1954-1 - Rolls-Royce Owners' Club

Silver Ghost 7-passenger Oxford Tourer, S 330 KE
engine 21-55, owned by K. B. Anderson, Cal.
OFFICERS ELECTED FOR 1954
121
THE FLYING LADY
NO. 54-I
FEBRUARY, 1954
JOHN W. McFARLANE, Editor
Huntington Hills, Wisner Rood, Rochester 9, New York, U S A
Miss Mary Winkeljohn, Circulation Manager
Standard Printing Co., Celino, Ohio
THE PERIODICAL OF THE ROLLS-ROYCE OWNERS' CLUB, INC.
President: R. H. Goldberg, 16 Clare Terrace, Crestwood,
Tuckahoe P. O., N. Y.
Vice-President, Activities: P. H. Shavney, Jr., 74 Shelburne
Rd., Springfield (Del. Co.), Pa.
Vice-President, Publications: J. W. McFarlane, Huntington
Hills, Wisner Rd., Rochester 9, N. Y.
Vice-President and Treasurer: C. R. Bradshaw, Delphi
Body Works, Delphi, Ind.
Secretary: D. D. Williams, 18 Elderberry Lane, Westbury,
Long Island, N. Y.
Directors Elected for 3-Year Term
Bruce Fagan, Box 8655, Cole Branch, Hollywood, Cal.
Winthrop H. Hall, M.D., 400 Elm St., Westfield, N. J.
P. H. Shavney, Jr.
Committee Chairmen
Technical Committee (letters on repair, maintenance,
etc.): E. Pauls, Box 1182, Dickinson, Texas.
Membership (applications, etc.): S. L. Spencer, Rte. #1,
Newville, Pa.
For other committees, see the Members' directory.
REDDER FACE DEPARTMENT
Those goblets again! Mr. R. H. Veysey, of RR Ltd.
writes us as follows: "I am sorry to attack your 'Red
Face Department,' but your correction regarding the
goblets presented to the Twenty Ghost Club at the
Coronation Rally, is incorrect. These goblets were,
in fact, won by the Rolls-Royce team in the Alpenfahrt
in 1913, and you can find out details of this Rally on
pages 85 to 89 of 'The Magic of a Name.' The Hon.
C. S. Rolls was, of course, not involved in this event."
"ROLLS-ROYCE," Vol. I, The British Rolls
This book, compiled and published by Dan Post is
even more fascinating than its companion volume on
the American Rolls, reviewed on p. 29. It reproduces
a number of articles, press releases and six catalogues
of which two of great interest are of 1907 and 1914.
The early catalogues stress the contests and medals
won by RR, the later ones did not need to prove the
car's worth. There are many illustrations of cars and
drawings of mechanism.
Published by Motor Classic Bookhouse, Acadia,
Cal. Soft bound $5, deluxe bound $8.75, postpaid.
20-GHOST CLUB NOV. 20 MEETING
About sixty members of the 20-Ghost Club met at
Shell-Mex House, London, for a film show and sherry
party at the kind invitation of Shell-Mex and B. P. Ltd.
The entertainment included technical films showing
improved methods of quarry-blasting to get road material,
and the use of radioactivity in research on engines
and lubrication. We also saw the Mille Miglia,
the thrilling thousand miles motor race held in Italy
earlier this year, and a fascinating cartoon film, in
full colour, describing the history of the horseless
carriage from the earliest stationary steam hauling
engines to the most modern cars of to-day. In this film
a drawing of the original Silver Ghost appeared, shining
in dignified condescension among the noisy rabble of
ordinary cars of the time. Extracts from the film
"Elizabeth is Queen" provided a fitting finish to the
show. G. P. Easten
DR. C. S. SHOUP HEADS AWARDS COMMITTEE
Arrangements for judging and awards at the Springfield
Meet and other events of 1954 will be made by
Sam and his committee. Send your ideas to him at
80 Outer Drive, Oak Ridge, Tenn.
BACK ISSUES OF THE FLYING LADY
Three were issued in 1951 (Bulletin of the RROC),
of which No. 1 is now reprinted. Six were issued in both
1952 and 1953. Any single issue in print can be ordered
at $1.00. All 15 issues are priced at $12 for the lot.
Cumulative alphabetical indexes appeared in 52-6 and
53-6. Some 1953 Members Directories are available
at $1.00.
Send orders to R. H.Babcox, Jr., Rockingham Dr.,
Mentor, Ohio, check payable to the Rolls-Royce Owners'
Club, Inc. The cancelled check is your receipt.
