the time of writing. He 

noted that the overall height was 4.25" 

and the wing spread 5". He said there 

were the usual base inscriptions but no 

under-wing markings. This mascot is certainly 

unusual. The cap on which it sits is 

not the usual hexagon or octagon, and it 

is most unusual to have base inscriptions 

and nothing under the wings. 

Cannell’s mascot is probably not, as he 

suggests, a short-winged version of a standard 

mascot designed to permit the opening 

of the hood without mascot-turning. 

I have made comparison measurements 

of a mascot I have that has the same 

shape and base inscriptions as the Cannell 

mascot, and the wings of either would 

require mascot rotation to open the car’s 

hood without obstruction. I have made a 


wax replica of my mascot, and can replicate 

the shape of his by bending the wax 

wings down to match. I believe that it is 

the wing-bending that accounts for the 

unusual shape of his mascot. It may be a 

coincidence, but my example of the early 

Lalique have made many mascots, and the 

Spirit of Ecstasy is no exception. One such 

has been fitted to a Goodwood Phantom. 

1. Silver-plated; N–T: 113 mm; base 50 mm dia. and hollow 

-RHS base: blank; LHS base: Charles Sykes 

-under wings blank 

-vertical sides of base: 

ROLLS-ROYCE LIMITED FEB.6TH1911 

-Alice band 10 x 3 mm, deeply scribed 

-left wing lower than right 

Springfield mascot also has wings at the 

same level as the head, and they are very 

wide. Perhaps there is a connection? 

Mascot Collections 

Stanley Sears had a fine mascot collection, 

which was photographed extremely 

well by Rolls-Royce in 1960. Curiously, 

the mascot he says is for a 1911 Silver 

Ghost is only 5" high, not the 7" that 

most authorities state. John Schroder 

displayed his fine collection in a onepage 

article, with group photograph, at 

page 13 of the March 1975 RREC Bulletin. 

The text and photograph were reproduced 

in FL80-5, at page 2310. 

Joe Fildes has pictured his extensive 

mascot collection (see Part I) and accompanied 

it with very comprehensive 

descriptions, plus five measurements of 

each mascot, for eleven different mascots. 

It is the most detailed size and inscription 

information I have encountered. 

Occasionally a “complete set of mascots” 

appears for sale or auction. A set 

of eleven, unmounted, appeared on the 

front page of the RREC Advertiser of 

September 1985. Two years later, a So- 

THE BIG PRE-WW II MASCOTS 

theby’s catalog for an auction in London 

on November 30, 1987 pictured a superb 

set of 14 mascots dating from 1911–1987, 

all mounted on wooden base. The suggested 

auction price range was £5–8,000, 

which is, by today’s standards, a low price 

for genuine Sykes mascots. 

Mascot Details and Inscriptions 

The mascots I describe below are from 

my collection, and are either Sykes mascots, 

or very good reproductions. I describe 

them in what I believe to be the 

order that Sykes made them, but I could 

be in error. I also describe some mascots 

I am reasonably sure were not made by 

Sykes, for the purposes of comparison. 

The measurements are in millimeters, to 

provide simple, precise figures. Because 

of the variability inherent in casting wax 

patterns, I provide only the “nose to toes” 

measurement, described above, and the 

diameter of the base, plus descriptions. 

11 By John F. Buchan, E. and F.N. Spon, Haymarket 

SW1, 1918 

12 Rolls-Royce News, December 4, 1957 

13 RREC Bulletin #239, p. 70–1 

Comments: I first saw examples of this mascot (two) at the 

Alpine Celebration Tour 2003 in Austria, and since then 

have seen more examples, for sale and at auctions. Some 

have said it is a post-WW II sculpture, and not by Sykes. 

This possibility does not detract from its striking appearance 

and artistic merit. It is a fine mascot. A solid silver 

version exists. 


2. Silver-plated; N–T: 103 mm; base 42 mm dia. and hollow 

-RHS base blank; LHS base: Charles Sykes 

-under wings blank 

-vertical sides of base: 

ROLLS-ROYCE LIMITED FEB6TH 1911 

-Alice band 5 x 2 mm, faint 

-left wing lower than right 

Comments: This is 

by far the most 

common large 

early mascot, and 

is, in my view, suitable 

for all pre- 

WW I cars. Many 

replicas must exist, 

because only 

about one in ten 

pre-WW I chassis 

were ordered with 

this or a slightly 

later mascot. 

3. Silver-plated; N–T 105 mm; base 41 mm dia., with vertical cylindrical 

section below, 37 mm dia. and 3 mm high 

-RHS base: R·R LTD 6·2·11 

-LHS base: Charles Sykes 

-TRADE MARK REG. under right wing 

-REG. U.S. PAT. OFF. under left wing 

-Alice band 7 x 2 mm, well-defined 

Comments: This is a rare mascot. Its cylindrical base appears 

to be a vestigial version of that on mascot #2. A 

colleague has one, which shows clearly the remains of 

original silver-plating. Another was pictured in an article 

by Pedr (sic) Davis at page 62 of the Australian Bulletin, 

February 21, 1984. 

4. Nickel-plated; N–T 103 mm; base 36 mm dia.; base has vertical, 

cylindrical sides, higher at rear 

-RHS base: ROLLS-ROYCELTD Feb 61911 




-Alice band only a depression on this mascot 

Comments: This 

is a common 

and attractive 

mascot. The 

vertical sides 

to the base 

make it easy 

to identify. It 

would, in my 

opinion, be 

suitable for a 

Silver Ghost 

or P I. 

5. Nickel-plated, but perhaps originally silver-plated; N–T 101 mm; 

base 37 mm dia. 

-RHS base: ROLLS–ROYCE LTD 6.21911 




-Alice band only a depression on this mascot 

-left wing slightly lower than right 

Comments: This is an excellent mascot for most Silver 

Ghosts and perhaps P Is. It is handsome, large, and 

impressive. It resembles closely mascot #4, but has a 

rounded, not cylindrical base and is dated 6.21911 and not 

Feb 6 th 1911. 


6. Nickel silver or German silver, no evidence of any plating; N–T: 

100 mm; base 40 mm dia. -RHS base: R·R.LTD. 6.211. 

-LHS base Charles Sykes 



-no Alice band. Head heavily polished 

Comments: An excellent example of an unplated mascot, with 

the slight yellowish tinge of nickel or German silver. Polishing 

has started to erase the scribed inscriptions. The base 

is very wide, and would overhang slightly the usual mascot 

radiator cap. There are three deep, vertical grooves 5 mm 

long below the toes of the left foot. I cannot explain them. 

As it is unplated, it is probably more suited to Silver Ghost 

than P I and is almost certainly a Sykes product. 

7. Nickel-plated; N–T 96 mm: base 40 mm dia.; very rounded base 

-RHS base: R·R LTD 6·2·11· 


-TRADE MARK REG under right wing [w/o periods] 

-REGUS PATOFF under left wing [w/o periods] 

-raised Alice band, 5 x 2 mm 

Comments: This mascot is very similar to #4 and 5 but has a 

well-rounded base. The owner is confident it was supplied 

with a P I chassis. 

8. Nickel-plated; N–T 94 mm; base 39 mm dia.; base rather flat 

-RHS base: ROLLSROYCELTDFeb61911 


-TRADE.MARK.REG. under right wing 

-REG.U.S. PAT.OFF. under left wing 

-traces of Alice band 

Comments: This mascot has a smooth finish with little surface 

detail. The head is 

large and the figure full, 

with broad hips. The 

under-wing writing is 

twice the usual height 

and angled differently. 

It is smaller than Silver 

Ghost mascots. The 

mascot measurement 

tables, supported by Joe 

Fildes, identify this as a 

P I mascot, but I have 

seen very few so fitted. 

It would also look 

appropriate on a P II, 

20/25 or 25/30. 

THE SMALL PRE-WW II MASCOTS 

I will describe these from small to large, which I believe was 

the way they were developed. 

9. Nickel-plated; N–T 74 mm; base cylindrical, 28 mm dia., 5 mm 

thick front, 8 mm thick rear 

-RHS base: ROLLS ROYCE LTD FEB 6 1911 

-LHS base: C Sykes 

-TRADE MARK REG under right wing 

-REG US. PAT OFF under left wing 

-no Alice band 

Comments: This is the smallest mascot I have seen on a pre- 

WW II car. It was on a very early 20hp, probably original 

equipment and has a delicate appearance. It is unusual in 

that the date is written FEB not Feb, and the signature is 

not “Charles Sykes” as used on pre-1930 mascots, but “C 

Sykes” as used on post-1930 mascots. It is somewhat larger 

than Cloud and Shadow mascots. 


10. Nickel-plated; N–T 76 mm; base 33 mm dia, cylindrical and 

uniformly 8 mm thick 

-RHS base: ROLLS.ROYCE LTD FEb 6 1911 





Comments: This too is from 

an early 20hp and probably 

original equipment. The 

most noticeable feature is 

the thick base, and I have 

seen examples with even 

thicker bases. The FEB and 

C Sykes of #9 have changed 

to FEb and Charles Sykes. 

11. Nickel-plated; N–T 82 mm; base 35 mm dia., cylindrical and 

7 mm thick all around 

-RHS base: RRLTD6·2·11 


-TRADE MARK REG. under 

right wing 

-REG. U.S. PAT. OFF. under 

left wing 

Comments: This mascot features 

very large lettering, 

twice the height of the earlier 

mascots, both on the 

base and under the wings. 

12. Nickel-plated; N–T 83 mm; base 32 mm dia. and very rounded 

-RHS base: R.R.LTD 6·2·11 

-LHS base: CSykes 


-REG. U.S. PAT. OFF. under left wing (inscription at right angles 

to usual) 

-Alice band 7 x 2 mm and prominent 

Comments: This mascot is from an early 20hp but was probably 

retrofitted. The lettering 

on the base and under 

the wings is large and the 

face aquiline. The body is 

much thinner than #9, 10 

and 11, but taller. The big 

difference is, however, the 

C Sykes signature, which is 

in normal printing and not 

the Sykes style, which uses 

Greek e and s lettering. It 

is unlikely to have been lettered 

by Sykes. 

13. Nickel-plated; N–T 81 mm; base 34 mm dia., very rounded 

and deeper than #12 

-RHS base: R.R. LTD 6·2·11 

-LHS base: C· Sykes 




Comments: This mascot 

has the same large lettering, 

the same non-Sykes 

signature, and the same 

rounded base as #12, but 

the face and body are 

correctly proportioned, 

not thin, and the face is 

not aquiline. All of #12’s 

dimensions are slightly 

smaller than #13, suggesting 

that it is a reproduction 

of #13. 

14. Chromium-plated; N–T 83 

mm; base 33 mm dia., gently rounded 

-RHS base: ROLLS ROYCE LTD 6·2·11 


-REG. U.S. PAT. OFF. under right wing 

-TRADE MARK REG. under left wing 

-Alice band 5 x 2 mm but faint 

Comments: This mascot 

was sold as coming from 

a 20/25hp. There is good 

detail in the draperies. 

The under-wing inscriptions 

are very large, but 

the base inscriptions are 

quite small. The date extends 

to under the toes 

of the left foot, the only 

mascot so lettered in my 

collection. But the most 

unusual feature is the reversal 

of the under-wing 

inscriptions 

15. Chromium-plated; N–T 74 mm; base 33 mm dia., cylindrical, 

and 7 mm high front and 10 mm high rear 

-RHS base blank; LHS base blank 

-blank under right wing 

and left wing 

-Alice band simulated by 

deep 7 mm groove 

Comments: This is not a 

Sykes mascot, but one supplied 

by R-R Motors Ltd. 

in the 1980s in response 

to requests from customers 

requiring a pre-WW II 

mascot. It is not a copy of 

any Sykes mascot but does 

resemble some of them. 


16. Chromium-plated; N–T 119 mm; base 33 mm dia. 

-RHS base: 26·1·34. 

-LHS base: C·Sykes 



-Alice band 7 x 2 mm, faint 

Comments: This is a pre-WW II Sykes kneeling mascot and 

has a date and signature, unlike the almost identical Silver 

Dawn mascot, which has neither. All the inscriptions 

are hand-scribed, but the Sykes signature lacks the Greek 

e and s, and was probably 

not lettered by Sykes. 

The drapery details are 

flowing, artistic and more 

pleasing than those of the 

Dawn mascot. Note that 

the N–T measurement is 

from the nose tip to the 

tip of the big toe of the 

extended left foot. 

PRE-WW II NON-SYkES MASCOT 

17. Nickel-plated; N–T 98 mm; base 37 mm dia. Base is steeply 

rounded 

-RHS base: R.R. LTD. 

-LHS base: C·Sykes. 


-REG. US. PAT. OFF. under left wing 

-Alice band 8 x 1.5 mm, hair ribbed 

Comments: This mascot has an acceptable appearance, but 

is clearly not made by Sykes. The drapery details are mechanical 

and excessive, the hair is overdone and the date 

is missing. Most people would not, however, notice these 

details, and if the alternative is no mascot and the price is 

reasonable, it would be acceptable to many owners. 

18. Nickel-plated; N–T 96 mm; base 37 mm 

-no inscriptions anywhere 

-this is a die casting in a lead-, tin-, or zinc-based alloy 

Comments: This is a diecast copy of #17, and shows from 

the molding fins that the mold was in five or more parts. 

This mascot would be 

suitable to fit to a car 

where theft is likely. 

The buyer should not 

pay more than a few 

dollars for one. It will 

make a dull sound 

when tapped. 

19. Nickel-plated; N–T 95 mm; base 41 mm dia. No inscriptions 

on base or under wings. Alice band 9 x 2 mm and very prominent, 

hair ribbed; base closely resembles that of mascots #1 

and 2 and may have been copied from them, with a prominent 

vertical cylinder 7 mm high under the base. The wings are 

inclined more steeply than other mascots. 

Comments: This is an attractive mascot, but clearly not a 

Sykes or a Sykes replica. Many purchasers would deduce 

this from the absence of any inscriptions. But if you need a 

nice-looking mascot, this 

would be worth considering 

if the price was acceptable. 

The wings are 

steeper than is usual, but 

this is not obvious unless 

a genuine mascot is 

nearby for comparison. 


20. Chromium-plated; N–T 112 mm; base 33 mm dia. 

-RHS base blank; LHS base blank 

-TRADE MARK REG. stamped, not scribed, under right wing 

-REG. U.S. PAT. OFF. stamped, not scribed, under left wing 

-no Alice band, hair ribbed 

Comments: This is the first mascot made by R-R Ltd. It is a 

kneeling version of the Spirit of Ecstasy and was supplied 

with each Silver Dawn 

and Silver Wraith, unlike 

the pre-WW II cars where 

the mascot had to be specifically 

requested when the 

chassis was ordered. It is a 

copy of the Sykes version, 

but the drapery is more 

mechanical and it lacks the 

artistic appearance of the 

original. After a while, owners 

requested replacements 

of mascots lost, stolen or 

strayed, and those supplied 

by RR after 1972 can be 

identified by the engraved lettering on the front of the base, 

which reads Rolls-Royce Motors Limited. 

21. Cast stainless steel; 

N–T 71 mm; base 33 

mm dia. 

-RHS and LHS base 

and under R and L 

wings blank 

Comments: The Silver 

Cloud, Shadow, Spirit, 

Spur and derivatives 

all have basically the 

same form of mascot. 

Silver Cloud mascots 

are bolted into the 

radiator cap. Silver 

Shadow and later 

mascots are either 

POST-WW II RR-MANUFACTURED MASCOTS 

spring-loaded or retract below the radiator top, mechanically 

or electrically, to conform to the safety regulations of 

various countries. It is difficult to identify the correct mascot 

for each model as the differences are subtle. Martin 

Bennett’s earlier photograph of four mascots shows the 

difficulties facing the budding mascot expert, or concours 

judge. But if you are buying a replacement mascot for your 

Cloud, Shadow, Spirit, Spur or derivative, you should check 

that the diameter of its base and the method of securing it 

to the radiator are correct for your model. 

22. Cast stainless steel; N–T 51 mm; base 41 mm dia.; base very 

wide and gently curved 

-RHS and LHS of base and underside of R and L wings blank 

Comments: This is the latest mascot, made specifically for the 

Goodwood Phantom. It is much smaller than any previous 

Spirit of Ecstasy car mascot and has extremely thick wings, 

considering its small size. It is doubtful if any Goodwood 

Phantom owner needs to know more about this mascot. It 

can be retracted into the radiator shell at any time using the 

manual switch, or will retract when the doors are locked 

when in the automatic mode. Better still, if the owner forgets, 

the mascot retracts automatically if interfered with. 

Thus the mascot is immune from theft or damage, and is 

unlikely ever to require replacement. 

