1924 Rolls-Royce Silver Ghost

The Rolls-Royce Silver Ghost (40/50) was in production for two decades, renowned for its durability, power, quiet operation, and comfort. It was equally adept at quiet and relaxed low-speed operation for the elegant town car and limousine coachwork as it was for its rugged, high-speed motoring. Excelling in all arenas, along with its factory in Derby, Rolls-Royce set up production facilities in the United States in 1920, selecting Springfield, Massachusetts, for its access to suppliers and for the ample supply of skilled craftsmen trained in the armories and machine tool factories of the Connecticut River valley and New England.

Genesis

Henry Royce acquired a De Dion Quadricycle and, later, a second-hand ten horsepower, two-cylinder French Decauville. Used for transportation from his home to his electrical company, Royce Ltd. in Manchester, Royce was unhappy with the poor workmanship, unreliable electrical system, and vibration of the car. Although this was normal for vehicles of this era, Royce was convinced he could build a better product. Using the basic design of the Decauville, Royce began work in a corner of the Cooke Street works. On April 1st of 1904, Royce left the factory driving the vehicle he had built, and it performed flawlessly, traveling the fifteen-mile test drive without incident.

Charles Stewart Rolls was one of the United Kingdom's first racing drivers, an aviator, patriot, and industrialist, and he operated a car sales and service depot at Lillie Hall, in Fulham, London. Initially, showrooms were located in Brook Street, later moved to Conduit Street. C.S. Rolls and Co. was established in 1902 and was the largest car dealership of the day. Joined in business by his friend, Claude Johnson (then serving as Secretary of the Automobile Club), the early cars they sold were nearly all imported. The lack of a decent British motor car frustrated Mr. Rolls, so he was always on the lookout for emerging local talent.

Mr. Rolls built two more two-cylinder cars, each better than the last, but remaining true to the original design. Partner Ernest Claremont had the second car and the third went to Henry Edmunds, fellow Director of Royce Ltd. Proud of his motorcar, Mr. Edmunds boasted about his car to Claude Johnson, who passed the news to Mr. Rolls. Intrigued, Mr. Rolls traveled to Manchester and, within minutes of seeing the little 10-horsepower Royce car, was convinced he had found what he was seeking. The two men, destined to become titans of the motoring community, met in the dining room of the Midland Hotel, Manchester, and despite their dissimilar backgrounds, decided to enter business together and agreed upon the name, Rolls-Royce Motorcars. Mr. Royce left the meeting saying, 'I have met the greatest engineer in the World.'

The Rolls-Royce Motorcars, wearing the now-famous radiator shape with a badge carrying the first letters from each man's surname, made their international debut in December 1904 at the Paris Salon. The two, three, and four-cylinder cars they displayed were beyond anything else available in regards to quality and craftsmanship. In 1906, the company unveiled a six-cylinder model in a longer chassis, known as the 40/50 horsepower, at the Olympia Motor Show.

The Rolls-Royce 40/50

The Rolls-Royce 40/50 was produced from 1906 to 1926, with 7,874 examples built. The twelfth 40/50 produced went to Claude Johnson, who had all its fittings silver-plated and the coachwork painted silver, earning the nickname, The Silver Ghost. This name was later adopted for all of the 40/50 horsepower cars.

Shortly after the arrival of the 40/50, Rolls-Royce adopted a single model policy, concentrating all its efforts on the engineering and development of the six-cylinder series. During its lengthy lifespan, the model received mechanical refinements and updates, helping it remain at the forefront of luxury marques. Despite the advancements, Silver Ghost sales declined during the early 1920s (like many other luxury marques), prompting Rolls-Royce to introduce the New Phantom in 1925.

Of the nearly 8,000 Silver Ghosts built through 1926, 1,701 were from the American Springfield factory. Most of the Springfield-built cars wore coachwork by Rolls-Royce Custom Coachwork and Brewster. The early American-built cars were assembled from kits of parts brought from England. Later examples used parts from American vendors for accessories and electrical systems and expanded its manufacturing capabilities.

Derby-built Rolls-Royce models were the first to receive updated features and mechanical refinements, so the American product was late to get such improvements as four-wheel brakes. However, many of the American components were better than those available in the U.K., and the Springfield-built Rolls-Royces soon featured American-made Bosch magnetos and coil ignition, Bijur generators and starters, and American-made wire wheels. Unique styling features of the Springfield cars were tubular bumpers and drum-style headlights, and the overall coachwork was frequently less formal, better suited to owner-operation (as opposed to chauffeur-driven), and visually lighter.