The Flying Lady is a bimonthly periodical published
by the Rolls-Royce Owners' Club, a non-profit organization.
The office of publication is that of the editor,
see above. Opinions expressed by contributors are not
necessarily those of the editors or the club. Effort is
made to secure accurate information and recommendations,
but no responsibility can be assumed by the
editors or club for loss or damage arising from such
recommendations.
Copyright 1954, The Rolls-Royce Owners' Club, Inc.
Lithographed in the United States of America

ORIGIN OF R-R ARMOURED CARS
I wish to clear up a mystery that I learned and
taught as an armoured instructor at Fort Knox, Ky.
The British Army and War Department could not
envision mobile artillery of any kind. They both turned
down the efforts of Lt. Col. Swinton who had seen a
Holt tractor successfully moving in muddy fields. The
Admiralty summoned the officer and liked his ideas.
Under the leadership of the Lord of the Admiralty both
the armoured car and tank were born. The nomenclature--turret,
hatch, etc., and white insides were all
traditional navy customs that are still with these cars
and tanks today. The Lord of the Admiralty responsible
for all this was Winston Churchill. Howard A. Hays
We wrote to the Hon. Mr. Churchill, and received
a reply through Mr. Peter Marshall, Private Secretary
to Her Majesty's Ambassador, Washington, as follows:
"Your letter was passed to the appropriate authorities
of Her Majesty's Government, who have offered
following comments. One of the fullest documentations
on this subject is provided in 'The Evolution of the
Tank' (Hutchinson, 1937) by Rear-Admiral Sir Murray
Sueter, Director of the Air Department of the Admiralty
during part of the period under review. Admiral
Sueter relates how armoured cars were in fact first
used by the Royal Naval Air Service, who employed
them for the supply of ammunition to their base at
Dunkirk. Although other firms also cooperated in the
supply of armoured cars, the first two, delivered on
September 19, 1914, were made by Rolls-Royce.
' 'Overhead protection was then found to be necessary,
and the first three armoured cars fitted with a
revolving turret were delivered by Rolls-Royce on
December 3, 1914. The War Office borrowed some of
the cars for use with cavalry patrols, where they had
considerable success.
' 'Meanwhile, experiments with vehicles using caterpillar
tracks were going forward during the early part
of 1915, still under the direction of the Admiralty.
The present Prime Minister was First Lord of the
Admiralty until May, 1915. Colonel Repington, in his
memoirs, refers as follows to a conversation he had
with Mr. Churchill (as he then was): 'We had a great
discussion about the famous tanks which made their
first appearance in the field in last Friday's battle.
Winston said that they really developed from the armoured
motor-cars which trench warfare had rendered
useless. They were taken up by the Admiralty. He
found he had some money to spare, and he applied
it to this purpose. To that extent the initiation and
responsibility rested with him.' "
R-R Armoured Cars in 1940. These cars which appear
to be of about 1920, were used by the British RAF
for desert convoy. Above is an outpost between Rutba
Wells and Baghdad. Note the large-tired truck wheels.
Courtesy of Mr. L. C. Thaw.
R-R ARMOURED CARS IN WORLD WAR II
In addition to the accounts you published regarding
the uses made of these remarkable cars during World
War I, they were used in the campaign against the
Germans in South West Africa, a country mainly desert
where motoring is an adventure even today. Later
they were shipped to East Africa to take part in the
fighting there, although they were not too successful
due to their weight and thin tires causing them to bog
down during the heavy rains. I believe they were overhauled
in the Nairobi Railway Workshops before being
sent on to Mesopotamia and Arabia.
The most interesting point in the history of the cars
is that a number of them were made use of during
World War II! I have three references to their use
during this period. The National Geographic Magazine
of October 1940 features an article by the Thaw Asiatic
Expedition which shows an R.A.F. truck convoy at Rutba
Wells, the desolate half-way stop between Damascus
and Baghdad, protected by the old machines. A soldier
wrote to either the Autocar or the Motor in 1943 from
India enclosing a photo of one of the cars then in use
by a British regiment for riot-control in one of the
cities. He mentioned that these particular cars were
fitted with front-wheel brakes and truck type wheels.
In 1942 I was stationed on a bomber aerodrome in
Egypt about 25 miles back from Alamein, where incidentally
the first American crews and planes in the
Middle East were operating from. At that stage things
were very uncertain and a detachment of the R.A.F.