There are several versions of small presentation or decorative 

mascots, some of them encased in plastic and presented to 

long-term employees by Rolls-Royce. A wide range of mascot 

jewellery is also available, but describing these would make an 

already long dissertation far too long. Perhaps a reader with 

jewellery expertise can prepare an article on the various small 

Spirit of Ecstasy items which they have encountered. But thank 

you, any reader who has persevered to the end of this article. If 

you have any additions or corrections, please send them to me 

or the editor. 


there are probably four basic ingredients 

for a great car event: great cars, 

great venue, great organization, and 

great weather. The twelfth annual Amelia 

Island Concours d’Elégance (AIC) had 

all these wrapped up in a bow for all who 

attended. The show takes place annually 

over the first weekend of the first full 

week of March, this year from Friday the 

ninth to Sunday the eleventh. While there 

were twenty-three scheduled events over 

the three days, the large draw is for the 

RM Auction, with its preview on Friday 

and auction on Saturday and, of course, 

the concours on Sunday. 

The AIC continues to have a maximum 

number of 275 entrants (which was 

reached) organized into 33 classes. Fourteen 

cars came from outside the US. This 

number of cars perfectly occupies the 

large stretch of golf course immediately 

adjacent to the Ritz-Carlton hotel (home 

of the event since its start) along with a 

number of vendor tents and room to peruse. 

This year the 61 judges awarded 

33 “Best in Class” awards, 47 “Amelia” 

awards, 44 “Corporate” awards and two 

“Best in Show” awards. This tradition of 

awarding two Best of Show awards started 

in 2005 and this year was no different, 

awarding the “Best in Show, Concours 

d’Elégance” to a 1937 Talbot-Lago T- 

150-C-SS (90107) with Figoni & Falaschi 

coachwork, belonging to Jack Nethercutt, 

California and “Best in Show, Concours de 

Sport” to a 1953 Ferrari 375MM Vignale 

Spyder (0286AM), belonging to Bruce 

and Jolene McCaw (who own both the alleged 

and the real Blue Train Bentleys) of 

Washington. A look around the field and 

it’s a 3D version of the best automobile 

coffee-table book you could imagine, with 

the top marques and most interesting cars 

represented well. 

Our favorite cars numbered 23 in all (an 

increase over last year), with 15 Rolls-Royces 

and 8 Bentleys spread over 7 classes, 

mostly positioned in their usual location, 

in a row on the west side of the field. The 

pictures herein will speak best about the 

winning cars, but several interesting points 

must be mentioned: DeNean Stafford’s 

1914 Silver Ghost (26RB) is an original and 

complete car, leather and all; similarly, Bob 

Bahre’s 1933 Phantom II (270AJS) is also 

unrestored and nearly unused (with only 

The 2007 Amelia Island 

Concours d’Elégance 

Rubén L. Verdés (FL) Photos by Larry S. Glenn (MD) 

Historical research & period photos by John W. de Campi (NH) 

A view from the Rolls-Royce tent, looking out onto the AIC. 

Matt Sysak enters the AIC field early Sunday morning in TB2542. It’s easy to see why his 

6 1 ⁄2L claimed the Most Sporting Bentley Award. 

Bill Ruger talks with the judges about his 8L (YM5044) before the official judging started. 


about 34,000 miles), taking the award for 

the Best Original Unrestored Car; and as 

an amazing coincidence, James Caldwell’s 

Springfield Phantom I (S397FM) shares 

kinship with Bahre’s 270AJS: S397FM’s 

first owner was Mrs. J.C. Benz of Lynn, 

MA and 270AJS’s first owner was her 

daughter, Doris Benz, also of Lynn, MA. 

Each car displayed at the AIC has a 

placard that provides interesting owner- 

The ferry that crosses the St. John’s River 

from Amelia Island to Mayport is where 

we found this 1952 R Type (B370LSR) H.J. 

Mulliner saloon owned by Henry Hoffstot. 

Both the car and owner made it safely 

across the river. 

This year’s AIC honorary chairman, Derek 

Bell, was busy all week autographing items 

for his fans. 

The west side of the field is mostly for Rolls-Royce and Bentley. 

Hey, I think that guy cut me off at Le Mans! Legendary racers Sir Stirling Moss (l) and 

Brian Redman take a short break during a poster signing at The Ritz. Rolls-Royce Motors 

honored Brian at a dinner Thursday night in honor of his racing accomplishments and 

his 70 th birthday. 


Left: 17RB (1914 Silver Ghost) Portholme tourer. Owner: Gale & Henry Petronis, Orlando, FL (Best in 

Class: Silver Ghost) First owner: James Radley, London. Right: This is how 17RB appeared in 1960. 

Left: S397FM (1927 Springfield Phantom I) Brewster Playboy. Owner: James & Marion Caldwell. Toms 

River, NJ (Best in Class: American Classic Open (1923–1930). First owner: Mrs. J.C. Benz, Lynn, MA. 

Right: Many SP Is were rebodied; this car carried an Arundel body, pictured here on a Silver Ghost. 

Left: B11HM (1936 4 1 ⁄4L) Vanden Plas coupe. Owner: Christopher Sanger, New York, NY 

(Best in Class: Bentley Pre-War). First owner: Hugh Hunter, UK. Right: This is Vanden 

Plas’ rendering of this car, showing the restoration carries the correct color scheme. 

It can happen to the best of us. 

provided (and not always accurate) information, 

making the viewing of the cars far 

more interesting than would otherwise be 

the case. In this way, the AIC is ahead of 

many other shows, but chassis numbers 

are still hard to come by. In the future, as 

these cars will outlive us all, these shows 

and their attending records will offer a 

unique opportunity to help document the 

history of the cars that appear in them. 

Having the chassis number will greatly 


help that process. To illustrate this idea, our pictorial presentation 

includes a look at early pictures of the cars, a process greatly 

facilitated by knowing the chassis numbers. 

Another distinctive aspect of this show is its focus on the cars 

of the great road races and their drivers. This year’s Honorary 

Chairman was former race driver (and consultant to Bentley 

during their modern-day Le Mans effort) Derek Bell MBE, who 

was at hand for various parts of the show and at its conclusion 

with the awarding of the Best of Show trophies. The judges list 

Left: WGC48 (1950 Silver Wraith) H.J. Mulliner 2-seat dhc. Owner: Gene & Marlene 

Epstein, Wrightstown, PA (Best in Class: Rolls-Royce). First owner: Mrs. S.M. Rhodes, UK. 

Right: This is as the car appeared in a 1963 ad. A proud price even then! 

Left: BC96LBG (1957 S1 Continental) H.J. Mulliner fastback. Owner: Steve Wolf, 

Boca Raton, FL (Best in Class: Bentley Post-War). First owner: William Brewster, 

USA. Right: This is a period picture from the coachbuilder of the same body style. 

Left: 26RB (1914 Silver Ghost) Vanden Plas torpedo grand luxe. 

Owner: DeNean Stafford, Tifton, GA (Amelia Award: Rolls-Royce 

Silver Ghost). First owner: Messrs. Castankeria, Lima & Rugeroni, Ltd., 

Lisbon, Portugal. Right: This is the coachbuilder’s period photo. 

also yields a few celebrities, including Edward Herrmann the 

actor, and Dick Smothers of the Smothers Brothers Show. Our 

own Maggie Newman was on the Silver Ghost judging team. 

The Florida Region ran a “nifty and thrifty” meet around the 

AIC, allowing members to attend on a last-minute basis by arranging 

lodging just outside of town, as rooms become pricey 

and scarce months before the show. This attracted members 

from around the area and from outside of Florida too. Next 

year’s AIC will be March 7–9, make plans early! 


DeNean Stafford

Left: B66DG (1935 3 1 ⁄2L) Park Ward dhc. Owner: George Howell, Elmira, NY 

(Amelia Award: Bentley Pre-War). First owner: Hector MacKay. Right: This 

is a Park Ward period photo of the same body style as B66DG. 

Left: 3DL56 (1938 Phantom III) H.J. Mulliner allweather. Owner: James Millegan, Lake 

Oswego, OR (Amelia Award: European Custom Coachwork (1924–1936). First owner: Dr. 

William Lombard Murphy, Ireland. Right: Before receiving H.J. Mulliner #5149 coachwork, 

3DL56 had Hooper coachwork, design #9018, pictured here on another P III. 

Left: LCEL87 (1965 Silver Cloud III) MPW cabriolet Owner: Steve Wolf, Boca Raton, FL (Amelia 

Award: Rolls-Royce). First Owner: M. Gelman, USA. Right: This is LLCB16, the first cabriolet made 

for Louis Marx on an SC II lwb, design 7484. Thereafter four similar versions (design 2033) were executed 

on SC III lwb chassis, retaining the single headlamps, of which LCEL87 was the last one made. 

Left: 1921 (1912 Silver Ghost) Barker tourer. Owner: Don & Liz Meyer, Lebanon, NJ 

(The Millard Newman Award - The Spirit of Millard Newman). First owner: Sir Edgar 

Bowring, St. John, Newfoundland. Right: The car as it appeared in 1954 (FL p. 150.) 


Matt Sysak 

Left: TB2542 (1926 6 1 ⁄2L) H.J. Mulliner dhc. Owner: Matthew Sysak, 

Washington Crossing, PA (The Ultimate MotorWorks Award - For the 

Most Sporting Bentley). First owner: Mrs. Cholmeley, Lushill, Highworth, 

Wiltshire, UK. Right: The coachbuilder's photo shortly after completion. 

Left: YM5044 (1931 8 L) Lancefield tourer Owner: William Ruger, Newport, 

NH (Bentley Motors Inc. - The Most Elegant Bentley). First Owner: unknown. 

Right: The coachbuilder’s photo shortly after completion. 

Left: 270AJS (1933 Phantom II) Brewster Henley roadster. Owner: Bob & Sandra Bahre, 

Alton, NH (The RM Restorations Award - For the Best Original Unrestored Car). First 

owner: Doris Benz, Lynn, MA. Right: A Brewster rendering of the Henley design. 


this particular auction is called “Vintage 

Motor Cars at Amelia Island” 

and subtitled “In conjunction with 

the Amelia Island Concours d’Elégance.” 

The success of the AIC seems to feed the 

auction and vice versa. Each year, a high 

standard of automobiles can be seen, and 

acquired for a price. 

This year’s high-end auction star was a 

1932 Packard Twin Six Sport Phaeton 

(900331), which sold for $1.65 million 

(all sales amounts include 10% buyer’s 

premium.) Not far behind were a 1929 

Duesenberg Model J Dual Cowl Phaeton 

and a 1939 Delahaye 135MS Grand Sport 

Roadster, and coming in fourth, a 1932 

Bentley 8 Litre (YX5125) with coachwork 

by Mayfair Carriage Company Ltd., 

selling for $962,000. After a 1963 Shelby 

King Cobra, the sixth-highest price was 

paid for a 1913 Rolls-Royce Silver Ghost 

(19MA) with coachwork in the style of 

Portholme, selling for $852,500. Much 

further down the line was a 1969 Rolls- 

Royce Silver Shadow Estate Wagon, 

Above: 1929 Duesenberg 

Model J (2149). Right: 1939 

Lagonda V12 (14069). 

The RM Auction at Amelia Island 

Rubén L. Verdés (FL) Photos by Larry S. Glenn & Rubén L. Verdés 

1913 Silver Ghost (19MA) 

once owned by Millard Newman, which 

sold for $41,800. 

Other sales included an unusual 1937 

Cord 812 with a removable hardtop 

($225,000); a 1927 Isotta Fraschini 8A 

Boattail Tourer ($390,000); a 1931 Cadillac 

V16 Sport Phaeton ($561,000); a 1924 

Mercedes 28/95 Sport Phaeton ($775,000) 

and a 1939 Lagonda V12 

(14069) drophead coupe, 

built by Lagonda as well 

($451,000)—a car and engine 

W.O. Bentley was involved 

with after his days at Rolls- 

Royce. 

This 1932 Ford Model A five-window coupe 

was ordered new by the former president of 

Mexico, Roquen Gonzalez Garza, who took 

office in January of 1915, but was exiled that 

same year when his regime was overthrown. 

Years later his son turned the car into a race 

car and raced it throughout Mexico and 

southern Texas. At the auction it sold for 

$46,750, below its low estimate of $50,000. 

By golly, it’s a Jolly. Originally selling for 

around $1,800 this 1965 Fiat Jolly beat 

its high estimate of $35,000 by almost 

$20,000, selling for $53,900. These cars 

have for years fetched high prices. 

1932 8 L (YX5125) with Mayfair body. 1969 Silver Shadow (SRX6119) Estate Wagon 


eaders who have been club members 

for a number of years will fondly recall 

this colorful man and his colorful 

remarks—and an era that was all around 

allowed to be more colorful than our 

overly politically correct, and thus bland, 

present. Reg was, and still is, given to 

making hair-raising and hilarious pronouncements, 

delivered in good humor 

and with quintessential British wit. 

It probably took no prodding whatsoever 

to get him to record some of his 

recollections in the form of a book. Five 

years in the making, its publication is now 

expected in June. To put the reader into 

a proper receptive mood, a few words to 

explain the man behind the bold words 

seem in order. 

“Rolls-Royce is not so much in the car 

industry, as in the mobile Rembrandt 

business.” 

“We don’t hike prices—we effect a tariff 

adjustment which regretfully is usually 

in an upward direction.” 

Just two of the quintessential English observations 

that would make journalists’ 

eyes roll when they sought to compare 

Rolls-Royce to ordinary cars, or queried 

a hefty sticker increase. Reg Abbiss, who 

used these and many other humorous 

one-liners, is well-known to Rolls-Royce 

and Bentley aficionados in the US, Canada, 

Britain and Australia. From 1977 to 

the mid-90s he was the public face and 

spokesman for Rolls-Royce and Bentley 

Motor Cars in North America. 

His official title was Senior Executive, 

Corporate Communications, which 

effectively made him a spin doctor—before 

political operators gave the term a 

bad name. He spun the magic of Rolls- 

Royce motorcars to print and broadcast 

journalists and favored a lighthearted approach 

over the serious, heavy technique 

some would have expected from such a 

weighty, traditional company as Rolls- 

Royce, the very embodiment of understatement 

and decorum. 

Now he has written a book, Rolls- 

Royce from the Inside–The Laughs, 

Myths and Truths, due for publication 

this summer (by Tempus in the UK), and 

his mischievous sense of humor comes 

through as he affectionately describes the 

foibles and antics of enthusiasts. While he 

terms some of them a trifle eccentric, he 

knows they’re the greatest unpaid public 

relations army a company ever had. 

Abbiss, Reg Abbiss 

Former Rolls-Royce and Bentley Communications Chief 

Puts It Down on Paper FL Staff 

Commemorating 80 years of Rolls-Royce technology, the Silver Ghost—AX201—made an 

appearance at the Sydney International Airport in 1984 along with a Boeing 747. (Dennis Miller 

Williams, the London Public Relations manager, at the wheel.) Reg Abbiss stands in the air intake 

of the RB211 jet engine to give an idea of its size. 

Part of his work was responsibility 

for advertising, and when PBS asked if 

Rolls-Royce would sponsor its television 

broadcast of the Prince Charles/Diana 

wedding, he said yes. It was a first. Television 

costs were generally prohibitive 

and represented a shotgun, rather than a 

rifle-shot approach, targeting consumers 

who could afford a car costing five times 

the average price of a set of wheels. 

PBS was affordable (even Rolls-Royce 

always watched the bottomline!) and Reg 

signed up. When journalists asked why 

Rolls-Royce was pushing the boat out, 

Reg replied with a nearly straight face: 

“Well, the bridegroom’s mother is a wellknown 

owner.” 

Reg “brought the Company” to RROC 

Annual Meets, from Rhode Island to 

California, Michigan to Florida, Toronto 

to Washington State, and quite a few in 

between, whenever possible providing a 

preview of model developments. (Some 

lucky RROC members will recall a memorable 

drive of the Bentley Turbo R after 

a media event at Laguna Seca.) 

Reg was responsible for the introduction 

of a range of cars, from the Silver 

Shadow II and Silver Wraith II to Corniche 

enhancements through to Corniche 

IV; Silver Spirit and Spur; the stretched- 

Spur limousine; the turbocharged Flying 

Spur, the fastest Rolls-Royce ever built; 

and the exciting Bentley renaissance with 

the models that re-energized the company, 

the Mulsanne S, Bentley Eight, 

Brooklands, Continental R, Turbo R and 

the Azure convertible. On occasion he 

would bring one along to give members 

a heads-up on a new, if somewhat expensive 

piece of machinery coming to a 

showroom near them. 

When pressed about the forthcom- 


Reg Abbiss doing what comes natural: poking 

fun at pomposity. Though his approach 

was often humorous, the underlying message 

never wavered. Reg was very proud to be Rolls- 

Royce’s spokesman. 

ing Silver Spirit, he would only concede, 

with a wide smile: “You can be sure it will 

look like a Rolls-Royce, ride like a Rolls- 

Royce, and sure as hell be priced like a 

Rolls-Royce!” 