Specification

Initially, the Silver Ghost received a side-valve, L-head, inline six-cylinder, 7,036cc engine, growing to 7,428cc in 1910. The engine had its cylinders cast in two units of three cylinders, a seven-bearing crankshaft with full pressure lubrication, and a large center main bearing to help alleviate vibration. Each cylinder had two spark plugs, and from 1921, buyers had a choice of magneto or coil ignition. Early models received a trembler coil. The engine produced 48 horsepower at 1,250, and by the time production ceased, output had increased to 80 bhp at 2,250 RPM. The three-speed transmission was upgraded to a four-speed unit from 1913 onwards.

In 1914, electric lighting became an option and was standardized in 1919 - the same year electric starting was fitted, and electric lights replaced the previous oil or acetylene units.

From 1906 to 1913, the wheelbase measured 135.5 inches, growing to 143.5 inches in 1913 and remaining through 1923. A 144- and 150.5-inch wheelbase was used from 1923 onwards. The sturdy chassis was built from channel-section side members and tubular cross members, with rigid axles suspended by semi-elliptic springs at the front and a 'platform' leaf-spring arrangement at the rear, though the latter soon came in for revision. Early models had rear wheel brakes operated by a hand lever, with a pedal-operated transmission brake acting on the propellor shaft. In 1913, the footbrake system operated drums on the rear axle, and four-wheel servo-assisted brakes became optional in 1923.

by Dan Vaughan

Roadster
Chassis number: 21223

The Silver Ghost enjoyed a long, eighteen years production lifespan and saw many refinements to its chassis and engine during that period. Between 1907 and 1925, there were 6,173 examples of the 40/50 Silver Ghost created.

This example is a Silver Ghost Roadster that has been treated to a body-off restoration and rebuilt to exact specifications. The entire chassis was restored and painted in red. All of the brass plated and aluminum bright-work was refinished and polished. The brass lights and gauges were completely rebuilt. The engine is the famous 7428cc L-head six-cylinder unit that promises 48 horsepower.

There is seating for two with a rear area that holds a hot air balloon wicker passenger basket mounted on a custom aluminum rack.

In 2008, this 1924 Rolls-Royce Silver Ghost Roadster was offered for sale at the 'sports & Classics of Monterey' presented by RM Auctions. It had an estimated value of $160,000 - $200,000 and sold for $118,250 including buyer's premium.

by Dan Vaughan

Pall Mall Tourer

Rolls-Royce began producing cars in the United States from 1920 until 1926, as the United States was the most important car market in the world. The British plant was backlogged with orders so it made sense to produce these wonderful cars in the United States. This car was built in Springfield, Massachusetts, in 1924. The body was built by Rolls-Royce Custom Coachworks in the style call 'Pall Mall Tourer.'

This car was restored in 1970 just prior to its successful completion of the 1973 Alpine Rally in Austria. The rally was held in commemoration of the 1913 Austrian Alpine Trials in which Silver Ghosts finished in 1st and 2nd place.

Pall Mall Tourer
Chassis number: 22883

This Rolls-Royce, chassis number S88LK, was delivered new on May 12th of 1925 to John R. Thompson, Sr. of Lake Forest, Illinois. Purchased through B.E. Adams, this car was given a Pall Mall tourer body. RROC records indicate this car was owned by W.L. McCutchen of Virginia from 1951 until the mid-1960s when it joined the Pettit Collection and was on display for a number of years at the Motoring Memories Museum. In 1974, Mr. Pettit commissioned John Griffin of Montgomery, Alabama, to perform a complete restoration. The car was finished in its current livery of Ivory with Black trim. It made its post-restoration debut at the 1976 RROC National Meet in Williamsburg, Virginia, earning Best of Show honors as well as an award for the Most Silent Silver Ghost. Between 1978 and 1980 the Pall Mall won a series of AACA and CCCA First Prize awards at such major events as the National Fall Meet in Hershey, Pennsylvania.

by Dan Vaughan

Enclosed Drive Cabriolet by Windovers
Chassis number: 7AU
Engine number: U6

Late in 1906, the 40/50hp model was introduced at the London Motor Show – albeit alongside a 30hp Barker Limousine on the stand of C.S. Rolls and Company. Soon, Rolls-Royce adopted a single model policy, concentrating its efforts in the engineering and development on the 40/50hp six-cylinder series. These were known by the name of its earliest successful example, the 'Silver Ghost.' But while Rolls-Royce stayed with a single model designation, the Silver Ghost was anything but static in engineering, design or features. The Silver Ghost swiftly established Rolls-Royce as the ultimate in luxury motoring; so much so that the company rightfully touted every vehicle as 'The Best Car in the World.'