Regiment were sent to patrol the 'drome. As I watched
them arriving with Daimler Scout Cars (a small armoured
car) I noticed one other car, a large, long
machine with a long engine hood and a revolving machine
gun turret. When I had time to examine it, I was
thrilled to see one of the old-timers, disguised only
by 20" truck wheels.
In conclusion, and regarding the mysterious hubs
shown in the photograph in the "Flying Lady" of a
surviving armoured car (built in 1920--Ed.), we have
an old Silver Ghost limousine running around Johannesburg
(circa 1920) which is fitted with the identical hubs
and wheels (700x21 tires). I showed this to experts at
Rolls Royce Ltd. and even they were mystified.
Robert H. Johnston, Johannesburg, South Africa
122

123
The Radley Alpine Eagle, 2260E, completely restored.
Owned by W. F. Watson, Hon. Sec. of the 20
Ghost Club. The body was rebuilt as original by Reading
& Co., Ltd., Portsmouth. Earlier pictures on page 68.
TERMINOLOGY OF THE EARLY 40/50 H.P. CAR
Was the Silver Ghost really a chassis model? Not
until the last years of its production. This name was
originally given to the particular car used in the 1907
trial, in the same way that other cars prepared for
special events were given such names as "The Silver
Rogue." However, a car from regular production was
referred to only as a "40/50 h.p. Rolls-Royce Car,"
and this continued until the early 1920's, when RR,
Ltd. announced that it was commemorating the feat of
the original Silver Ghost by giving this name to its
current production model.
It is also desirable to define the terms "London-
Edinburgh Model" and "Alpine Model" more carefully.
The particular car which was in the 1911 London-
Edinburgh trials, chassis #1701E, incorporated certain
modifications, such as cantilever rear springs, not
found on regular production. In a letter to "The Automotor
Journal" of October 28, 1911, Mr. Claude John-
THE SILVER GHOST RESTORATION
Upon perusal of the photographs of the Silver Ghost
reproduced on pages 106, 107, and elsewhere, certain
discrepancies are manifest. The headlamps and acetylene
generator differ, as does the windscreen, wheel
felloes, front wing edges, step lockers, bulb horn at
the offside dumb iron, and registration numerals. It is
absorbing to contemplate the grounds for such variations,
authenticity in restoration is indubitably not
wanting. Rather not!
While I do not propose to define "authentic restoration,"
I cannot beg the question in this discussion.
A tenable position on authenticity is that condition in
which the first owner received the car, as modified by
minor and early mechanical changes executed by the
manufacturer to correct departures from intended
performance. So defined, the later fitting of electrical
starting gear, had it been done, would not be construed
as original. However, I digress:
To return to the premise, the differences to which
reference is made all occur between pictures of the
car made before delivery to Mr. Hanbury, the initial
owner, and those of the car as refurbished. It was the
practice of that time to market a motor carriage without
lamps, windscreen, storm hood, or other items.
The customer chose these "accessories" himself.
Belike that such appurtenances as used during the illustrious
trial were removed before the transaction,
in any case the gear later fitted were preferred by the
patron. We must conclude that this restoration is well
authenticated and is by no means a gallimaufry. Corroborative
data will be of interest.
D. Patrick McFarlane
I own this 1910 model, 1298 which I use during the
summer months and is frequently mistaken for the
original Silver Ghost, although study of the photograph
will show that it is fitted with a Barker "flush side
torpedo" body first introduced at the 1909 Show and
considered to be of very advanced design, which of
course it was! In 1950 I took this car for a 2,000-mile
tour of the Alps, climbing among many other passes
the 9,088 ft Col de I'Iseran from both sides, which is
higher than the famous Stelvio (which it would climb
equally well non-stop, I have no doubt), the duration of
the climb being 45 minutes in the second speed of 5
to 1. Following this I brought the car from Geneva to
Dunkirk, a distance of nearly 500 miles, between 6a.m.
and 9 p.m., which included getting through the customs,
climbing the Jura mountains and all stops, to celebrate
her 40 years! J. S. Skinner, Basingstoke, Hampshire.
(From Mr. Skinner's letter to "The Autocar," 2-13-53.)
son of RR, Ltd. announced that the firm would produce
similarly modified cars on special order, and that
they would equal the performance of the trial car.
Flying Lady #52-5 has a photograph of a fine example
of such a replica, chassis #2484. A production model
car of this period should not be called a "London-
Edinburgh." The "London to Edinburgh Type," a touring
R-R ad of 1907, evidently before the 15,000 mile trial.