At Annual Meet banquets he would bring 

us up to speed with what was happening 

in the Company and on one celebrated 

occasion when rumor was swirling all over 

the place that Rolls-Royce and Bentley 

Motor Cars, going through a difficult financial 

period, were on the block and 

likely to be snapped up by a German 

company, he shocked his colleagues by 

publicly confronting the 800 lb gorilla 

in the room. “Now, about BMW buying 

Rolls-Royce” he began. Somebody commented 

that never had so many martinis 

been suddenly frozen en-route to the lips 

of startled imbibers. He put some immediate 

apprehensions to rest, dampening 

speculation that within months the Germans 

would be marching into the Crewe 

factory, but acknowledged that the parent 

company, the engineering group Vickers, 

was obligated to shareholders to give serious 

consideration to realistic offers. Eventually 

German companies did acquire the 

British icons after emotional shareholder 

meetings in London in which WW II vet- 

erans called for Rolls-Royce and Bentley 

to stay British and implored Vickers not 

to sell out. After a decade and a half with 

Rolls-Royce (before “the Teutonic Slugfest” 

as he describes the struggle between 

VW and BMW for control played out) Reg 

returned to broadcast journalism, his first 

love. A former BBC News reporter and 

anchor, Reg’s perspective of Rolls-Royce 

and Bentley may be unique—from the 

outside as a broadcast journalist in London 

trying to ferret out its secrets, and 

later as spokesman and media strategist 

explaining why the two British marques 

deserved the accolade “Best in the World” 

despite the efforts of other manufacturers 

to lay claim to the title. 

Already as a teenager Reg wanted to be 

a reporter, and during journalism studies 

he willingly suffered leg pulling as 

the only young man in a class of 20 girls 

trying to reach a shorthand speed of 140 

words per minute. 

With college studies in English, law, 

and business, and armed with his 140 

wpm he started in journalism on weekly 

newspapers in Yorkshire, then at 21 

founded a news agency, covering northern 

England for national papers and wire 

services, and four years later joined BBC 

News in London as a reporter. 

Television and radio assignments during 

12 years at the BBC ranged from war 

correspondent in Vietnam to 

covering an earthquake and 

typhoon in Tokyo, violent 

political demonstrations in 

London, and reporting from 

the newly discovered Alaskan 

North Slope oil fields. He 

filed stories from Germany, 

France, Scandinavia, Italy, 

Canada and Hong Kong, 

between times interviewing 

Muhammad Ali, the Beatles, 

Richard Nixon, Robert Kennedy, 

and assorted Prime 

Ministers. While he would 

not claim to have actually 

interviewed Sir Winston 

Churchill, he recalls proudly 

that he once spoke to the 

great man. As a young BBC 

reporter, Reg was dispatched 

to “doorstep” Churchill’s 

London home in Hyde Park 

Gate on the former Prime 

Minister’s 90 th birthday. 

After several hours of flower and card 

deliveries, the front door opened to reveal 

Sir Winston, in dark suit and spotted 

bow-tie. Leaning on a stick, he smilingly 

acknowledged the cheers of onlookers 

across the street and raised a hand in the 

famed victory salute. Stepping forward 

with his cameraman and other journalists, 

Reg said: “Good morning Sir. A very happy 

birthday to you.” The statesman smiled, 

nodded, and growled “Thank you, thank 

you.” Brief as the encounter was, Reg 

counts it as one of the most meaningful 

of his BBC News assignments because as 

they grew up, youngsters in Britain began 

to understand the inspirational war leadership 

that made Churchill a national hero. 

After general reporting, Reg specialized 

in business coverage during a 

turbulent time in British politics, anchoring 

general election and financial 

broadcasts. He reported several nights 

a week on BBC TV News, was correspondent 

and presenter of the television 

series Made in Britain, and reported almost 

daily on the BBC World Service. 

He left the BBC to direct communications 

for British Telecom before Rolls- 

Royce CEO David Plastow and George 

Lewis, President of Rolls-Royce Motors 

International, recruited him to help persuade 

wealthy Americans that life was 

incomplete without the most luxurious 

of all British products. 

Spreading the Rolls-Royce gospel: Reg with two-time Indy 

500 winner Arie Luyendyk (r) at the 1995 introduction of 

the Bentley Azure in Scottsdale, Arizona. 


He says he had a lot of fun at Rolls- 

Royce, and was proud to speak for products 

that exemplified excellence, exquisite 

craftsmanship, and a reputation for being 

the finest in their field. Switching 

from journalism to PR, Reg saw himself 

as a “poacher-turned-gamekeeper” or as 

Americans would say “the fox guarding 

the hen house.” But he couldn’t resist the 

fun of poaching again and returned to 

journalism in 1996, with the Speedvision 

TV Network, co-anchoring and reporting 

Aviation News through its three-year 

run and also presenting AutoWeek. He 

reported and anchored news and feature 

programs from the Farnborough and 

Paris International Air Shows with Apollo 

12 commander Pete Conrad, and wrote 

and presented two acclaimed series for 

the flagship Speedvision News RaceWeek 

program “The Business of Auto Racing” 

and “The Safety of Racing.” 

More recently he has specialized in 

commercial voiceovers which, he confesses, 

sure beats working, and narrated 52 

episodes of The Great Cars TV series for 

Michael Rose Productions of Los Angeles. 

The programs run on some 200 stations in 

North America, Britain, and in Australasia. 

this magazine and other RROC 

publications present many articles 

describing ambitious tasks such as 

rebuilding a transmission or differential. 

While these projects are too complex for 

me, I’m glad these articles are published 

for those members who are very accomplished 

mechanically, and it is important 

to capture these procedures for future 

professionals. This article has a different 

flavor. Here I’d like to inspire members 

with more modest mechanical aptitude 

to attempt some simpler repairs. Poor 

fuel pump performance manifests itself 

in seeming to run out of gas, and possibly 

being able to restart only to seem 

to run out of gas again. Normal function 

may be restored for a time by restarting 

the car or giving the pump a sound 

thump, but most likely the symptoms 

will gradually or suddenly get worse. 

Also, the clicking sound when you first 

turn on the ignition before starting the 

car will be less vigorous. 

Nearly identical fuel pumps were 

used in many Rolls-Royce and Bentley 

automobiles. If you’ve got a factory in- 

Rolls-Royce from the Inside–The Laughs, 

Myths and Truths, which he has worked 

on between broadcasting assignments 

over the past five years, is not intended 

to induce engineering highs about quiet 

tappets or throttle-knuckle joints. It’s 

about “human insights into the world 

of Rolls-Royce and Bentley; mainly 

about people—interesting, quirky owners, 

who, if they didn’t exist would need 

to be invented.” The tone is that of a 

light-hearted “Would you believe this?” 

book about enthusiasts and their motorcars 

and the man whose absolute commitment 

to quality set benchmarks and 

made his name famous the world over. 

When the company slid into the financial 

tank, however, in the 1990s because it 

could not generate enough cash to fund 

critically important developments, and 

Volkswagen and BMW started a corporate 

brawl for control of Rolls-Royce and 

Bentley, he felt he had to add a chapter 

or two to chronicle the struggle for ownership 

of a British icon that many felt 

should have stayed British, even if more 

for emotional than economic reasons. 

No need to read between the lines: Reg 

makes no bones about where he stands 

on the matter. Packed with fascinating 

stories and anecdotes, Rolls-Royce from 

the Inside is a humorous celebration of 

a century of excellence and achievement 

by skilled artisans and craftsmen whose 

coachbuilt motorcars have long been described 

as the Pride of Britain, Envy of 

the World. 

Reg writes: “If some of the many 

Rolls-Royce owners I have known over 

the years see themselves as I describe 

idiosyncrasies and messianic devotion to 

motorcars—they should be proud. They 

belong to a unique group, privileged to 

drive remarkable and wonderful carriages, 

whose like the world will probably 

not see again. 

“The sinews, the heart and the soul 

of Rolls-Royce, I do believe, could have 

sprung only from England, acknowledged 

the world over for its eccentricities, wry 

sense of fun, and an inbuilt desire to get 

it right. 

“So fasten the seat belts and let’s be 

off. I hope you’ll have a few chuckles 

along the way, roll your eyes, chortle perhaps, 

and say: “I had no idea . . . is he serious 

. . . I can hardly believe it!” 

[Reg can be emailed at Reg@AbbissMedia.com] 

SU Fuel Pump Tune Up for a Silver 

Cloud and Other Cars 

Tom Wright (CA) 

stalled A-Both-B switch or one I supplied 

to those who requested them in early 

2005, you may find one pump is working 

but the other is not or is working intermittently. 

It’s time for a fuel pump tune 

up! The following instructions are for a 

Silver Cloud, but, except for a few details, 

they will apply to decades of Rolls- 

Royce, Bentley, and other automobiles 

equipped with SU fuel pumps 1 . This 

project is within the capabilities of almost 

any amateur mechanic. 

Theory of Operation 

SU fuel pumps are quite simple 2 . Don’t 

worry that it looks complex; little of this 

will be disassembled. This diagram is from 

the SC I parts book (available from the 

club store), page 611. There is a chamber 

(3) with a gas line from the tank and 

at 1 and the matching hole just below). 

Each has a check valve so fuel can only 

flow from the tank and only flow to the 

carburetors. For most SU fuel pumps, the 

check valve is merely a metal flap (7) that 

is pushed against a hole by the fluid flow 

John de Campi a gas line to the carburetors (connecting 

1 

Many Rolls-Royce and Bentley models have 

the pumps more conveniently mounted on 

the firewall, as in this 1938 Bentley B167LE. 


and thereby stops the flow. One side of the 

chamber is a diaphragm (13) for one of 

the pumps. When the diaphragm is pulled 

out, fuel is pulled from the gas tank into 

the chamber, and when the diaphragm 

goes in, fuel is pushed from the chamber 

to the carburetors. The diaphragm 

is pulled out by an electromagnet (14). 

Actuating the electromagnet also pushes 

open a switch (19) cutting off the power 

to the electromagnet. Then a spring (15) 

pushes the diaphragm back, also closing 

the switch that gives power to the electromagnet, 

starting the cycle again. The 

closing of the points produces the classic 

fuel pump ticking. The switch is actually 

two sets of points mounted on a Y bracket. 

It is these points that generally need attention 

when performance is poor. If they 

are fouled up or misaligned, too little 

current can flow to vigorously pull out 

the diaphragm, so little fuel flows. In the 

Cloud and a number of other cars, there 

is one chamber with two pumps attached. 

Each pump has its own diaphragm, electromagnet, 

spring, and points. The shared 

chamber causes a few purists to say this is 

not really a dual pump system, but that is 

merely a semantic distinction. 

Tools needed: 

Tool needs will vary only slightly for different 

Rolls-Royce models, except that 

many models will not need the jack or 

jack stands. 

• 1 ⁄2" combination open end and box end 

ratchet wrench 

• 11 ⁄32" nut driver 

• 11 ⁄16" open end wrench 

• one plastic tub (e.g., 14" x 10" x 4" white 

plastic) 

• narrow-blade screwdriver 

• two 10" pieces of 14 gauge wire 

• four alligator clips 

• two 1 1 ⁄2-ton (minimum) jack stands 

• 2-ton (minimum) floor jack 

2 

If you do not have a 1 ⁄2" ratchet box end 

wrench 3 , this is the time to buy a set. 

To undertake this procedure without this 

wrench is masochism, because you will 

add one hour of boring, frustrating, uncomfortable 

work to the project. (I have 

done it with and without.) The 11 ⁄32" nut 

driver sounds like an oddity, but I’ve found 

them both in cheap sets and quality ones, 

so I guess they’re common. You might 

possibly need a 15 ⁄16" open end wrench too 

if the gas line nuts were overtightened. 

Procedure 

I have done this procedure a couple of 

times on my car and the complete process 

takes me two hours. The ratchet box 

end wrench is the key. There are only 

two difficult parts, and they both involve 

getting nuts started in slightly difficult 

circumstances. But even so, with a little 

care this job is well within reach of any 

Sunday mechanic. 

1. You will want to wear coveralls and 

examination gloves as this is a fairly 

dirty job. Vinyl gloves work better 

than latex, which seems to react 

poorly with gasoline. 

2. Disconnect the battery. If you 

haven’t installed a battery cutoff 

switch, see FL03-4, p. 7034 

“Hotronics Battery Cut-Off Switch” 

by Gil Fuqua. This cut-off switch 

is both a great convenience during 

projects of this type and is an 

important safety feature for your 

car. Without it, an electrical fire can 

keep re-igniting itself until your fire 

extinguisher is used up. Then you 

get to watch your car turn into a pile 

of ashes. I have posted an article I 

wrote on installing it in a Cloud to 

the club Web Discussion Group, 

Silver Cloud section. 

3. Jack up the car with the floor jack 

under the differential with a piece of 

wood between to protect the fins on 

the differential. 

4. Install the floor jacks under the rear 

axles. You want the axles 18" or so off 

the floor. While installing the floor 

jacks, maintain a healthy skepticism 

about the jack holding up the car. I 

position the jacks with a broom rather 

than getting under a car supported 

only by a jack. Once the jack stands 

are in place, lower the car onto them 

and be sure it is stable. Move the jack 

out of the way. The picture shows 

LSMH223 resting comfortably on 

the jack stands 4 . 

5. Locate the fuel filter on the bulkhead 

behind the right axle. Place the plastic 

tub under the fuel filter to catch the 

gasoline that will drip out. Loosen the 

wing nut on top of the metal bowl 

enough so its bracket can be pivoted 

to one side. Pull off the bowl and its 

rubber gasket. This is necessary to 

prevent all the gasoline in the tank 

from siphoning out when you remove 

the fuel pumps. You may want to 

clean the screens in the filter while 

you’re at it. (Perhaps I’m lucky about 

my gasoline, but I’ve never found 

anything in there.) If your pumps are 

mounted higher than the fuel tank, 

you won’t need to prevent siphoning. 


3 

4

6. The fuel pumps are located underneath 

the car outboard of the frame 

rails on the right side of the car near 

the front of the rear door. Undo the 

thumb screw from the terminal at 

the back of the rear pump and remove 

the wires connected to it. Be 

careful not to lose the coil springstyle 

locking washer. 

7. Remove the filter caps from the 

bottom of the pump housing and remove 

the filters. Use the plastic tub 

to catch the filters and the gasoline. 

(Again, perhaps I’m lucky about 

my gasoline, but I’ve never found 

anything in these filters either.) 5 is 

looking straight up with the rear of 

the car to the left and the frame at 

the bottom of the picture. 

8. Undo the gasoline lines from the 

pump with the 11 ⁄16" open end 

wrench. Undo the lower one first 

and gently hold it out of the way 

while undoing the upper one. Don’t 

bend the lines out of the way. 

9. Take a break and clean up the gasoline 

from the plastic tub, the pump 

housing, gasoline lines, and the 

pump fuel filters. Air out your garage 

for a couple of minutes. 

10. Use the open end 1 ⁄2" wrench to loosen 

the nuts that hold the fuel pump 

housing to its frame-mounted bracket. 

Use the ratchet end to remove 

them. These nuts are behind the 

bracket with the oblong hole at the 

bottom of the picture. The nuts and 

the washers can be persuaded to drop 

through the hole into your plastic tub. 

Without the ratchet box end wrench, 

this will take half an hour of frustration. 

With it, it takes half a minute. 

11. Remove the pumps, but note you 

still need to undo the last electrical 

connection. The condenser for the 

forward pump still has its wire attached. 

Undo the thumbscrew and 

be careful not to lose the springstyle 

lock washer. 

5 6 

12. Once the fuel pumps are off of the 

car, slide off the rubber covers and 

use the 11 ⁄32" nut driver to remove 

the nut from each terminal so the 

end cover can be removed. 

13. Clean the pumps with compressed 

air to rid them of residual gasoline 

or set them aside until the next 

day. You don’t want gasoline vapors 

around while you’re bench-testing 

the pumps as there will be sparks. 

14. Using the 11 ⁄32" nut driver, remove 

the condensers from their mounting 

bracket on the car to use them during 

testing. 

15. The points screwed to the pump 

end plate should be removed and 

cleaned. The other points can be 

cleaned in place or remove them if 

they need a lot of work. The points 

have a Y shape and two contact 

points per set. New points are not 

hard to get if they are needed 6 . 

16. Attach a condenser to the grounded 

screw on the pump end plate. This 

screw has a small ground wire attached 

to it with a ring connector. 

It’s the left screw in 6 . Attach the 

condenser wire to the terminal and 

use the nut to lock it in place. 

17. Bench test each pump as follows: 

a) attach one end of a wire with alligator 

clips to the battery ground 

b) attach the other end to a mounting 

stud 

c) attach one end of a wire with alligator 

clips to the pump terminal 

d) hold the pin for the inboard points 

in position with your fingers 

e) touch the other end of the second 

wire to the battery positive terminal. 

The pump should buzz actively. 

(Note that one end of the pin in 

step ‘d’ is just visible in 6 behind 

about 11 o’clock on the end plate.) 

