1965 Rolls-Royce Silver Cloud III

The Rolls-Royce Silver Cloud was built from 1955 to 1966, with 7,372 examples constructed.
- The Silver Cloud I: 1955 to 1958 with 2,238 produced.
- The Silver Cloud II: 1959 to 1962 with 2,417 produced.
- the Silver Cloud III: 1963 to 1966 with 2,044 produced.

The Silver Cloud I was powered by a 4.9-liter inline six-cylinder engine; the Cloud II and III used a 6.2-liter V8. The Cloud III had a remodeled interior and updates to the engine.

The Silver Cloud was a replacement for the Silver Dawn and was immensely successful both at home and abroad, remaining in production until the autumn of 1965, replaced by the Silver Shadow. It is notable as the last mainstream Rolls-Royce to employ a separate chassis.

The Silver Cloud
Introduced early in 1955, the all-new Rolls-Royce Silver Cloud and Bentley S-Type were conceived as replacements for the aging Rolls-Royce Silver Dawn and Bentley R-Type. The duo wore more modern and sleeker bodywork built atop a new box-section separate chassis, eschewing unitary construction for the time being. The brakes were updated (11-inch dum with hydraulic and assisted by mechanical servo), an automatic transmission was now standard, power-assisted steering was optional, and the suspension gained an electrically controlled damping system. The engine displacement for the dependable inlet-over-exhaust six-cylinder engine grew to 4,887cc and adopted a six-port cylinder head. Horsepower output remained as 'adequate.' Air conditioning became optional in 1956.

The majority of bodies were built with the standard Pressed Steel Company manufactured steel body shell in a four-door saloon configuration. The 123-inch wheelbase platform was joined by a longer, 127-inch platform in September 1957, offering improved leg space for rear-seat passengers. Coachbuilt bodies in two- and four-door configurations were offered by James Young, Park Ward, and H.J. Mulliner. Harold Radford offered an estate car conversion of the four-door saloon.

The Silver Cloud II
The Silver Cloud was updated for 1959 with the adoption of a Rolls-Royce-developed 6.2-liter, wet-linered V8 engine with hydraulic tappet operation. Power steering was now standard and electrically operated windows were now part of the options list.

The Silver Cloud III
At the Paris Salon of October 1962, Rolls-Royce introduced the updated Silver Cloud III. The 127-wheelbase was now the sole platform, having an overall length of 211.7 inches, a width of 74 inches, and a height of 64 inches. The engine was modified with nitride hardened crankshaft, an increased compression ratio (to 9:1), and 2-inch SU carburetors replacing the previous 1.75-inch units. Horsepower output increased by approximately seven percent, complemented by a weight reduction of around 220 lbs.

Exterior updates included a four-headlamp arrangement, the absence of sidelights from the wing tops, a 1.5-inch reduction in the radiator grille height, and a slightly increased bonnet (hood) slope. Cars built for most U.K. and European customers had a chrome badge displaying 'Silver Cloud III' in italic on the right bottom side of the boot (trunk). In April 1963, stainless steel wheel trims replaced the previous chrome-plated ones. In January 1964, the front seats became wider.

Along with the factory-bodied cars, bespoke creations from James Young and the recently merged firm of H J Mulliner, Park Ward Ltd (by this time Rolls-Royce-owned) continued to be available on the Silver Cloud III chassis. Approximately 328 of the 2,044 Silver Cloud III models wore coachbuilt bodies.

1965 Rolls-Royce Silver Cloud III
In the United States, the Silver Cloud III with standard four-door saloon coachwork was priced at nearly $17,000. Mulliner offered a two-door saloon, drophead coupe, and a 'Flying Spur' Sports Saloon. Park Ward's catalog included a two-door drophead coupe and a long-wheelbase limousine, and James Young had a two-door coupe, a four-door sports saloon, and both a short- and long-wheelbase Touring Limousine.

The 90-degree, overhead-valve eight-cylinder engine had a cast-aluminum block and head, a 380 cubic-inch displacement size, five main bearings, hydraulic valve lifters, two SU diaphragm-type carburetors, 9.0:1 compression, and produced approximately 200 horsepower. It was paired with a GM Hydramatic transmission (used under license), hydraulic front and hydromechanical rear with servo-assist, and a cam and roller power-assisted steering system. The front suspension used unequal-length wishbones and coil springs, while the rigid rear axle was supported by semi-elliptic leaf springs, radius rod, and electrically-controlled shock absorbers.

by Daniel Vaughan | May 2023