Phantom II GN 110 7-passenger landau by Franey of
Paris. Has since been repainted silver gray. Owned
by Maynard P. Buehler, California.
Terminology of Early 40/50 Car (cont.)
car, is shown in the Jan. 1914 R-R catalogue. It has
cantilever springs, others shown do not.
The "Alpine Model" does not appear to have been
used as a designation by RR, Ltd. or by contemporary
periodicals. At the time of the 1913 Alpine Trial, RR,
Ltd. was producing a modified car for use in the colonies
and overseas, with a larger cooling system capacity,
a four-speed gearbox, and a ground clearance
which was increased by modifying the engine mountings
and exhaust system. This car was intended for rough
going. Publications of the time refer to it as the "Continental
Model." A letter to me from RR, Ltd. refers
to it as the "Colonial Model," and states this model
was the basis for the cars used in the Alpine Trial.
It is interesting to note that the cantilever springs
do not originate with this car, but were first used on
the London-Edinburgh car and its replicas. They were
incorporated into regular production at No. 2100.
Lucius Beebe, Western historian and publisher of the
Virginia City, Nevada, Territorial Enterprise, posed
with his 1938 Rolls-Royce Phantom III sedan, 3-CP-36.
It is also to be noted that the driveshaft footbrake
was used on the Alpine Trial cars, and on all of the
"Colonial Model" cars which have come to the Club's
attention. Rear hub footbrakes do not appear to have
been used prior to the regular production cars with
lettered chassis series, late in 1913.
At this time, the "Colonial Model" modifications
were standardized on all cars produced, together with
improved braking and Dunlop wire wheels. In late 1913
and through 1914, the design of the Alpine Trial cars
set a fashion, and many beautiful touring car bodies
patterned on the trial cars were built on regular production
chassis. (Flying Lady #52-6 illustrates chassis
#20-TB, an excellent example.) A car of this type will
sometimes be referred to as an "Alpine."
Richard H. Goldberg
COLD INDUCTION TUBE FOR PHANTOM II
by A.L. and A.W. Seidenschwartz
About a year ago the exhaust heated induction tube on our Phantom II developed
several leaks. Upon close examination we discovered that the inner tube was also
badly cracked, and the exhaust gases were being drawn directly into the intake
manifold. Although these units are available, we wanted to experiment with a cold
manifold which should give increased power output especially when the engine is
warm. Therefore, we fabricated our own from a 2 1/2" steel welding elbow, a
section of 2 1/2" steel pipe and two 1/4" plates as shown on the drawing. The
welding ring was used to insure alignment and to provide a smooth inner surf ace.
All parts are available at any large plumbing supply house.
The large holes in the flanges were filed until they fitted the carburetter and
the intake manifold exactly. The exterior of the entire unit was
filed smooth and then tin coated to match the appearance of the
original casting. An aluminum cover plate was fitted over the
exhaust opening in the cylinder head, and the auxiliary muffler
and its piping was removed. The car has been driven more than
5000 miles with this modification and has performed well.
Full scale prints of this drawing are available from
our Technical Committee Chairman, Everett Pauls,
Box 1182, Dickinson, Texas. The merits of hot vs. cold
induction tube is a complicated matter. The first P-II's
had water heat, changed later to exhaust heat. One
reason for heat is to evaporate liquid gasoline which
otherwise streams along the inside wall and into the
intake ports. It may evaporate in the combustion chamber.
On the other hand, when the incoming mixture is
heated and therefore expanded, less of it by weight is
drawn in and power is lost. Anybody like to make some
tests with a dynamometer and combustion meter? Ed.
124

125
Mr. Thurm Kuiper and his 1928 Phantom I Derby
Phaeton S 175 RP, as he received a new Illinois Historic
license plate. The first plates, up to ten, were
presented on behalf of the Secretary of State, at the
Gilman meet, 1952, to those selected as judges for the
meet at the Illinois State Fair.
This "Derby," though very similar to the Brewsterbuilt
"Derby," bears coachmaker's plates, "Built by
Larkins" (San Francisco).
CORROSION INHIBITORS AND ANTIFREEZE
Several people have questioned our recommending
dichromate inhibitors, see p. 117. These are the facts:
1. Distilled water picks up O2 and CO2 from the
air. The Cu and CO2 form Cu CO3, a metallic salt of
copper which attacks aluminum as do the other heavy
metal salts. Distilled water does not always keep a
neutral pH. We found a pH of 5 - (on the acid side) in
distilled water due to acid absorption from the air.