18. The placement of the points drastically 

affects performance. They can 

be too far to the right or left, or too 

far to the inside or the outside. The 

last tightening 

of the points 

mounting 

screw may 

change their 

alignment, so 

check carefully 

with a 

magnifying 

glass or read- 

ing glasses. Also, the points can be 

twisted a tiny bit so only one set of 

points may be doing all the work. 

You can tell this by looking at the 

little sparks at the points while testing 

each pump. If this is so, bend the 

points arm a little until both sets of 

points are employed in the switching 

process. Keep disconnecting the 

power, fiddling with the points, and 

retesting until each pump buzzes like 

an angry hornet. 

19. Remove the condensers from the 

pump end plates and reinstall them 

on the bracket in the car. Reinstall 

each pump’s end cover and put the 

washer and nut back on the terminal. 

Don’t overtighten the nut. If 

this tune up procedure does not fix 

your pumps, rather than reinstalling 

them at this point, you may 

need to replace your diaphragms or 

clean the flaps that control the fuel 

flow. See FL72-2 pp. 1436–1438 

“Autocare”, and Post 55, #2, Spring 

1998, pp. 9–11 “Technical Tips–Fuel 

Pump” by Ralph Curzon. 

20. Reinstall the pump by first connecting 

to the front pump terminal the condenser 

and the short wire that goes to 

the other pump using a spring locking 

washer and thumb screw. 

21. Hard part: With the grounding 

wire on one stud, get the pumps 

back in position. Inspect to be sure 

you have the two rubber parts and 

the metal tubes for the studs all 

in the right place. Things should 

fit snugly and flat when you press 

them into position. If they don’t, 

take everything out again and put it 

back. Half a minute doing this will 

prevent lots of frustration later. To 

get the get the upper nut started, 

you will want to be to the right of 

the car so you can use one hand to 

firmly push the pump into position. 

Then hang a lock washer on the 

upper stud and get the nut started 

with your other hand. 

22. Use the ½" box end ratchet to snug 

down the upper nut. Then switch 

to being under the car so you can 

get both hands to the nut area. You 

will need to use the fingers of both 

hands to get the lock washer in place 

and the nut started on the lower 

stud as it is less accessible. Tighten 

both nuts. Without the ratchet 


ox end wrench, this will take half 

an hour of frustration. With the 

wrench, it takes half a minute. 

23. Reattach the electrical connections 

to the rear terminal. 

24. Reconnect the battery for a moment 

and test that the pumps still work 

vigorously. Disconnect the battery. 

25. Hard part: Being very careful not 

to cross thread the nut, reinstall the 

upper and then the lower gas line. I 

find it helpful to push in the gas line 

with one hand while trying to start 

the nut with the other. It’s helpful to 

wriggle the gas line a bit while trying 

to start the nut. The nut goes almost 

all the way in with only modest 

resistance, so if it seems to be tightening 

up before that, stop and undo 

it and try again. 

26. Reinstall the fuel filter cap and its 

rubber gasket, being sure it seats 

properly by moving it around a bit. 

Swing the bracket back to vertical 

and tighten the thumb screw. 

27. Connect the battery one last time. 

(Didn’t I tell you a battery cut-off 

switch would help?) Turn on the ignition 

again and wait for the pumps 

what promises to be a most interesting 

Technical Seminar at this 

year’s Annual Meet will feature 

four speakers each discussing a different model of the prewar 

large horsepower cars. It will start with David Morrison, 

the Silver Ghost Association President, on the Silver Ghost. 

He will talk about why the Silver Ghost made Rolls-Royce the 

makers of “the Best Car In The World.” He will discuss what 

set the Ghost apart from other cars of its time and why it has 

remained one of the most popular touring cars to this day. He 

will also talk about what to look for in a Ghost with which you 

plan to tour, and touch on the advantages and disadvantages of 

different years and configurations of coachwork. 

Next will be John de Campi on the Phantom I. He will 

talk about how it differs from the Ghost. The primary difference 

was in the engine which was much more modern in the 

P I, with overhead valves, higher compression, and improved 

support systems. The chassis of the P I was virtually identical 

to the Ghost except for the standard fitment of 4-wheel brakes. 

He will talk about some of the detail improvements that came 

with the P I, such as carb air cleaner, vacuum tank fuel feed, oil 

filter, oil level gauge, one-shot chassis lube system, fuel gauge 

on the dash, and thermostatic radiator shutters. 

He will describe how the P I drove and contrast the Derby 

and the Springfield models. He will also talk about the foibles 

of the P I, which are the cylinder heads and vapor lock and the 

solutions to those problems. His presentation concludes with 

pointers as to who should buy a P I, what they are worth in the 

marketplace today and why. 

to stop. (If they don’t stop, you have 

an air leak, most likely at the fuel 

filter. Remove and reinstall the cap.) 

Check for gasoline leaks and repair. 

28. Jack up the car a bit and remove the 

jack stands. Again, I use a broom 

for this. Remove the jack and you’re 

ready for the road. 

Other Considerations 

The pumps can fail if their condensers 

fail. Condensers are sort of electrical bal- 

loons that can absorb or return current 

when the points come apart or together 

to lessen sparking. Usually condensers 

fail by shorting out, which produces 

pretty obvious failures such as blown 

fuses or the pump acting completely 

dead when a continuity light shows it is 

getting current. They can fail in a more 

insidious way also, where they short out 

when hot. When in doubt, replace them. 

Note that even with good condensers 

there is non-trivial sparking. 

Want your fuel pump tune-up to last indefinitely? 

Gary Phipps reports: I disconnected the condenser and fitted a Radio Shack 1N4001 

diode to each of my twin SUs 7 . Before [attaching the diodes] there was a blue glow 

filling the chamber which holds the contacts. With the diodes in place I could see no 

light of any kind there although I could not see the contacts directly. Without the diode 

there are hundreds of volts generated at the points which cause the arc glow. When the 

diode is installed the coil kickback voltage is reduced 

to 1V and no arcing or contact damage occurs. The 

diode goes across the fuel pump winding right on 

the end of the pump so that the diode does not 

conduct any current when the winding is normally 

energized. You should find a stripe around the body 

of the diode indicating the cathode end of the 

diode. With negative ground, the cathode goes to 

the pump terminal and the other end is grounded. 

7 

With positive ground, the diode is reversed. 

An Opera at the Annual Meet 

The third presenter will be Robert Manderson with a similar 

overview of the P II. Finally, Wally Donoghue will give his presentation 

on the P III. While there are similarities between the 

three previous models, each incorporating significant changes, 

differences between the Ghost, P I, and P II were more evolutionary 

than revolutionary. However, the P III is revolutionary, 

being a complete departure and owing nothing to the earlier 

models. Wally will go through the P III engine and chassis and 

show what significant changes were made in every aspect. He will 

also explain why the P III was the perhaps the most advanced car 

of its time and draw comparisons with it and its luxury contemporaries 

such as the Packard V-12, Cadillac V-8 and V-16, Pierce 

Arrow, Lincoln, etc. and even the European luxury cars. 

Wally will illustrate the point that the P III truly deserves 

the title of the Best Car in the World and show that it beat all 

its competitors by almost every measure. He will give comparative 

specifications and characteristics of construction between 

the P III and others to bolster his case. He will also 

bring some material with him that has generally not been seen 

by most members such as factory horsepower curves for the P 

III engine. And, finally, he will also debunk some of the myths 

regarding this model’s reliability and its supposed shortcomings 

such as overheating. 

All four presenters will be available for a Q&A session after the 

formal presentations. 


one way to get to the salt water of 

Seattle’s Shilshole Bay from the 

fresh water of Lake Washington is 

through the man-made Ship Canal that 

divides Seattle north and south. A favorite 

afternoon pastime is to venture down 

to one of the grassy spots along the canal 

and watch the yachts and commercial 

vessels making their way to and from the 

Hiram M. Chittenden Locks in the Ballard 

district of Seattle. 

A resident of Bellevue, Washington 

was very much taken with this location 

and commissioned an illustration of it 

along with himself and his son and their 

1947 Bentley Mk VI sports salon. These 

specific components combine to define 

the mood for this portrait. 

The first step was to accurately render 

the car. In lieu of having the actual car on 

hand this is best done from photos, so the 

customer submitted a digital photo 1 at 

300 dpi, showing the car from an angle 

that would work in the overall context of 

the envisioned piece. The car photo was 

accompanied by a detailed description 

of what the finished picture should look 

like, a photo of him and his son, and a 

brief description of the particulars of the 

location’s setting. The customer explained 

that it was one of his fondest memories to 

take the Bentley out on a sunny day with 

his son and visit places like the canal to 

watch the passing parade of boats. 

Upon receipt of the photo at the studio, an 

acetate copy is made on a photocopier and 

placed under a vellum sheet 2 on Jack’s 

custom light table (used in place of an easel 

or drawing board). This allows the image 

of the car to show through so that Jack 

can start outlining parts of the car that can 

be drawn in ink, like the grille, lamps, and 

windscreen. This “light table” art replaces 

the time-consuming method of lofting using 

grids. No computer-assisted graphics 

programs are used to achieve the exact 

1 2 

The Anatomy of an Art Portrait 

Jack Pumphrey (NM), Transportation Artist 

Editor’s Note: Every now and then we show artwork related to our cars. As interesting 

as it is to behold the finished piece, curious minds want to know what went into its creation. 

Here we will illustrate the step-by-step process of how an artist might work. 

perspective Jack obtains. All of the art is 

drawn by hand. 

The parts of the car that have definite 

hard edges can now be inked 3 . Using 

an ink pen will help define the image 

without making it look like a “cartoon 

outline.” For detailed work like this Jack 

uses a Pigma Micron mechanical India 

ink pen with a .005" nib. Next, depth and 

shading are added 4 by applying cool 

and warm grays and other colors with 

watercolor brushes. 

The next phase is to compose the rest 

of the portrait 5 . A shady tree is added 

along with the likeness of father and son 

waving to the yacht that will be added 

later. Just like we did with the car, a photo 

from which to render the yacht needs to 

be sourced. Fortunately, there are thousands 

available on the internet’s free 

download sites. It helps to understand 

the specifics of the location and the time 

to find not just any old yacht but one appropriate 

to the context. The yacht malibu 

6 was selected because of her ties 

to the Seattle and Bellevue area and be- 


3 

4

8 

cause it is one of the most photographed 

yachts on Puget Sound. The malibu was 

an excellent choice to represent the passing 

parade seen transiting the ship canal 

on any given day of the week. Now that 

all the individual components are conceptualized, 

they are integrated into the 

overall portrait 7 , keeping in mind the 

relationships of the various items to each 

other in terms scale, shadows, etc. 

If the client communicated their intentions 

well, and if the artist was able 

to interpret them correctly, the finished 

artwork will likely be just what the client 

hoped for. All of Jack’s commissions 

begin with a discussion of his client’s expectations. 

Will it be a gift? If so, what’s 

the due date? Will the recipient know 

about it in advance? Is the portrait for 

the owner’s personal use? Will there be 

more then just his favorite car in the portrait? 

Several cars? His home? Yacht? All 

of the above? 

Jack’s artistic talent was first noticed by 

his father, Walter, when Jack began to 

draw pictures he visualized from reading 

assignments. The drawings soon led 

to adding color and, as they say, “the rest 

is history.” Jack never stopped drawing 

even though his business career led him 

into the printing industry. First as a salesman 

selling small offset printing presses 

to companies like Bechtel and Bank of 

America in San Francisco, then to owning 

his own shop in Port Orchard, Washington. 

His love of the water and Puget 

Sound dictated that he would pursue, as 

his family’s hobby, spending weekends 

and vacations on the 46 ft classic Chris 

Craft, terific 8 . That’s not a typo, it’s 

the maximum number of letters that fit 

The boat, and the Bentley, are examples 

of the business-card sized “Cruz’n Cards” 

which Jack gives as a gift with every car 

and yacht commission. 

5 

6 

7 

“A SHIP CANAL 

SATURDAY” 

(13" x 17" hand drawn 

original, mixed media. 

Private Collection) 


on Jack’s license plate 9 ! Now Jack does 

business out of his home-based studio in 

New Mexico as a printing consultant and 

professional artist to boating, automotive, 

and real estate clients across the country. 

See samples of his work at or contact him at 877- 

883-8284 or inkyarts@comcast.net. 

Jack Pumphrey Arts 

2005 San Acacio Street 

Las Cruces, NM 88001 

The Rolls-Royce Silver 

Ghost 

Origins and Development of the 40-50 

HP Model 1906–26 

by David William Forward 

Privately published in conjunction with 

the Sir Henry Royce Foundation Australia, 

2007. 568 p., 154 illos. Hardcover. 

ISBN 978 0 646 46595 1. Cloth 

$181 ($220 AUD), leather $262 ($319 

AUD), insured overseas airmail $70 

($85 AUD). An order form is printed 

on p. 8543. Numbered and signed 

copies available for orders received 

before August 31, 2007. 

David Forward is a retired educator 

with a PhD in Musicology. His personal 

restoration of his Springfield 

Silver Ghost showed him what an 

amazing mechanical creation it is 

and inspired him to write this book. 

He has used his academic background 

to review and analyze an extensive 

selection of published Silver 

Ghost material and has conducted 

his own research. The resultant 

book is monumental in its scope, 

witty, succinct, thought-provoking 

and authoritative. It is a true Magnum 

opus. 

The first of its three parts covers, 

in 122 pages: the design of the 

three Royce cars; the 10, 15 and 20 

hp cars; the 30hp and V8; pre-Ghost 

body types; 1904–06 policy and 

production, and a summary. The 

second part covers, in 177 pages: 

engine basics and design; variables 

affecting engine output; weight 

and power comparisons; description 

and appreciation of the various 

model types; comparison of Derby 

and Springfield cars, and the years 

before, during and after World War 

I. Part Three covers the sporting 

Ghost; the luxurious Ghost; judging 

and competition; coachwork types; 

9 

coachwork practice; enjoying your 

Ghost; custodianship, and modern 

times and roads. The final 90 pages 

are Appendices which describe the 

findings of a survey of owners; series 

numbers and dates; parts books, 

handbooks and documents; clubs, 

and chronologies of Royce, Rolls, 

and Johnson. There is an index 

recording chassis numbers, models 

and text. 

This book is elegantly written, 

profusely illustrated, is both 

scholarly and entertaining and will 

be required reading for any reader 

interested in RR history in general 

and Silver Ghost information in 

particular. The author has already 

published articles in The Flying 

Lady, which will give intending 

purchasers an indication of what 

to expect. The book should appeal 

especially to recent and long-term 

Silver Ghost owners and folk aspiring 

to be owners. It is obligatory 

reading for anyone contemplating 

restoration, body-building, modification, 

or sensitive preservation of 

their cars, who, the author notes, 

are nominally owners, but actually 

custodians of a remarkable creation. 

The author hopes that readers 

will be motivated to record their 

own expertise for the benefit of the 

future Silver Ghost Custodians. 

Your reviewer believes that 

this book will join the ranks of the 

several revered Rolls-Royce reference 

books. It has certainly earned 

this honor. Books like this are written 

out of a desire to share information, 

not to make a profit. It is 

for this reason that the Sir Henry 

Royce Foundation Australia is 

underwriting its production, hence 

the reasonable price. This limited 

edition will almost certainly become 

a collector’s item. 

—Barrie Gillings 

Villa d’Este 

The Italian Concours 

by Angelo Tito Anselmi 

Le Edizione dell’Opificio, 2004. (US 

distributor: Parkside Publications, ph. 

206-839-1191, www.parksidepublica 

tions.com). 230 p., 120 photos. Hardcover. 

ISBN 88 88165 02 9. Limited 

edition of 1000, of which 300 for the 

US. $110 (free US shipping)/75 Euros 

Written in side-by-side English 

and Italian this well illustrated 

book covers what is now thought 

of as the event’s “classic period.” 

(For background the reader is directed 

to our coverage of last year’s 

Concorso in FL06-5.) A brief history 

of the premises and buildings 

and an overview of the concours’ 

colorful and sometimes contentious 

history precede descriptions 

of the individual years. These 

are culled from the press of the 

day—heavy on flowery prose and 

light on cars, but representative of 

the time. The period photos are 

the main draw here, especially the 

1932 coverage by Italy’s pioneering 

lifestyle photographer Piero Vasconi 

(1885–1967). 

While initially makes from everywhere, 

even the US, participated 

and even won awards, it is 

one of the many peculiarities of 

this concours that political pressures 

brought about an increasing 

focus on domestic 

rather 

than foreign 

makes. There 

is, for instance, 

only one Rolls-Royce [1930 P II 

sedanca de ville 173GY]. Many examples 

of Continental coachwork 

are shown, many of the cars being 

entered by the manufacturers or 

coachbuilders themselves. European 

auto designers, especially in 

the early period, as well as their 

well-heeled clients, were heavily 

influenced by high-art movements 

like Art Nouveau and Art Deco 

and it is instructive to study how 

coachwork expresses this idiom. 

The captions are quite detailed, 

and the duotone photos are beautifully 

reproduced in landscape format. 

Appended are the rankings 

for 1929–49, in Italian only but the 

classes and descriptions are easily 

decipherable. No index. 

Bentley 

A Motoring Miscellany 

by Nicholas Foulkes 

Quadrille Publishing, 2005. 144 p. 

Hardcover. ISBN 1 84400 240 3. £9.99 

The author’s stated purpose for 

this little book is to “amuse.” Aptly 

subtitled “A Random Reference,” 

amuse it does. 

Think of it as the 

Bentley counterpart 

to the Fox/ 

Smith tome The 

Best 599 Rolls- 

Royce Stories, 

but more upscale 

in presentation. 

It’s 

coat-pocket size 

makes in an ideal companion for 

idle moments. Contents ranges 

from the obvious (Timeline) to the 

obscure (Bentley cocktails). The 

author was among the editors of 


the Bentley Magazine, is a Bentley 

owner, and clearly has an affection 

for his subject. 

Montlhéry 

The Story of the Paris Autodrome 

by William Boddy 

Veloce [www.veloce.co.uk], 2007. 232 

p., 47 illos. Hardcover. ISBN 978 1 

84584 052 5. $35.95/£17.99 

While racing Bentleys is most 

commonly associated with Le 

Mans, there is another French 

circuit at which Bentleys ranked 

in the top tier of race-winning and 

record-breaking machines: Linas- 

Montlhéry (1924–ca. 2000). 

Unlike Le Mans, this is a 

banked track (like Brooklands) 

which means you don’t have to 

slow down for corners, which 

makes it an ideal 

venue for fullbore 

racing and 

speed record 

attempts. Readers 

new to the 

subject may well 

be surprised at 

the enormous 

accomplishments 

of the several female drivers, such 

as Cordery, Stewart, or Bruce, the 

latter two on Bentleys. 

Reprinted as part of Veloce’s 

“Classic Reprints” series, this reedition 

adds several extra period 

photos to the long out of print 1961 

original edition, as well as an extra 

chapter covering the track’s history 

after 1961. A general explanation of 

the methodology behind motorcar 

records leads into a detailed—and 

engaging, in Boddy’s typical style— 

narrative of the next 30-some seasons, 

with detailed descriptions of 

five French Grands Prix from 1925– 

37. The many Bentley references 

alone make this a worthwhile read 

but it is equally instructive to see the 

many connections among the drivers 

and engineers and the cross-pollination 

of influences. (John Duff, for 

instance, whose name is inseparable 

from Bentley’s earliest efforts is 

shown here racing all sorts of cars, 

not least the Blitzen Benz which is 

the subject of the following review). 

Besides, this is the only Englishlanguage 

history of this historic 

track. Many period photos. Index, 

but in a miniscule type size. 

In 1922, John Duff who was one of 

Bentley’s London sales agents and 

who would take the first Bentley to 

Le Mans in 1923, had the dubious 

honor of first taking a Blitzen to a 

lap record of 115 mph at Brooklands 

and then ending the epic 

career of this monster of a car by 

totaling it on the next lap: 

The Incredible Blitzen Benz 

by Karl Ludvigsen 

Dalton Watson Fine Books [www.dal 

tonwatson.com], 2006. 170 p., 197 b/w 

illos. Hardcover. ISBN 1 85443 223 0. 

$69/£39 

While Rolls-Royce’s little 10hp 

acquitted itself well at Daytona 

Beach, the Blitzen [Lightning] 

Benz shredded the beach: 142 

mph, on April 23, 1911. Twice 

as fast as contemporary aircraft. 

A world record. Unbroken until 

1919. These 21.5L 200-hp cars 

were certifiably the fastest cars in 

the world from 1909 to 1919. Six of 

them existed (two originals survive, 

one in private 

hands in the US 

and one in the 

Mercedes-Benz 

museum, as 

well as one replica 

in the US 

built around 

several original 

parts) and their complicated story 

is told here with typical Ludvigsen 

thoroughness. 

The first two chapters fix Karl 

Benz’s role in the automobile world 

and establish the company’s early 

understanding that racing could improve 

the breed. Period photos are 

plentiful and very well reproduced. 

There are several engineering 

drawings, ads, and similar paraphernalia. 

A, mostly, color section 

at the end covers the restoration of 

the museum car. Index. 

While the recent RROC event at 

Daytona Beach introduced many 

people to, or reminded them of, 

Rolls-Royce’s brief racing exploits 

on US soil, little seems known 

about the state, and stature, of racing 

in the US at that time. The next 

book fills that gap: 

Thunder at Sunrise 

by John M. Burns 

McFarland [www.mcfarlandpub.com], 

2006. 279 p., 140 photos. Hardcover. 

ISBN 978 0 7864 2474 0. $55 

Written by a retired lawyer this 

book focuses on the 1904–16 era 

and the three American races that 

had truly international stature: 

the Vanderbilt 

Cup, the Grand 

Prize, and the 

Indy 500. (There 

are no direct 

RR/B references 

here, except in the context of US 

participation at Le Mans.) The first 

chapter sets the scene by describing 

the origins of the sport in France 

and events such as the Gordon Bennett 

Cup. 

Interestingly, this book is not 

written from the point of view of the 

all-knowing expert who has already 

forgotten more than the reader 

will ever know but is the result of 

the author’s discovery of his own 

ignorance of the subject. And in discovering 

how poorly the era is documented, 

he resolved to organize the 

bits and tell the story. 

Much of the data is culled from 

primary sources such as newspapers 

and journals of the day 

(conflicting accounts are 

noted and, if possible, reconciled), 

supplemented by b/w 

period photos. No doubt is 

left that the vehicles of the 

brass era—as pedestrian as 

they may appear to the modern 

mind—were as cuttingedge 

in their day as are the most 

advanced contraptions nowadays. If 

one considers the novelty of the car 

in those early days, and the population 

density or lack thereof, it is 

staggering to learn that the 1906 

Vanderbuilt Cup drew 250,000 

spectators. Wherever relevant, the 

story is embedded into the overall 

context of cultural and scientific developments. 

These racing efforts, 

and the automobile development 

they spurred, gave American cars— 

for a time—a prominent spot on 

the world scene that was never 

quite matched again. (Notes, bibliography, 

index) 

Keith Martin’s Guide to Car 

Collecting 

Motorbooks [www.motorbooks.com], 

2006. 304 p. Softcover. ISBN-10: 

0760328951. $17.95 

Not a lot of money for a lot of advice! 

As the man behind Sports Car 

Market magazine, columnist, and 

one of Speed TV’s auction commentators, 

Keith Martin needs no 

further introduction. Not known 

for mincing words, his candid comments 

on value and collectability 

are based on four decades of ex- 

perience in the 

field—and have 

been known to 

make grown 

men cry in disbelief. 

This book covers 

much more 

ground than just the price guide and 

ratings. Various experts render their 

opinions on deciding on, finding, 

buying/selling (including tax implications), 

insuring, transporting, restoring, 

and garaging your collector car. 

Each of those separate sections has a 

color tab at the page edge and so can 

be easily found when thumbing 

through the book. There is even a 

glossary of car terms and a “British 

to American” translator, and lists of 

restoration shops (by state), car clubs 

(ours included), and automobila 

websites. This is a truly comprehensive 

treatment and will leave few 

start-up questions unanswered. 

Practical Car Restoration: 

A Guidebook With Lessons from a 1930 

Franklin Rebuild 

by Charles R. Wilmarth, III 

McFarland [www.mcfarlandpub.com], 

2006. 216 p. Softcover. ISBN-10 

0786425113. $29.95 

The keywords to understanding 

this book are right there in the 

title: “Practical” and “Guidebook.” 

Practical here refers to a usable, 

reliable driver as opposed to a 

show car, and a restoration timeframe 

measured in months rather 

than years. The second term is 

harder to explain. 

This is not a howto 

restoration 

manual with illustrated 

workflows 

and charts, lists, or 

specs. It is meant 

to give the reader 

ideas, ideally to be 

read ahead of time, in preparation, 

to guide and solidify one’s thinking 

about one’s own project. 

The book does not—rather, 

does not intend to—present any 

great degree of technical or procedural 

detail. What little there is is 

either generic or Franklin-specific. 

However, there is always something 

to learn by hearing someone 

talk about his restoration. This 

book is sort of like talking about 

the process afterwards at the bar, 

not actually learning how to do it. 

Index. 


Bazaar 

Cars for sale Cars for sale Cars for sale 

Bazaar 

PHANTOM I (S211RM) 1927 RRCCW Pall Mall. 

Dual windshield; Phaeton Iron Head; RROC National 

first place winner; mechanicals by Fritz Giebel. 

$185,000 Don Meyer NJ 908 236 2376 www.donald 

gmeyer.com 

PHANTOM II (4GY) 1930 coupé. Historic car orig 

sent to Paris to have Hibbard & Darrin fitted; then 

purchased by Romanian in Paris, returned to London 

in early 30s, owned by Bruce Ismay, chairman of White 

Star Shipping Line, survivor of Titanic disaster; was 

then fitted w/ Tickford Sunshine saloon body, remains 

of which still w/ car. Engine rebuilt, radiator fully restored, 

new exhaust, completely rewired, instruments 

repaired, etc; now for sale in chassis form ready for 

Tickford body to be restored or new body fitted; present 

owner unable to progress further. £20,000. R. Peter 

Rae Scotland, UK 011-44-131-449-4828 or email: 

rae359@hotmail.co.uk. 

PHANTOM III (3BU176) 1937 Barker sedanca 

de ville; RROC National first; mechanicals by Wally 

Donoghue; crystal bar service. $195,000. Don Meyer 

NJ 908 236 2376 www.donaldgmeyer.com 

20/25 (GOH64) 1935 Barker Cabriolet DeVille. Dark 

green w/ black top & wings, green leather & carpets; 

new top and headlining, new leather in front compartment 

original in rear, new carpets. Excellent wood, 

very good chrome, fitted trunk on rear rack w/ new 

cover to match top. Two layer tool tray under front 

seat w /only a few small tools absent; good paint w/ 

some touched up areas; dependable driver, mechanically 

sound. Only four of this style by Barker on the 

20/25 chassis, this is one of two remaining. A rare and 

elegant car that is very usable and sure to appreciate. 

Offered at $75,000. Peter Brainerd CT, 203-488- 

6333 days 203-488-1524 eves/wknds or e-mail: brainerdsinc@sbcglobal.net 

for more photos or phone 

25/30 (GRP67) 1937 Thrupp & Maberly limousine. 

Two tone green w/ glass division; black leather to the 

front w/ strawberry/black brocade to the rear including 

face forward jump seats; one owner since 1971; 

running condition; engine rebuilt approx. 25 yrs. ago; 

pre-war and post-war log books included; Lester wide 

whitewall tires. $44,000 cdn. Darryl Clarke Ontario, 

Canada 705-429-4746 or email: dclarke@csolve.net 

25/30 (GGR51) 1938 Hooper limousine. RHD; 6 cyl, 

4 speed trans.; recent upgrades include a completely 

new rebuilt engine, all parts directly from London and 

correct for this car. We have all paperwork detailing 

all costs. Motor built at European Foreign Classics, 

Great Neck, NY. These mechanics can be contacted 

to detail all work; replaced new clutch, 5 new Coker 

tires, fresh brake pads; excellent running car, no rust, 

or fabricated parts under it; leaf springs still wrapped 

in orig. factory leather. This is a true survivor and not 

altered from its orig. condition. Asking $45,000 obo. 

Mike Kelly Long Island, NY 631-457-2000 ask for 

Steve. Email: steve@sai-electronics.com 

SILVER WRAITH (BLW58) 1952 Freestone & 

Webb limousine. RHD; black w/ grey interior; chauffeur 

divider window; bar in backseat w/ 2 jump seats; 

auto trans; 1953 Earls Court show car; orig. owner 

Max Factor, have orig. title; only 3 of this body models 

ever made; totally restored in mid-90’s. $60,000 

obo. Bill Jones Dallas, TX 972-240-4567, 214-606- 

7264, or email: wbje@netzero.com 

SILVER CLOUD III (LSHS253) 1965 saloon. 

LHD; black; complete restoration; showroom condition. 

63,400 orig. mi. $85,000. John Arena FL 954- 

524-7453. 

SILVER CLOUD III (LSKP403) 1965 saloon. LHD; 

a/c; just completed total restoration including paint, 

leather, wood, chrome, etc.; needs nothing; 67,000 

orig. mi. $65,000. John Arena FL 954-524-7453 

SILVER SHADOW (SRH1097) 1967 saloon. New 

claret (maroon) paint; needs interior restored. $7,880. 

Tom Kindler IL 815-539-7146. 

SILVER SHADOW (SRH7160) 1970 saloon. RHD; 

black w/ tan leather in excellent condition; beautiful; 

good trim wood; drives well; no winter driving; 

kept in heated garage. Wish to sell as a happy pair 

w/ SRK36920 for $33,000. Donald Evans CT 203- 

426-9523. 

SILVER SHADOW (SRB15985) 1973 saloon. LHD; 

silver mink; orig. black leather interior is perfect; wood 

in mint condition; lambswool carpet overlays; no corrosion 

of any type; chrome bumpers; over $8,000 in 

mechanical work w/ invoices; call or email for more 

details on work completed; 74,500 mi. $18,000 obo- 

Charles Cooper Minneapolis, MN 952-346-0097 or 

email: cooponval@hotmail.com 

SILVER SHADOW (SRC20014) 1974 6 foot stretch 

limo. Nice professional stretch done w/ a GM chassis. 

$24,700. Tom Kindler IL 815-539-7146. 

SILVER SHADOW (SRH20860) 1975 saloon. RHD; 

sea mist green; dark green leather; full set of shop 

manuals; garaged; driven regularly; good overall condition; 

delivery available. $17,500 obo. Jack Muir 124 

Francis Ave., Newington, CT 06111 800-666-6847 or 

860-666-6648. 

SILVER SHADOW (SRD21771) 1975 saloon. RHD 

and very original; gold color; original P plate attached; 

Henley body plate discovered in car; left rear motor 

window is now fixed; needs a loving home; about 

56,000 mi. $12,000 obo. Ted Yaeger Lenoir, NC 

828-757-0536. 

SILVER SHADOW (LRE23597) 1976 lwb saloon. 

White/tan Everflex top; black leather w/ white piping 

interior; carpetng & lambswool overlays in excellent 

condition; chrome, very good condition; wood, fine 

condition; no rust; original paint shows customary 

wear; good overall condition; garaged in winter; current 

owner for 10 yrs.; motivated seller will accept reasonable 

offer; new investment requires parting w/ this 

good friend; 94,000 pampered mi. $15,500. Michael 

TO SUBMIT AN AD: 

Fax to RROC Headquarters at 

717-697-7820 

or mail to: 

Rolls-Royce Owners’ Club, 

191 Hempt Road, 

Mechanicsburg, PA 17050 

Rates: For nonmembers AND/OR business 

use classified ads are $1/word PLUS 

$50 per digital image b/w or color. 

Members pay $25 per b/w or color 

digital image; text (up to 100 words) 

is free. 

Deadlines: 12/1, 2/1, 4/1, 6/1, 8/1, 10/1. 



Folker Arlington Heights, IL 847-818-1006 or email: 

MDFolker@sbcglobal.net for more info & photos. 

SILVER SHADOW (LRE26612) 1976 lwb saloon. 

LHD; cream/tan; sunroof; chrome looks great; wood 

looks good in front, needs some repair in back; maintenance 

records are available; manual and books incl. 

great shape; 52,000 mi. $24,000 Will Negotiate. Elke 

Lewis WA 425-392-0213 

SILVER SHADOW II (SRH31514) 1977 saloon. 

RHD; white w/ blue leather; good overall condition; 

many new mechanical parts; full set of shop manuals; 

garaged; driven regularly; delivery available. $18,500 

obo. Jack Muir 124 Francis Ave., Newington, CT 

06111 800-666-6847 or 860-666-6648. 

SILVER WRAITH II (LRG33012) 1978 lwb saloon. 

Beautiful Magnolia w/ tan top and hides; amenities 

incl. power steering, brakes, windows, seats; am/fm, 

phone, Everflex roof and more; complete service history 

& maintained to highest standards; excellent; rare 

southern estate classic has 30,000 orig. miles since new. 

$28,950. Norm Cohen GA 770-883-9115. 

SILVER SHADOW II (SRK36920) 1979 saloon. 

LHD; black w/ red leather in excellent condition; 

beautiful; good trim wood; drives well; no winter driving; 

kept in heated garage. Wish to sell as a happy 

pair w/ SRH7160 for $33,000. Donald Evans CT 

203-426-9523. 

SILVER WRAITH II (LRL41189) 1980 lwb saloon. 