2. The Warner - Patterson protector or any good
commercial "chromate type" inhibitor or the mixture
I described is safe when used with distilled water, and
is safe with any water as long as the pH is between 8.5
and 7.5. This range will take into consideration the
fact that some waters have high chloride content.
3. The "Prestone" or similar type ethylene glycol
antifreezes have buffers, oils and inhibitors in them
which make it unnecessary for additional protection
to be added, except that after a long period, the glycol
may oxidize to the extent that the buffers maybe used
up. Here again the 8.5 - 7.5 pH range is to be held.
4. The alcohol brands of antifreeze usually contain
buffers and soluble oils which act to keep the solution
on the basic side. The alcohol and the glycols would
both otherwise oxidize to form their corresponding
organic acids, with resultant corrosion.
5. A badly corroded aluminum cylinder head full of
salts, and corrosion product may already have several
pin holes through the head, covered by scale which will
hold water. Any cleaning action, either from inhibitors,
commercial cleaners, hand cleaning, flushing, or.alcohol
or glycol antifreezes may remove the scale and
uncover the holes.
6. The head, if left dirty, will continue to corrode
and will eventually fail.
7. We do not recommend that dichromate or chromate
inhibitors be used in addition to alcohol or glycol
antifreezes. If an individual has facilities to check
pH, and the range is kept between 8.5 and 7.5, it would
probably be safe to use the two together but no benefits
would be derived except a better cleaning action.
8. Tests are going to be run with copper, iron and
aluminum in all combinations of these inhibitors and
antifreezes and the results will be made available as
soon as we are finished. In the meantime do not mix
inhibitors and antifreezes. Everett Pauls
Phantom I, No. S 95 PM, body by Murphy of California.
When I obtained it, it had been standing in a
cotton field for over 6 years. All the wood in the body
was rotten and has been completely replaced by me.
The body is aluminum. We made new seats throughout.
The engine has been bored and new pistons, pins, rings,
timing gears, cam shaft, roller tappets and a new head
has been installed. As you can see, we got a Rolls the
hard way. This is my first R.R. and not the last by any
means. J. H. Griffin, N. C.
WARNER COOLING SYSTEM PROTECTOR
We have received the following from the manufacturers:
"Warner-Patterson's Cooling System Protector
(sold by Gulf stations and elsewhere) is a liquid preparation
representative of that type of corrosion inhibitor
known as the 'chromate type' inhibitor. Its
merit as an inhibitor is augmented by the presence of
metasilicate, borate, and carbonate ions, which also
contribute to the alkaline pH of the formula. The product
is easy to use, is inexpensive, does not become rea"dily
dissipated, and is very effective. It offers efficient
protection against corrosion of iron, copper, brass,
aluminum, zinc and tinned iron, both alone and in contact
with each other.
"It is possible that the chemical action on an aluminum
head from the tap water used could have reached
the point where certain parts, particularly next to the
stud bolts, have been eaten away to a point where there
is a very thin sheet of aluminum. Although our Protector
will stop continued action nevertheless, if the
metal is eaten thin, it might let go at any time under
pressure.
"The point is that, if shortly after installing the
Protector in the cooling system of their car a leak
develops, we naturally wouldn't want the Protector to
be blamed for it if corrosion from tap water had already
done its damage."
We have used this protector on our aluminum head
P-I. At first more corrosion products than usual came
over into the radiator tank. Then the rate dropped. We
assume the stuff at first cleaned the system and is
now protecting it. 2 six-ounce cans give adequate protection
to the P-I's 8-gallon system. The makers say
an excess of protector does no harm--Ed.
RETREADING 700x21-INCH TIRES
I know only one tire shop that can
recap this size, the Malinsky Tire Service,
212-14 W.Wendell St., Chicago 10,
Illinois. This firm does beautiful work,
and will make any sound tire new in
service and appearance. Price $22.00.
We can handle the business, or deal
directly if you prefer. Thurm Kuiper,
Gilman, Illinois.

126
OVERHAULING THE SILVER GHOST ENGINE
Part 1 - Disassembly and Cleaning
by Johnson Parker, Fred Buess and Errol Buker
We have received overhaul information from all of
these enthusiasts and have combined it here. They differ
in opinions on a few points, but agree for the most part.