LHD; beige; exterior & interior in excellent condition; 

serviced by Palma’s Automotive in NJ; (selling 

LRL41189 & NAT-57884 both for $80,000 to acquire 

a Phantom); reasonable offers accepted; 48,688 orig. 

mi. $22,500. O. Gene Hurst Clark, NJ 732-382-6748 

or email: oghurst@aol.com 

CORNICHE (CRB15933) 1973 Mulliner, Park 

Ward coupé. Orig. porcelain white paint/navy blue 

leather/navy lambswool overlays; last year for the Iron 

Bumpers; all orig. car in excellent mechanical & body 

condition; paint shows 33 yrs of wear but looks great; 

leather in excellent condition except for driver’s seat 

area; orig. tools & books; car serviced by RR or RR 

trained mechanics over the yrs.; all service records 

show car has been well maintained to keep it looking 

& running as it does; documented ownership & mileage; 

FL car always garaged and driven daily by 17 yr. 

RROC member; a special car, great for RR Meets and 

Sunday driving; a real head turner; 96,000 mi. $30,000. 

Ronald Hughes Naples, FL 239-596-0653, 239-272- 

3857 or email rondawnhughes@comcast.net 

CORNICHE (CRD20941) 1975 Mulliner, Park 

Ward coupé. Rare LHD; black; tan interior; blue carpet; 

this car was restored w/ new paint, leather, carpets,, 

woodwork and top; always garaged stored; in 

excellent condition; additional photos upon request; 

75,000 mi. $27,500. Michael Smith Detroit, MI area 

248-698-9093 or email: Tours1@aol.com 

SOLD 

CORNICHE (DAB-02112) 1981 Mulliner, Park 

Ward drophead coupé. Silver w/ blue interior w/ grey 

piping; new bue convertible top and headliner; excel- 

lent condition; handbook, tools, etc.; meticulously 

maintained by RR shop; regretfully must sell this true 

classic; 56,000 mi. Appraised and insured for $61,000, 

priced to sell at $54,000. Dennis Frazier Gulf Shores, 

AL 251-968-8141. 

CORNICHE II (DAH-20133) 1987 Mulliner, Park 

Ward drophead coupé. Masons black over silver sand 

w/ black top and magnolia hides; wood refinished; 

moutons perfect; 2 sets of wheels; documented service 

history; excellent condition w/ 31,000 mi. $80,000. 

Mark Merriweather Frisco, TX 214-244-0021 or 

email: mark.merriweather@brightnow.com 

SILVER SPUR (NAB-02612) 1981 lwb saloon. Light 

blue; new, dark blue Everflex head, blue leather; garaged, 

not driven winters; 66,500 mi. $27,500. Kenneth 

Gibbons 824 Dongan Ave., Scotia, NY 12302 

518-346-5528. 


Cars break: Metal pieces crack after years of stress. 

Seals dry up from disuse. Pumps cease to push 

fluids.Wires fray and split. 

That’s the nature of things mechanical. 

Nobody says you have to like it. 

Fight back. Drive your Rolls- 

Royce or Bentley motorcar. It’s 

the most important routine 

service you can perform. Go for 

a drive, every week, more than 

just around the block. Help 

maintain your car, while 

putting a smile on your face. 

Sitting in the garage those 

pumps, seals, hoses, motors will 

rot, corrode, leak or just plain 

give up.When they do, you’ll be 

faced with a lot more bother 

(and expense) than just changing 

the oil. 

At The Frawley Company we repair, 

restore, and service these 

fine cars.We truly like working 

on them, whatever the 

challenge. Our goal is to return 

them to the highway as soon as 

possible—where they’re 

enjoyed and admired. 

Would you buy a race horse and 

not let it run? Or commission a 

statue and hide it under a tarp? 

You own one of the finest cars in 

the world. Drive it like one. 

Then if it breaks, bring it to us to 

fix or restore.We’ll understand. 

Mechanical restoration, repair and service of 

Rolls-Royce & Bentley motorcars— 

Silver Ghost through Silver Shadow. 

138 Main Street, Parkesburg, PA 19365 

610-857-1099 

cars for sale 

SILVER SPIRIT (SAE-08411) 1984 saloon. LHD; 

original oyster paint (no rust); very impressive; driven 

regularly, practically new tires; 93,000 mi. $26,500 Phil 

Hufford Vero Beach, FL 772-978-0966 or email: hufford1@aol.com. 

SILVER SPIRIT (SAE-09074) 1984 saloon. LHD. 

A very attractive, well cared for and sound example 

that can be confidently driven anywhere. Excellent 

condition throughout. Meticulously maintained & serviced 

by HR Motorcars (Rusty Owens), Euromotorcars 

Bethesda and British Images. Acrylic white paintwork 

w/ tan lines to match interior, tan hides, deep fawn 

carpeting, fawn headlining and tan Everflex top. Regularly 

driven, except in inclement weather. Complete 

maintenance & service history housed in binder. OEM 

locking hubcaps fitted by RR dealer in 1984 (cost then 

approximately $1,000). New Michelin radials just 

13,000 miles ago. Chassis card/build record (87 pages). 

Complete set, 4 volume, workshop manual housed in 

5 x 3 binders. All original manuals & books in original 

brown binder. Complete set of original small & large 

tools. Detailed logbook recording checks for fluid levels, 

fuel added, when vehicle washed, every ounce of 

fluids added, etc. Car located in Havre de Grace, MD 



(approximately 30 miles north of Baltimore). For 25 

photos go to http://photos.yahoo.com/daadaa and click 

on 1984 Silver Spirit Album; 87,500 well-documented 

mi. $22,500. David Ainsworth MD 410-939-5557 or 

email: carbon@comcast.net 

SILVER SPUR (NAF-12255) 1985 lwb saloon. Magnolia 

w/ dark brown leather interior & roof; loaded; 

strictly Florida car, always garaged; second owner; 

almost like new; only 22,060 mi. Asking $35,000 obo. 

Charles R. Stewart FL 772-569-6222. 

SILVER SPUR (NAF-12820) 1985 lwb saloon. Garnet 

(deep reddish brown); tan Everflex roof; tan very 

good interior leather; picnic tables; good condition; 

mechanically maintained by Doug Seibert, 45,000 mi. 

$27,500. John Topham Located near Rochester, NY 

585-381-4381 

SILVER SPUR (NAG-14530) 1986 lwb saloon. Tan 

Everflex top over oyster; tan interior; showroom new; 

never titled, auctioned or advertised; 5,000 guaranteed 

mi. $66,000. Howard Little Anderson, IN 765-642- 

4555 

SILVER SPUR (NAH-21206) 1987½ lwb saloon; 

new series; Mason black over silver w/ Everflex roof; 

interior maroon leather; recently overhauled a/c blows 

cold; new stereo system w/ installed Eclipse AVN5435 

navigation & audio system w/ rear view camera; Rosen 

CS700 DVD player ceiling mounted for rear seat viewing; 

always garaged & driven regularly; more pictures 

at www.yardleyfarms.com/1987rr.htm; 74,900 mi. 

$32,500. Nicholas Apostol Palm City, FL 772-781- 

6014 or email: nma@yardleyfarms.com 

SILVER SPUR (NAJ-23126) Georgian silver over 

black w/ red interior and black Everflex roof; originally 

sold in New Orleans; owned for years by a prominent 

Louisiana family; always garage kept; interior completely 

original (i.e., leather has never been re-dyed, etc.); leatherwork 

& woodwork are in truly beautiful condition (i. 

e., no cracks in leather, etc.); original lambswool rugs 

are in wonderful condition and accompany the vehicle, 

along with original books, service records, and an $800 

workshop manual; exterior in beautiful condition; some 

paintwork has been performed, shines as new; never 

been wrecked/flooded; all components function beautifully; 

major service/inspection performed by RR Motor 

Cars Houston last month; needs absolutely nothing; current 

mileage a little over 35,345 mi. $31,500. Bill 

Landen Lafayette, LA 337-278-5057 

SILVER SPUR (NAK-26352) 1989 lwb saloon. Magnolia 

w/ tan Everflex roof; Lambs wool carpets; chrome 

Rolls-Royce wheels; Pioneer XM radio; non-smoker. 

$33,000. James Dean Windsor Mill, MD 21244 410- 

655-5275. 

SILVER SPUR (NAT-57884) 1996 lwb saloon. LHD; 

black; exterior & interior in excellent condition; serviced 

by Palma’s Automotive in NJ; (selling LRL41189 

& NAT-57884 both for $80,000 to acquire a Phantom); 

reasonable offers accepted; 49,877 orig. mi. $62,500. 

O. Gene Hurst Clark, NJ 732-382-6748 or email: 

oghurst@aol.com 

BENTLEY 4½ LITRE (FP3324) 1929 Vanden Plas 

tourer. Completely restored; very authentic; mechanics 

perfect, needs nothing, one of the best; 97 points 

Grand Classic 2002; 1st in class 2000 RROC Annual 

Meet; $400,000 or may accept Derby in trade. Jack 

Scheve FL 954-929-8250. 

BENTLEY 3½ LITRE (B136CR) 1934 One-off 

Mann-Egerton saloon. Coachwork (C 1629). New 

three silvers respray w/Tudor Red striping; red leather 

(original), sunroof, new rubber, all structurals and 

mechanicals just rebuilt; declining health forces sale 

by fifth owner Hannibulskeeper; spares & history of 

120,000 original miles; available to enthusiastic driver 

w/ garage & $79,000. Rod Rydlun Potomac, MD, 

home phone 301 983 9408. 

BENTLEY 4¼ LITRE (B19JY) 1937 Thrupp & 

Maberly saloon. Sand color; sunroof; sidemount. 

$26,000 obo. Robert Littlefield P.O. Box 3644, 

Carmel, CA 93921 

BENTLEY 4¼ LITRE (B184LS) 1938 Thrupp and 

Maberley saloon. Dark Geen/tan, sunroof, heater, radio; 

mechanics by Fritz Giebel; Guerrero trophy winner. 

$120,000 Don Meyer NJ 908-236-2376 www. 

donaldgmeyer.com 

BENTLEY S1 (B63LGD) 1959 saloon. Two-tone 

grey; has been owned, carefully maintained & driven 

every year for 30 yrs.; in excellent condition. $20,000 

cdn. Bruce Sadler 1921 Highway 2, RR1, Brockville, 

ONT K6V 5T1 613-345-2885 

A picture is wor th 

a t housand words. 

CORNICHE (DBK-50042) 1979 Mulliner, Park 

Ward drophead coupé. LHD; white w/ tan top & 

leather; very rare; Florida car; carefully maintained 

w/ new top & liner, leather & wood restoration 18 

months ago; always garaged; 82,000 mi. $60,000. 

Robert James FL 239-593-4988, Fax: 239-593-0210 

or email: bobjames27@earthlink.net 

BENTLEY TURBO R (RBT-57211) 1996 saloon. 

Sherwood green w/ parchment hides piped green; 

beautiful walnut veneers; registered in NY state; can 

email or send pictures; excellent condition w/ only 

53,000 km. $52,500. Dominic Martin Charlotte, VT 

802-425-7379 or 518-359-2279 

BENTLEY ARNAGE (LBX-01939) 1999 saloon. 

Silver exterior, saddle interior; green label; sport 

wheels; wood dashboard; sunroof; phone; footrests; 

mechanically perfect; needs nothing; all books and 

manuals included; serviced and ready for touring; 

12,000 mi. $89,500. James Vogelsong South Florida 

Area 772-341-6822 

cars wanted 

MARK VI, R TYPE or SILVER DAWN standard steel 

saloon. Robert Nicholson P.O. Box 29281, Presidio 

of San Francisco, CA 94129 415-346-8486. 

PHANTOM V or VI – seeking car in need of work 

that is reasonably priced. Vehicle stored or not running 

acceptable. Also wanted a SILVER CLOUD or 

S parts car. Tom Kindler IL 815-539-7146. 

Looking to purchase a ROLLS-ROYCE, 1925-1960. 

Any ROADSTER or COUPE w/ rumble seat or 7 

passenger limo in need of work. I am not a dealer 

- retired and would enjoy restoring one and willing 

to travel. Michael Lawler NY 518-623-2514, Fax: 

518-623-4648 or email: ocrnanny@verizon.net 

CARS, PARTS & RESTORATIONS 

Tel. 0031(0)252-527875 (The Netherlands) 

www.braboparts.com 


Seeking 6 CYLINDER Rolls or Bentley in drivable 

condition located in the northwest. Jay Eubanks WA 

503-775-6735 or 360-944-7259. 

Wanted: Pre and Post War Rolls-Royce and Bentley 

Motor Cars. Prefer Good, Original or Restored Cars 

but will consider any. Please contact at Mark Hyman 

314-524-6000 or email: mark@hymanltd.com. 

Wanted 1972-1980 lwb saloon; under 10,000 mi.; light 

in color. No paint work. Angelo Falconi PA 724-223- 

0939 day or night. 

Wanted Rolls-Royce and Bentley - Silver Ghost, 20-25, 

25-30, Wraith, Silver Wraith, Phantom I, II, III, IV, 

V and VI, Cloud I, II, III and any Rolls-Royce and 

Bentley from 1900 to 2003 in any condition. Top price 

paid. Please call Peter Kumar 800-452-9910 or email: 

gullwingny@aol.com 

Bentley or Rolls DROPHEAD wanted. Must be in 

excellent condition; want only up to year 1965; also 

wanted, high styled, flamboyant ones, any year. Gene 

Epstein PA 215-968-2200 or email: mydrivingpassion@verizon.net 

WRECKED, RUSTED or DISASSEMBLED. Postwar 

RR/B automobiles wanted. Now buying worldwide. 

Highest prices paid. Immediate decision and 

collection. Tony Handler, Inc. 2028 Cotner Ave., 

Los Angeles, CA 90025 310-473-7773 or Fax: 310- 

479-1197. 

Pre- and postwar Rolls-Royce and Bentley cars wanted 

in any condition or price. Will travel anywhere.Glyn 

Morris Tel. 847-945-9603 or email: glyn@belmont 

group.net. 

ROLLS-ROYCE CORNICHES wanted. We will 

purchase your RR Corniche top dollar anywhere in 

the country. Any year. Frank Corrente’s Cadillac 

Corner, Inc. 7614 W. Sunset Blvd., Hollywood, CA 

90046 323-850-1881, Fax: 323-850-1884 or email: correntecadillac@sbcglobal.net. 

Wanted: 4¼ DERBY BENTLEY in need of restoration; 

prefer open 2 seater w/ lightweight body. I am 

not a dealer, this car would be for my own personal 

enjoyment. Noel Cook WA 206-232-6413 eves, 206- 

443-9424 days or email: noelnjan@aol.com 

MK VI/R Type/Silver Dawn/Silver Cloud I & III, 

wanted now - projects or restored. Thank you. D.B. 

Kaufman 548 Elmira Ave., New Orleans, LA 70114 

504-366-0704 or email: bigeasydave@aol.com. 

WANTED for project: Rolls-Royce PHANTOM II 

CHASSIS, engine and body eventually not needed. 

Please offer, any condition. Thomas Müller Switzerland 

0041-79-600-6609 Fax: 0041-71-220-9391 or 

email: realtrade@gmx.ch 

SILVER WRAITH sedan. Preferences: later series, automatic, 

owner/driver, in good condition. Will consider 

any year or style. For our personal use and enjoyment. 

Willing to travel. Hank Feinberg IN 219-864-8004 

or email: ROLHEAD@aol.com 

parts for sale 

Opis Companies ® 

Opis Advisors 

• fee-based investment advisory services 

Opis Retirement Consultants, Inc. 

• qualified retirement plan consulting services for private and public companies 

Opis Insurance Services, Inc. 

• estate planning and life, health & disability insurance 

PARTING OUT 1976 Silver Shadow II lwb, toolkit, 

grill and mascot (for your wall or car), royal blue 

floor mats, alternator original, spare rebuilt alternator, 

kneeling lady mascot (extra from my Dawn), trim 

rings and hub caps and many more parts or entire car. 

I am getting rid of some extra stuff as I need the space. 

Please contact Steve Davidson 800-359-7772 in AZ 

602-957-3525 or email: osteoph1@aol.com. 

RUNNING BOARD CHANNELS in correct stainless 

We do not charge for initial consultations 

Proven approaches to the accumulation and 

preservation of wealth customized to our client’s needs. 

Alan H. Campbell, President 

Chartered Financial Consultant, Chartered Life Underwriter 

Member American Society of Pension Actuaries 

You’ve earned it... 

...we help you keep it. 

Opis Companies 

30 Hackamore Lane, Suite 1, Bell Canyon, CA 91307-1065 USA 

Ph: 818-999-OPIS (6747) Toll free 800-989-OPIS (6747) Fax: 818-227-2939 

Opis Advisors, a Registered Investment Advisor • Opis Insurance Services, Inc., California Insurance License number OB60885 

Securities offered through Securities America, a Registered Broker/Dealer, Member NASD/SIPC, by Alan Campbell, Registered Representative, 

California Insurance License #0775396. Securities America and Opis Companies are unaffiliated. 

steel shape and size. No need for aluminum copies. I 

spent thousands having prototypes made according to 

specifications from Tom Clarke author of The Wraith. 

The dies have been finished and paid for. If you call 

Jacob Schmidt, Stainless Steel at 215 234 4641 and 

tell them the lengths that you want you will not have 

to pay what I did to get them for my Wraith. They 

can adjust the width if it is something different. Also, 

Wefco has my molds for correct inserts. Best of luck. 

Gene Epstein PA. 

For CORNICHE II: complete interior seats, top, door 

panels, dash, left and right doors and front structure. 

BOOT LID for 1986 SILVER SPUR; boot lid for 

1979 Silver Shadow, NEW. Also, misc. parts. Joseph 

Naglich 237 Grandview Rd., St. Marys, PA 814-834- 

1018. 

LUCAS FOG/DRIVING LIGHT, SFT700S new, 

$100; head gaskets, 6 cyl. Cloud, one early, one late, 

$50 each; orig. wax mold of Flying Lady, standing 

broken wings, $175. John Balsis P.O. Box 12094, 

Scottsdale, AZ 85267 480-391-2740 

We have in stock a very large selection of tools and 

accessories in connection with Rolls Royce and Bentley 

motor cars. We also acquire motor cars and a complete 

range of engine parts, wheels, interior fittings, radiators, 

light fittings, books, instruction manuals, badges 

and general memorabilia. We currently have for sale 

a Silver Ghost numbered chassis rebuild project with 

original registration number and most items, including 

engine. ALL DIRECT FROM ENGLAND. Please do 

not hesitate to contact us either by e-mail: worspares@ 

yahoo.co.uk or by telephone: 0044 (0)1282 459778. 

Please also visit our web site to see our full listing of 

stock with photographs: www.rollsbentleyspares.com 

RR/Bentley cars bought/sold Orlando, FL and Nashville, 

TN Alan Daniell Madison, TN 615-584-5459 


parts for sale parts for sale parts for sale 

Custom made GAITERS, LEATHER BOOTS and 

FABRIC COUPLINGS for Rolls-Royce and Bentley. 

Large assortment of PREWAR Rolls-Royce PARTS. 

Visit our website at www.rudysrrparts.com. Contact 

Rudy Rosales 4086 East 71st Street, Cleveland, OH 

44105 800-248-RUDY, 216-641-7711 days or Fax: 

216-641-0060. 

MASCOTS and RADIATOR CAPS for all Rolls-Royce 

and Bentley models, usually in stock, and always priced 

right. Howard Schwartz FL 914-273-8949 

Rolls-Royce/Bentley TOOL KITS (10), SC I, II, III, 

S Bentley, Silver Spirit, Silver Spur. All in excellent 

condition. $495 and up. Norm Cohen GA 770-883- 

9115. 

Complete set of early 1990’s SPUR & SPIRIT 6½ x 15 

factory alloy WHEELS with all hardware, hub caps, 

locks and keys; ready to install on your car, $2,250 plus 

postage. Evan Kempton 55 Prospect St., Holliston, 

MA 01746 508-429-1649 or email: evan@clenet.org 

The Vintage Garage has been the name in engine 

rebuilding, mechanical restorations and service for 

decades. Now at our new facility in Vermont and 

ready to assist you with your Rolls-Royce or Bentley 

project. Contact Bill Cooke and Pierce Reid for 

restoration, parts and rapid turnaround component 

rebuilding at The Vintage Garage 802-253-9256 or 

rpreid@pshift.com Visit us online www.vintagegara 

gevt.com 

NEW REAR WINDSHIELDS for S Series and Silver 

Cloud with the almost invisible heating wires, 

tinted green. 521.43 Euros, from stock, plus freight. 

Complete glass set for all 10 windows 1841.43 Euros. 

Claus F. Erbrecht Heaven’s Gate Garage Germany 

49-4762-2930, Fax: 49-4762-8022 www.rollsroycespares.com 

TAIL LIGHT assembly for Cloud w/ lenses (R & L); 

very nice lenses and reflectors, $200 for pair. Mark 

Ibenthal KS 913-558-3006 

USED Rolls-Royce and Bentley parts for all postwar 

models. One of the world’s most inclusive stocks of 

engines, transmissions, mechanical and electrical components. 

Body, interior, trim pieces, and chassis cuts 

also available. Reasonable prices and knowledgeable 

assistance always. Phone calls preferred. Your Post- 

War Rolls-Royce and Bentley used parts stockist. Tony 

Handler Inc. 2028 Cotner Ave., Los Angeles, CA 

90025 310-473-7773 or Fax: 310-479-1197. 

NEW MUSHROOM IGNITION COIL. Exact copy 

of original on the outside with modern core. STRON- 

GER SPARK, better performance, $285. Also, we will 

recore your original coil, $225. Charles Tobin, River 

Carriage Shop 21188 Maplewood Ave., Rocky River, 

OH 44116 440-333-0561, or Fax: 440-356-5543 or 800- 

950-2415. 

Oregon Crewe Cutters, Inc. features the world’s largest 

selection of used postwar Rolls-Royce and Bentley 

parts. Engines, transmissions, mechanical and electrical 

components. Body, interior, trimpieces and chassis cuts 

always available at reasonable prices. Oregon Crewe 

Cutters, Inc. 1665 Redwood Ave., Grants Pass, OR 

97527. 541-479-5663 or Fax: 541-479-6339. 

SILVER CLOUD PARTS new/used, CHEAPER. 

Aggy Szkopek CA 818-507-5775 or email: hem 

maggy@aol.com 

NOS Corniche right front fender; Silver Shadow sedan 

left front fender, $475; rear clip complete from back 

seat area with both rear fenders in good condition 

$985. Also hood, trunk, doors, bumpers, miscellaneous 

from Silver Shadow. Tom Kindler IL 815-539-7146 

RADIOMOBILE RADIO for early Mark VI, model 

100, serial number J/14 1858 in very good condition, 

$350 plus shipping. Rhoger Pugh Box 172, Kinsale, 

VA 22488 804-472-2223 

TOOLS for pre- and post-war RR and Bentley motor 

cars (including Springfield RR and Vintage Bentley) 

are now available from Pierce Reid and John de 

Campi. What do you need? Can also supply complete 

tool kits for all postwar cars 1946–1996. Call or write 

John for an illustrated list of the items available or 

tell us what you need. John de Campi 55 Adams 

Point Rd., Durham, NH 03824 603-868-9665 or email: 

John@deCampi.com. 

Starters: All postwar, special on Shadow/T, Spirit, Spur, 

Corniche, high torque upgrade replacement units, improved 

performance and reliability, reasonably priced. 

Replacement Parts, Inc 770-459-0040 

Prewar windshield strips and running board rubber 

(only). Call or fax for list. Replacement Parts, Inc 

770-459-0040 

Grille assy’s, shells, vanes, new and used, 1947 through 

Spirit/Spur. Replacement Parts, Inc 770-459-0040 

Cloud/Shadow/T, Spirit/Spur dismantling, most parts. 

Replacement Parts, Inc 770-459-0040 

Water pumps all postwar, new & rebuilt. Replacement 

Parts, Inc 770-459-0040 

Windshield seals, rear window seals, trunk seals, door 

seals, headlamp, seals, parklamp seals, trunk handle 

seals and much more, for all postwar standard and 

coachbuilt Rolls-Royce and Bentley Motorcars. Replacement 

Parts, Inc 770-459-0040 

parts wanted 

For BREWSTER: 4 exterior door handles for a late 

P I, but mostly used on Brewster P IIs. Handles are 

approx. 9 long. GAS GAUGE for dash, 20 wire wheels 

and 4 Brewster interior WINDOW CRANKS. Dennis 

Mitosinka 619 East 4th Street Santa Ana, CA 92701 

714 953-5303 or email: mitoclassics@earthlink.net. 

URGENTLY needed: front WINDSHIELD for a 1951 

MARK VI James Young, B18LJ. Charles Wolfe, PA 

717-581-0609 

SPRINGFIELD P I: for late alum head MR series; 

vacuum tank, radiator shutters or slats only, trilon 

tail light, intake manifold, gas gauge, stainless Buffalo 

wheels. For Springfield iron head P I: exhaust 

manifolds; also need ignition wire conduits for both 

models. For early AJS PII, need FRONT SHOCKS 

and arms, vacuum lines from vacuum pump to vacuum 


parts wanted literature for sale literature wanted 

tank, vacuum line from intake manifold to firewall, for 

wipers. Elliot Goldstein P.O. Box 921, Smithtown, 

NY 11787 631-361-6644 phone/fax. 

Parts for 1937 Rolls-Royce Thrupp & Maberly sedan. 

Need BUMPER END, two hood latches, all exterior and 

interior door handles and some door hardware, most of 

interior chrome and running lights on fenders. Also need 

DRIVING LIGHT for 1934 RR. William Wolbach 

5800 Kelton Ave., La Mesa, CA 619-465-3066 

PARTS LEFT OVER from your postwar Rolls-Royce or 

Bentley? Turn them into cash or trade for needed parts 

at Tony Handler, Inc. 2028 Cotner Ave., Los Angeles, 

CA 90025 310-473-7773 or Fax: 310-479-1197 

A buyer of RR/B Parts, specializing in obsolete / dealer 

closeout / shutdown / excess / leftovers. Wholesale cash 

paid with confidentiality. Couple parts or truckload. 

Replacement Parts, Inc. 770-459-0040 

S e l l i t 

i n t h e 

B a z a a r 

BOOKS: Some rare and out-of-print books. Write, 

phone or email and I will send a list of the books 

available. I also have handbooks, service manuals and 

parts books. John W. de Campi 55 Adams Point Rd., 

Durham NH 03824 603-868-9665, or email: John@ 

deCampi.com 

Complete set of Silver Spur original books and tool kit, 

$350; complete set of tools and books for Silver Shadow, 

$350; HANDBOOK for Phantom VI, $150; handbook 

for Silver Cloud III, $150; Flying Lady magazines from 

1988 to 2006, complete in new condition, $300; RR 

DESK DIARIES from 2002 to 2005, new, not used, 

$150. Eric Younger Layton UT 801-771-0154. 

Set of 4 volume SHOP MANUALS, RR, 1966 thru 

1976, $160 per set of 4 volumes. Call to place your 

order. Robert Perez GA 706-568-7130. 

ELECTRIC DIAGRAMS, 1966 thru 1976 Silver 

Shadow, $50 each. Robert Perez GA 706-568-7130. 

NEW BOOKS – Complete Classic Series (all $47 + 

$2.50 shipping), Silver Cloud I & Bentley S1 by Bernard 

King (recent), 20/25 by Tom Clarke, Phantom II 

& III by Stuckey & Whitaker. Klaus Roßfeldt’s grand 

Rolls-Royce and Bentley Motor Cars from the Dawn of 

the 20th Century into the New Millennium $116 plus 

$5 postage. Send a check to John W. de Campi 55 

Adams Point Rd., Durham, NH 03824 603-868-9665 

or email: John@deCampi.com. 

literature wanted 

Member/owner of 1989 Silver Spur and would like to 

purchase the SERVICE MANUAL TSD4848 (electrical 

system). James Dean Windsor Mill, MD 410-655- 

5275 or email: JDean59@msn.com. 

Supplementary PAMPHLET to owner’s HAND- 

BOOK- from James Young for their P V, PV 23. If 

not for sale, will pay to borrow. Harold Reed 1111 

Kane Concourse, Suite # 311, Bay Harbor Islands, FL 

33154 305-865-2000. 

services offered 

Brakes sleeved and rebuilt: masters, wheels, clutch, 

slave. Rebuilders of: calipers, servos, air conditioner 

throttle valves, ride control valves, actuator valves, 

shoes relined. Better than new. Quick service. Lifetime 

written warranty. White Post Restorations One Old 

Car Drive, PO Drawer D, White Post, VA 22663 540- 

837-1140, www.whitepost.com. 

Brake backing plates: complete units, restored with 

cylinders and shoes. White Post Restorations One 

Old Car Drive, White Post, VA 22663 540-837-1140 

www.whitepost.com. 

RESTORATIONS BY LONE WOLF. Now accepting 

complete or partial restorations on all postwar models. 

Coast to coast closed car carrier service available. Contact 

us for more information. LONE WOLF ROLLS- 

ROYCE/BENTLEY SERVICE 909-464-1877 www. 

lonewolfrrbentley.com. 

IN-HOUSE REBUILDING PROGRAM: steering 

racks, hydraulic systems, water pumps, carburetors. 

For these and others contact LONE WOLF ROLLS- 

ROYCE/BENTLEY SERVICE at 909-464-1877. 

www.lonewolfrrbentley.com. 

SWITCHES LIKE NEW. Dash switches re-faced to 

showroom perfection. Re-engraved by hand, repainted, 

repaired. Master switch, carb, fog, wipers, or any other 

engraved plate. Pre-1976. Three week turnaround. 

Call for quote. Also: refinish sill plates. The Frawley 

Company 138 Main St., Parkesburg, PA 19365 610- 

857-1099.2 

Wood, leather, trim restoration. factory trained Rolls/ 

Bentley specialist, Gold Coast Auto Interiors, Inc., 

Philip E. Howland 16 N.E. 9 St., Ft. Lauderdale, 

FL 33304 954-467-1500 or Fax: 954-467-1560, www. 

goldcoastauto.com. 

SHEEPSKIN RUG OVERLAYS & SEAT COVERS 

custom made by Easirider (UK) for all models RR/B, 

others. Outstanding quality, comprehensive color selection. 

Contact American distributor Phil Brooks, 

Kexby Ltd. Co. 102 Carnoustie, Williamsburg, VA 

23188 757-258-8550, fax: 757-258-8850 or email: 

philip.brooks@wap.org 

Rolls/Bentley SHOCK ABSORBERS REBUILT. 1967 


services offered services offered miscellaneous for sale 

and earlier cars $295 each. Fast service. VISA, MC, 

COD. Free catalog. Send to Apple Hydraulics 1610 

Middle Rd., Calverton, NY 11933 800-882-7753 or 

Fax: 631-369-9516 www.applehydraulics.com. 

Offering RR and Bentley Service, repairs and restoration 

since 1976 in Houston, TX. 281-448-4739 www. 

britishcarpartsco.com. 

TRAFFICATOR TURN SIGNALS RESTORED. 

Broken arms replaced. Solenoid and light repaired. 

New original type bulb installed. Send disabled trafficator 

for a prompt quote on cost. If you are looking 

for a trafficator, we have a large assortment of NEW 

OLD STOCK, and reconditioned trafficators, and selfcancelling 

switches. Charles Tobin, River Carriage 

Shop 21188 Maplewood Ave., Rocky River, OH 44116 

440-333-0561, or Fax: 440-356-5543 or 800-950- 

2415. 

BRAKE CYLINDERS SLEEVED to original size. 

Master cylinder $75.00 each. Wheel cylinders $50.00 

each. Complete rebuilding call for price. VISA, MC, 

COD. Free catalog. Send to Apple Hydraulics 1610 

Middle Rd., Calverton, NY 11933 800-882-7753 or 

Fax: 631-369-9516 www.applehydraulics.com. 

Silver Shadow ACCUMULATORS & ACCUMULA- 

TOR VALVES rebuilt and shipped charged to anywhere 

in Continental U.S. For details see our website 

at www.alloysteelsphere.com or call Howerton Associates 

at 404-343-6307. 

miscellaneous for sale 

NEW Flying Lady Index AD 2/28/07 3:53 PM Page 1 

VINTAGE TIRES for RR & Bentley motorcars. Most 

brands and sizes including Dunlop, Avon, Lester and 

several other brands. Personalized service from a fellow 

RROC Member. Our 31st year in business and 

over 52 years selling tires. Wallace W. Wade 530 

Regal Row, Dallas, TX 75247 214-688-0091, 800-666- 

8973 or email: wallacewade@earthlink.net 

Professional leather restoration/maintenance 

products, Simply the Best since 1968 rejuvenator oil, 

prestine clean, crack filler, custom color Connolly dyes 

LEATHERIQUE WWW.LEATHERIQUE.COM 

877-395-3366 

SPIRIT OF ECSTASY STATUE: Beautiful bronze 

statue, 26H x 14W x 16D including striking granite 

base. Weight 60+ lbs. Outstanding casting of the RR 

symbol now available on special order; gallery prices 

on this statue have been as much as $5000. Special 

price to RROC members is just $1,995 plus shipping 

and handling. Small statue not available. Proud owners 

of RR vehicles can show their pride of ownership by 

displaying either or both of these fine bronze statues 

in their office or home. For further details and photos 

contact: Jack Heller OH 937-298-3424 phone/fax or 

email: Jhell4@aol.com 

NEW WHEEL DISCS AND RELATED PARTS. 