A Ghost engine delivering its intended power with
smoothness and silence is a beautiful thing. It is well
worth a complete overhaul, if that is indicated. A professional
job done by authorized RR mechanics may
be beyond some owners financially, and is beyond many
geographically. However, a skilled and patient amateur
can do qu;.te a good job, if time is not at a premium.
Removing the Exhaust Union
After removal of the bonnet, radiator, and all the
innumerable rods and levers, the most difficult task
will probably be the freeing of the exhaust pipe where
Cross section of early U. S. Silver Ghost engine with
coil and magneto ignition. Right drive chassis. This is
probably identical with the contemporary British engine.
It is quite similar internally to the later twin-coil
U.S. engine except for such differences as the later
addition of replaceable valve guides, valve spring
chamber covers, etc. This drawing and the one of the
longitudinal section are taken from the owner's manual
published by Rolls-Royce of America, apparently reprinted
or at least copyrighted in 1928.
it joins the exhaust manifold. Liberal and frequent
applications of vinegar and a gasolene blow torch with
hammering on the grooves of the nut with a blunt screwdriver
and machinist's hammer should loosen it. A
wrench is provided for this nut, but may have been lost
some twenty-five years ago. J.P.
I use a commercial "Liquid Wrench" or some such
which may be no better than vinegar. The torch and
hammer sound harsh, but actually can be used with
proper technique and not leave a mark. The wrench he
mentions will seldom serve to start a fast nut at this
point. These are useful after starting and in assembly.
By the way, DeSoto special tool C-3107 (an adjustable
spanner type) is an excellent wrench for S.G. owners
who may be taking off manifolds. E.B.
As to the freeing of the exhaust union, my method
may not work for everyone, and may take a little time.
But it can be accomplished most effectively if the car
is retained in service for some time after the overhaul
is planned. At one time, I did just as Mr. Parker
did, but cracked a union nut and also broke a manifold.
Cast iron becomes brittle with age and constant heating
and cooling. A blow torch should also be avoided
(unless used with care), as heat concentrated at one
point could warp or crack the manifold. First, the
proper spanner should be obtained or made. (A pipe
wrench is not a spanner.) And if one has to hit it with
something, tap lightly with wooden or plastic mallet.
When car is idle, whenever one thinks about it, or at
least 3 or 4 times a day, go out and pour penetrating
or rust removing oil around the top of the union nut.
On days the car is driven, after the manifold is hot,
pour ammonia on the same place, and in the meantime,
keep trying to loosen it with the spanner or light tapping
with the wooden mallet. I have never seen one
that would not come off after this treatment, but there
probably are exceptions. In this case, the exhaust line
could be disconnected just in back of the front silencer,
and the front end of the car jacked way up in the air,
and the manifold, downtake and silencer removed as
a whole, from below. Then same could be dipped in a
boiling solution of caustic soda or oakite, which would
probably loosen it. Even after the overhaul is completed,
every time one has the left side of the bonnet
open, he would be wise to put a few drops of oil around
the union nut, then the next time he has to take it off,
it will come off with ease. F.B.
Removing and Cleaning Cylinder Blocks
When the carburetter, manifolds, and water connections
are off, it is best to raise the blocks with a
chain and falls (better not use rope since it stretches)
and do not allow someone used to Model T's to lift
them off by hand. It can be done, but you may break
a number of piston rings.
With the blocks off, the valves can be cleaned and
the water jackets flushed out. If you use water be sure

Johnson Parker's 1926 Silver Ghost Pall Mall tourer,
142 ML on the beautiful grounds of Duke University,
Durham, N.C. Car was first owned in Falmouth, Mass.
and coat the cylinder walls with grease to prevent any
corrosion. Rolling the blocks over on a wood floor will
free up an amazing amount of iron scale. J.P.
In order to clean the cylinder blocks completely,
the 27 nuts and the top plate should be removed from
each, as well as all the brass core plugs, the valves,
springs and lifters, and the blocks taken to the local
steam cleaner and left in his hot tank overnight. This
removes all the carbon and most of the scale from the
hard-to-get places. Any further scraping or poking
around inside the water jacket should be avoided as
yours truly punched a hole through a block by such
action. I have a pair of SG blocks rusted clear through
so take care. F.B.
Timing Gears and Slipper Flywheel
Bearings in the timing case can be a frequent source
of noise at low idle speed. In the ones that I have taken
down, the idler gear bearings have usually been loose.