Now available to fit prewar: Rolls-Royce, Ghost to P 

III, Bentley 31⁄2L to 8L, Jaguar, MK IV, Hispano- 

Suiza, H&J Series, Lagonda, Bugatti, Type 44, 46 & 

57, Cord L-29, Delage, Delahaye, Talbot 110, Lincoln 

A-B, Isotta Fraschini, Alfa Romeo, Voisin, over 35 different 

discs. Write, phone or fax for full information. 

Lmarr Disk Ltd. P.O. Box 910, Glen Ellen, CA 

95442-0910 707-938-9347 or Fax: 707-938-3020 

BENTLEY CONTINENTAL R bodyshell plus trunk 

lid and NEW hood. No axles, no drivetrain, no interior. 

Came from works test car no. 28, chassis number 5 P 

Z 000028 which was for internal use only. Only one 

with sunroof. A must for the serious collector. 12,500 

Euros. More details at www.rollsroycespares.com. 

Heaven’s Gate Garage Germany 49-4762-2930, 

Fax: 49-4762-8022 

55 Years of The Flying Lady & searchable Index on DVD 

BONUS New R.R.O.C. National Judging Index 

All issues of The Flying Lady, have been created in Adobe Acrobat PDF format from 1951-1 (page 1) to 2006-6 

(page 8350) and are now available on one searchable DVD! Review articles in The Flying Lady easily and in 

stunning detail. Never before has The Flying Lady been so easy to use, or as much fun. All PDF pages are 

Hyperlinked to pages in a searchable Microsoft Excel Index. Simply double click the page number in the Excel 

file, and corresponding page number opens the PDF, enabling a quick preview of the pages allowing you to make 

copies direct to your printer. 

GENERAL ARTICLES: Title, Author, Page and Issue (2446 line items) 

TECHNICAL ARTICLES: Category, Title, Author, Page and Issue (2452 line items) 

BOOK REVIEWS: Title, Author, Page and Issue (624 line items) 

PICTURE by CHASSIS: Chassis, Year, Model, Owner, Page and Issue (8766 line items) 

BAZAAR: Chassis, Year, Model, Owner, City & State, Page and Issue (14324 line items) 

As a BONUS we have an additional new Microsoft Excel Index covering 55 years of R.R.O.C. National Meet 

Judging Results, including Class, Special, Senior and Miscellaneous Awards. 

Complete Microsoft Excel Index, 1951-1 to 2006-6 and Adobe Acrobat PDF pages 1 to 8350 

on two DVD’s. $85.00 

To Order Contact: R.R.O.C. HQ: (800) 879-7762 or rrochq@rroc.org 


BLEND THE ART OF TRAVEL 

WITH THE ART OF GOOD LIVING 

Join Jim Vogelman, travel consultant and Rolls-Royce owner for an extraordinary trip 

exclusively designed for Rolls-Royce enthusiasts. 

For complete details contact Jim Vogelman, a Trip Professionals 

Associate, at 954. 423. 6840 or email 

jimvogel@bellsouth.net 

www.dreamitaly.it 

Woodwork 

Refinishing, Reveneering 

& Repair 

How is your woodwork looking?? 

CHIPPED, SCRATCHED, CLOUDY, 

CRACKED OR DELAMINATING? 

We Can Restore it to “Showroom” 

Condition!! 

• “Concours” Quality 

• Fastest “Turn-Around” 

• Unsurpassed Service 

• Expert Color/Veneer 

• Complimenting 

. . . Automotive woodwork is all we do! 

55-B Depot Road, Goleta, CA 93117 

Toll Free 800-800-1579 • Fax 805-962-7359 


Jack Dempsey’s 

Springfield Built 1927 Rolls Royce 

Phantom 1 

Pall Mall Phaeton 

According to RR archives, #S 95P M, engine #20956, 

was delivered to Jack Dempsey on August 10, 1928. 

At Auction Late August 2007 

Dirk Soulis Auctions 

816.697.3830 • www.DirkSoulisAuctions.com 



PRE-1955 BENTLEY? CREWE-BUILT ROLLS-ROYCE? 

TRUST JACK BARCLAY TO KEEP IT IN PERFECT SHAPE. 

THE LEADING SPECIALIST IN GENUINE PRE-1955 BENTLEY 

AND CREWE-BUILT ROLLS-ROYCE PARTS. As the oldest and 

largest Bentley dealership in the world, nobody is closer to the finest 

luxury marques than Jack Barclay. Even more reassuring is the fact 

that we have the largest stock of Bentley parts there is, and as the 

only authorised global supplier of pre-1955 Bentley and Crewe-built 

Rolls-Royce parts, there is no finer choice when it comes to 

maintaining the definitive driving experience. So, whether it is timing 

gears for an R-Type Continental or an exhaust manifold for a Silver 

Dawn, Jack Barclay’s dedicated team has 80 years behind it to keep 

your car in perfect shape for the road ahead. 

JACK BARCLAY LIMITED 

2-4 Ponton Road, Nine Elms, London SW8 5BA, United Kingdom. 

Pre-1955 parts hotline: +44 (0)207 978 2223. 

Parts hotline: +44 (0)207 738 8333. 

e-mail: parts@jackbarclaybentley.co.uk or visit 

www.bentleymotors.com/jackbarclay 

The name ‘Bentley’ and the ‘B’ in wings device are registered trademarks. © 2007 Bentley Motors Limited. 



Blow Your 

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have to spend on the car of your dreams. So call Hagerty. 

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So blow your dough on something fun for a change. 

800-922-4050 | www.hagerty.com 

insurance • finance • roadside assistance • hobby resources 



Preserve Our Past Secure Our Future 

The ROLLS-ROYCE FOUNDATION 

RESEARCH LIBRARY AND EDUCATIONAL MUSEUM 

THE ONLY ORGANIZATION IN AMERICA DEDICATED TO THE PRESERVATION OF 

THE ROLLS-ROYCE AND BENTLEY AUTOMOBILES AND THEIR HERITAGE 

THE NEW MUSEUM AND LIBRARY IS LOCATED NEXT TO THE RROC HEADQUARTERS. 

PLEASE COME VISIT THE CARS AND THE LIBRARY AND CONSIDER JOINING THE 

FOUNDATION TO INSURE OUR HERITAGE FOR FUTURE GENERATIONS. WE ARE A 501C3 

TAX DEDUCTIBLE ORGANIZATION AND WOULD GREATLY APPRECIATE DONATIONS OF 

AUTOMOBILES, PARTS OR LITERATURE 

Dues: $25 Annual $250 Lifetime $1,000 Benefactor 

Membership Application 

Please Check: ____________________________________________ 

$25 Annual Name 

$250 Lifetime 

$1,000 Benefactor ____________________________________________ 

Mailing address 

Mail to: 

Rolls-Royce Foundation 

189 Hempt Road 

Mechanicsburg, PA 17050 

____________________________________________ 

City State Zip 


ROLLS-ROYCE a n d BENTLEY 

M O T O R C A R 

S P E C I A L I S T S 

LARGEST INDEPENDENT DEALERSHIP 

IN PALM BEACH COUNTY 

PARTS - SERVICE - BODYWORK 

INTERIOR/EXTERIOR - RESTORATION 

Foreign car engineering 

CERTIFIED ENGINEERS 

FOREIGN TRAINED MECHANICS 

75 N. Congress Avenue, Delray Beach, FL 33445 

Tel: (561) 276-0114, (561) 276-0119 – Fax: (561) 274-9127 


STANDING COMMITTEES OF THE CLUB: 

a. The Standing Committees of the Club shall be: 

1. Membership Committee 

Chairman: Brad Zemcik, Membership VP 

2. Grievance Committee 

Chairman: Julie Cohen 

3. Communications Committee 

Chairman: William Casey, Communications VP 

Mark Corigliano 

Ruben Verdes 

Sabu Advani 

4. Legal Committee 

Chairman: Laura Borchert 

Jim Daniels 

Martin Leavitt 

Kelly Kyle 

5. Activities Committee 

Chairman: Ralph Curzon, Exec. VP of Activities 

Lynn Vatter 

Phil Birkeland 

6. Post-War Technical Committee 

Chairman: John Palma, Technical VP Post-War 

George Colgett 

Jim Facinelli 

Cal West 

Tom Weinhart 

Tom Brancato 

7. Pre-War Technical Committee 

Chairman: Wally Donoghue, Technical VP Pre-War 

8. Judging Committee 

Chairman: John Rich, VP of Judging 

All Senior Team Captains 

9. Awards Committee 

Chairman: Woody Richey, VP Awards 

Jason Coker 

Michael Dell 

10. By-Laws Committee 

Chairman: John Matsen 

Gil Fuqua 

Michael Gaetano 

Rick Barrett 

11. Nominating Committee 

Chairman: Sam Rawlins, Chairman of the Board 

Ray Murray 

Lupe King 

Eugene Sorbo 

Bill Habacker 

Howard Krimko 

Bill Borchert 

12. Merchandising Committee 

Chairman: Tim Younes 

13. Executive Committee 

Chairman: Robin A. James, President 

Ralph Curzon, Executive VP of Activites 

Gil Fuqua, Treasurer 

William Casey, VP of Communications 

Michael Gaetano, VP of Regions and Societies 

John Rich, VP of Judging 

Brad Zemcik, VP of Membership 

Sam Rawlins, Chairman of the Board 

Tim Younes, Executive Director (without vote) 

14. Region & Society Committee 

Chairman: Michael Gaetano, VP of Regions/Societies 

15. Information Technology Committee 

Chairman: Gil Fuqua 

Bill Prichard 

Brad Zemcik 

b. Each Standing Committee is responsible for developing 

Policies and Procedures governing the day-to-day administration 

of its section of the Club. These Policies and 

Procedures will be distributed to the Officers and Directors. 

c. Each Standing Committee should meet at least once 

O R D E R F O R M 

please photocopy for your records 

yearly and should make a report of its activities 

and recommendations at the Annual 

Meeting of the Board of Directors. 

d. New committees may be appointed from 

time to time by the action of the President. 

Such a committee must follow the provisions of 

sections b. and c. above and may become a 

Standing Committee only after it has been in 

existence and functioning as a committee for 

three years. 

e. The membership of each committee shall be 

published in the March issue of The Flying 

Lady. 

AD HOC COMMITTEES: 

Chairman, Sharon Rich 

Sam Rawlins 

John Rich 

Fred Ward 

Michael Kan 

Bill Vatter 

Ralph Curzon 

Gil Fuqua 

2007 Elections Committee 

Chairman, Brad Zemcik 

Bill Casey 

Joel Foreman 

Sneed Adams 

Judging Field Ombudsman: 

Dale Powers 

Board Meeting Arbitrator: 

Ruben Verdes 

STANDING COMMITTEES OF THE CLUB: 10. By-Laws Committee 

yearly and should make a report of its activi- 

Chairman: John Matsen 

ties and recommendations at the Annual 

The Rolls-Royce Silver Ghost. Origins and Development 1906–1926, Gil Fuqua 

Meeting of by the Board David of Directors. Forward 

a. The Standing Committees of the Club shall be: 

SEND THIS FORM TO: The Sir Henry Michael Royce Gaetano Foundation, Po Box 41, Lutwyche 4030, Qld, Australia 

Rick Barrett 

d. New committees may be appointed from 

1. Membership Committee 

11. Nominating Committee 

time to time by the action of the President. 

Chairman: Brad Zemcik, Membership VP 

Title First Name Chairman: Sam Rawlins, Surname Chairman of the Board Such a committee must follow the provisions of 

2. Grievance Committee 

Ray Murray 

sections b. and c. above and may become a 

Chairman: Julie Cohen 

Lupe King 

Standing Committee only after it has been in 

3. Communications Committee Postal address 

Eugene Sorbo 

existence and functioning as a committee for 

Chairman: William Casey, Communications VP 

Bill Habacker 

three years. 

Mark Corigliano 

Howard Krimko 

Ruben Verdes 

Bill Borchert 

e. The membership of each committee shall be 

Sabu Advani 

12. Merchandising Committee 

published in the March issue of The Flying 

4. Legal Committee 

Chairman: Tim Younes 

Lady. 

Chairman: Laura Code Borchert 

Country Date of Order: D _ _ M _ _ Y _ _ _ _ 

13. Executive Committee 

Jim Daniels 

Chairman: Robin A. James, President 

AD HOC COMMITTEES: 

Martin Leavitt Australian $220 Buckram bound Ralph Number Curzon, of Executive copies VP of Activites $ . 

Kelly Kyle 

Gil Fuqua, Treasurer 

The by-laws task force was appointed by Sam 

5. Activities Committee 

William Casey, VP of Communications 

is…. Chairman, Sharon Rich 

Chairman: Ralph Australian Curzon, Exec. $308 VP of Leather Activities bound Number Michael Gaetano, of copies VP of Regions and Societies $ Sam Rawlins . 

Lynn Vatter 

Postage: Australia $20 each, New Zealand John Rich, $55 VP of each, Judging Other overseas airmail $85 John eachRich 

Phil Birkeland 

Brad Zemcik, VPof Membership 

Fred Ward 

6. Post-War Technical Committee 

Sam Rawlins, Chairman of the Board 

Michael Kan 

Chairman: John Palma, Technical VP Post-War 

Tim TOTAL: Younes, Executive book(s) Director plus postage (without vote) $ 

Bill Vatter 

George Colgett 

14. Region & Society Committee 

Ralph Curzon 

PAYMENT Jim Facinelli Electronic Deposit: BSB: 034 010 Account: 22 6498 A/C Name: The Sir Henry Royce Foundation 

Chairman: Michael Gaetano, VP of Regions/Societies Gil Fuqua 

Cal West Bank: Westpac, Fortitude Valley, Queensland, 15. Information Australia Technology Committee 

Tom Weinhart 

Chairman: Gil Fuqua 

Tom Brancato 

Bill Prichard 

2007 Elections Committee 

7. Pre-War Technical Cheque Committee in Australian dollars payable to: The Sir Henry Royce Foundation Australia 

Brad Zemcik 

Chairman, Brad Zemcik 

Chairman: Wally Donoghue, Technical VP Pre-War 

Bill Casey 

8. Judging Committee 

Visa/Mastercard (circle one) No. b. _ Each _ _ Standing _ _ Committee _ _ _ is _ responsible _ _ _ for _ _ developing _ _ Expiry Joel _ Foreman _ / _ _ 

Chairman: John Rich, VP of Judging 

Policies and Procedures governing the day-to-day admini- Sneed Adams 

All Senior Name Team as on Captains card stration Signature of its section of the Club. These Policies and 

9. Awards Committee 

Procedures will be distributed to the Officers and Direc- Judging Field Ombudsman: 

Subscription orders 

Chairman: 

will 

Woody 

be accepted 

Richey, 

until 

VP 

August 

Awards 

31 tors. 

Dale Powers 

Jason Coker 

Michael Dell 

c. Each Standing Committee should meet at least once 

Board Meeting Arbitrator: 

Ruben Verdes 


st , 2007. Any further orders after that date will be printed in small batches as orders are received, but will not be part of 

the Limited Edition. Receipts will be posted immediately payment is received. Your copy/copies of the book will be despatched to you in September 2007.

A COLLECTION OF 

DISTINCTION 

1907 

ROLLS-ROYCE SILVER GHOST 

RIPPON LIMOUSINE 

1908 


ROI-DES-BELGES 

TOURER 

1909 


ROI-DES-BELGES 

TOURER BY BARKER 

1910 


BALLOON ROADSTER 

BY H.J. MULLINER 

1911 


VICTORIA 

BUILT FOR 

THE MAHARAJAH 

OF MYSORE 

1912 


LIMOUSINE BY BARKER 

“THE CORGI” 

1913 


LONDON-TO-EDINBURGH 

TOURER BY 

H.J. MULLINER 

1914 


LANDAULETTE 

BY BARKER 

1915 


HAMSHAW LIMOUSINE 

PARTIAL LIST SHOWN ABOVE 

100% of the net sale 

proceeds from the 

Richard J. Solove Collection 

will be donated to benefit 

the Arthur G. James 

Cancer Hospital and 

Richard J. Solove 

Research Institute 

ORDER YOUR 

CATALOGUES 

NOW 

goodingco.com 

310.899.1960 

CA Dealer Number: 60836 

CA Bond Number: 69707697 

Photos: ©2007 Pawel Litwinski. Pebble Beach 

Concours d’Elegance is a trademark of 

Pebble Beach Company. All rights reserved. 

1912 ROLLS-ROYCE 

SILVER GHOST 

LIMOUSINE 

BY BARKER 

“THE CORGI” 

1913 ROLLS-ROYCE SILVER GHOST 

LONDON-TO-EDINBURGH TOURER 

BY H.J. MULLINER 

PEBBLE BE ACH AUCTIONS • 20 07 

SATURDAY . AUGUST 18 and SUNDAY . AUGUST 19

2007-3 - Rolls-Royce Owners' Club

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