It appears that RR designers may have miscalculated
slightly here! At least they used a bearing easy to buy
for replacement--Buick (and many others) use it in
their generators. It is also well worth the time to clean
up and check the famous slipper flywheel. On the S.G.
the liners are likely to last a long time, but they can
usually be cleaned to advantage.
I believe that the factory advised re-assembly of
the timing gears so that the same teeth would be in
engagement as were originally. This was to assure
silence. Even on the 2/1 gears this would be well.
It is worth the labor, incidentally, just to get those
gears out and look at them. They are beauties. E.B.
Longitudinal Section
of S. G. Engine
127
Cleaning Oil Sludge
Cleaning of sludge and carbon should be one of the
major points considered. This is necessary to assure
that the oil stay reasonably clean between changes.
Personally, I hate to see black oil come out of a Rolls
engine. Even when installing rings, I think it is worth
the extra trouble, if you can call it that, to pull the
timing case cover and drop the sump. It's wise even
to remove the roller cam follower assemblies and get
every possible bit of dirt out of the engine. Quite a
lot of hard carbon seems to form in the ring grooves
in back of the rings and it's hard to remove this carbon
and clean up the pistons properly without removing
them. Pistons are sure to flop back and forth and be
marred by the studs which protrude from the top of the
crankcase. It's also rather difficult to pull the cotters
from the wrist pin locks and to remove the locks unless
piston and rod assemblies are removed. F.B.
Cleaning out the hollow crankshaft passages maybe
a rather important item, where sludge formation has
been heavy. The plugs in the journals, as you probably
know, are ground in on a tapered face much as you
would seat a valve. Hence, they should not be interchanged.
(What is there on a Rolls that should?) E.B.
The sludge should be removed from inside the
crankshaft by removing these plugs. Some of these
plugs take a special wrench which can be made. When
all the main caps are up, flush out the shaft with solvent
by screwing a pressure gun on the nipple at the
top of the short delivery pipe leading to numbers 1, 4,
and 7 main bearings. The sludge, if not removed, can
throw the shaft out of balance due to the different
weights of deposits built up at different points. F.B.
Cleaning Cylinder Blocks in Place
Cast iron head engines and Ghosts can have their
blocks cleaned wonderfully by using a commercial
solution of hydrochloris acid with inhibitors added.
"Duclean" is put out by Dupont and is a common trade
name for this acid. It is approximately 33% in strength
and should be diluted with an equal volume of water.
A good way to clean an engine is to put a jumper hose
or pipe from the cylinder head outlet back to the inlet
of the pump and circulate this mixture for 15 to 20
minutes at 150 to 160 degrees F. The Duclean should
not be used in the radiator, however, and a vigorous
flush is needed afterwards. This material is not safe
for an aluminum head either. Everett Pauls
British Silver Ghost UG 76 Pall Mall tourer, with
its owner, C. W. Reed, N.J. Original owner was Adolph
Zukor of Paramount Pictures. The car was used for
commuting between New York and New City, N. Y.
Mr. Reed is the fourth owner, and located the car in
Nyack, N.Y. Engine number 20-149. The car seems
identical to Woodmansee's UG 62.

ROLLS-ROYCE BAZAAR
Non-commercial ads are free to members. Deadlines
for ads and notices are the 22nd of Dec, Feb.,
April, June, Aug., Oct. for issues 1, 2, 3, 4, 5 and 6
respectively. Please describe the condition of your
car accurately and keep the ad short enough to run in
5 lines or less. Do not request pictures of advertised
cars unless interested in buying the car.
Commercial ads are $1.00 per line, per issue.
FOR SALE
SILVER GHOST, '25, S 199 MK Tilbury sedan, 20-inch
wheels, new top, four new tires. Also half chassis on
18-inch wheels includes radiator, headlights, firewall,
hood--instruments, engine and gear box. Plenty of
extra parts. All for $1150. Glynn Peacock, Rte. 1,
Box 38A, Dickinson, Texas.
SILVER GHOST 1926 4-pass. close coupled Brewster
Sedan limousine. Chassis #S 374 RL, Engine #22745.
29,000 actual miles, 6 new tires. Completely overhauled
and will deliver free within 750 miles of Detroit.
Have $2281 invested, inc. surplus parts. York R. F.
Giddey, Lapeer, Michigan.
PHANTOM I 1927, #S 136 PM, Brewster opera coupe.
New top, twenty inch wheels and tires. Top mechanical
condition. $600.00. Speedcraft Enterprises, Glen Loch,
Penna. Phone: Exton 1137.
PHANTOM I--'27 Brewster Limousine chassis 357FM,
fair condition, asking $600 will consider any reasonable
offer or will trade toward Silver Ghost, preferably
a tourer. A. L. Herrin, Southwest Harbor, Maine.
PHANTOM I S 391 KP 1928 "Newport" town car by
Brewster. Rear spare hood opens to windshield. Convertible
front. All there but needs restoration. Has Va.
state inspection, sell or trade for antique or classic,
especially Duesenberg, Chrysler. W.A.C. Pettit, Jr.,
Louisa, Va.
PHANTOM I '29 Ascot phaeton S 368 LR. New Canadian
Firestones, new top, top boot, tire and trunk covers.
Motor overhauled and only 300 miles since. $2500 and
will consider trade for much older Rolls open car or
teen age Pierce. Edward S. Hansen, 312 Lakewood
Blvd., Madison, Wis.
PHANTOM I '30 Brewster sedan, maroon and black,
needs refinishing and leather in front, exceptionally
good mechanically. $550.00.
BENTLEY 4 1/4 litre convertible club coupe. Very
fine condition. Body by Mulliner. P. H. Shavney, Jr.,
1415 North 52nd St., Phila. 31, Pa. GReenwood 7-7972
PHANTOM I '30 Brewster limousine S 433 MS, engine
22339. Good condition mechanically and in appearance.
$1000. Dar Garside, Box 906, Parry Sound, Ontario
Canada. Phone 606J.
PHANTOM I '30, S 431 MR, convertible sports sedan.
Picture on page 24 of the Flying Lady. All 'round condition:
fair. $1200. Burly A. Fretwell, P. O. Box 397,
Newberry, S. C.
I.P.S.
128
PHANTOM I (S 286 KR) Brewster 5-passenger sedan
$1250.00. PHANTOM II (GN 110) Derby, Franey Landau
$1450.00. Picture on p. 124. Both cars beautifully
restored--new silver grey paint, chrome, top, upholstery,
batteries, mufflers and engine work ready to
roll anywhere. P-I has been in only two large shows
and took first prize both times. Maynard Buehler,
Orinda, Calif.
PHANTOM I Playboy Roadster. Springfield built FM.
$ 1200. Picture below. P. M. Broomfield, Carolina, R.I.
PHANTOM II Brewster 4 door sedan, left drive, 257 AJS,
long chassis, good condition. Will sell or swap for new
Morris Minor 4 door sedan. Robert L.Wilbur, 156 W.
10th St., New York 14, N.Y.
TIRES--Large stock of new and used in sizes:
650x17 700x18 700x20 600x22 500x23
700x17 700x19 700x21 500x22 600x23
Also many metric size tires. All are priced reasonable.
Send for quotation. Louis Charles, 232 Yale Avenue,
New Haven, Connecticut.
LARGE ASSORTMENT of RR parts for most models.
S. Adelman, 635 So. Columbus Ave., Mt. Vernon, N.Y.
AUTO-IMPORTS LTD.
422 N. Capitol Ave. Indianapolis, Indiana
Rolls-Royce, Bentley, Aston-Martin, Daimler,
MG, Morris, Humber, Hillman, Sunbeam-Talbot
SALON, SALES AND SERVICE - Phone TA. 2018
WANTED
WHEEL SPANNER for Buffalo Wire Wheels, instruction
manual and other tools for U.S. '27 Phantom I. A. L.
Herrin, Southwest Harbor, Maine.
SILVER GHOST fuel pressure gauge (2" diam., 0-5 lb.),
oil level checking cock and linkage, also pressure-type
gas tank cap. K. B. Anderson, 208 El Toynal Rd.,
Orinda, Cal.
PAIR of tire-mounting rear view mirrors. Donald
Weesner, 817 First National 500 Line Bldg., Minneapolis,
Minn.
RUNNING board type searchlight suitable for Rolls
tourer. Two good 20" wheels for U.S. P-I. J. H. Griffin,
Box 365, Monroe, N.C.
CARBURETOR for 1921-1922 Silver Ghost. C.W. Reed,
1 Ridley Court, Glen Ridge, N. J.
WANTED to buy--Rolls-Royce phaeton or roadster,
P-I or P-II, preferably located in New England and
good condition. Lawrence Dame, Nantucket Island,
Massachusetts.
Phantom I '29 S 397 FM with Brewster '34 Playboy
roadster body. Owned by P. M. Broomfield, Mass.