The Silver Ghost was rugged, powerful and quiet. It would cruise all day, swallowing up long distances, in comfort and silence. Its quiet and relaxed low-speed operation was ideally suited to restrained and elegant duty under limousine and town car coachwork.

In addition to the Rolls-Royce factory in Derby, Rolls-Royce set up production facilities in the United States in 1920, choosing Springfield, Massachusetts for its access to suppliers and for the ample supply of skilled craftsmen.

This long-wheelbase 1924 Rolls-Royce wears an 'enclosed drive cabriolet body by coachbuilder Windovers Ltd. After completion, it was shipped across the English Channel for display at the 1924 Paris Motor Show. The heart of the Silver Ghost was its magnificent 7-liter engine, side valve, six-cylinder engine equipped with seven-bearing crankshaft and pressure lubrication developing 40/50 horsepower. A sturdy chassis comprised of channel-section side members and tubular cross members was suspended on semi-elliptic springs at the front and a platform leaf-spring arrangement at the rear, though the later soon came in for revision.

The car was first owned by one E.J. Mayer, Esquire, of London, England, followed by Countess Cartwright of Grammar House, Aynho, Oxfordshire, from October 1932.

Pall Mall Tourer
Chassis number: 404 MF
Engine number: 22043

This first Springfield Silver Ghost models were assembled from kits of parts brought from England. The Springfield works steadily added American vendors for electrical systems and accessories and expanded its manufacturing capabilities. Within a few years, even managers from Derby were rating the Springfield built Rolls-Royce automobiles the equal of those built in Derby.

Updates and mechanical refinements were first applied to Derby-built Rolls-Royces, then added to the Springfield-built cars. Thus, American product was late to get such improvements as four-wheel brakes. Many of the American components, however, were better than those available in the United Kingdom and the Springfield-built Rolls-Royces soon featured American-made Bosch magnetos and coil ignition, Bijur generators and starters and American-made wire wheels.

Springfield cars had several unique features, including the tubular bumpers and drum-style headlights. All were bodied with American-built coachwork, sometimes by Brewster but mostly - at least during the Silver Ghost era - by a number of coachbuilders which worked to open orders for cataloged bodies from Rolls-Royce which were then identified only as made by Rolls-Royce Custom Coachworks.

This particular Pall Mall tourer resided for many years in the collection of S. Prestley Blake. It was delivered new to a Mr. E.M. Winslow of Lynn, Massachusetts on the 24th of December 1924. It is a right hand drive chassis with four-speed side shifter. It is a matching numbers example with a new top and some new upholstery work.

by Dan Vaughan

Riviera Salamanca Cabriolet Permanent by Holbrook
Chassis number: 273KF

This Silver Ghost was bought new by silent movie star Harold Lloyd in 1924 and remained with him at his Beverly Hills estate until his death 50 years later. Mr. Lloyd owned two Silver Ghosts but neither was driven very far; this one has less than 19,000 miles on the odometer. This Ghost is totally original with the exception of the leather in the driver's compartment, which was replaced by Lloyd after it was damaged by water when his garage roof leaked. During Lloyd's ownership the car was featured in the 1954 Oscar-winning film Sabrina, directed by Billy Wilder and starring Audrey Hepburn, Humphrey Bogart and William Holden. In 1975 it was acquired by a second owner who garaged it until 2014 when it was bought by a new owner.

The car is powered by a 453 cubic inch 6-cylinder engine developing 40/50 horsepower. This Ghost has never been restored. The odometer indicates 18,900 original miles.

Pall Mall Tourer
Chassis number: 341LF

Chassis 341LF is a Springfield Silver Ghost which retains its original Pall Mall touring body. The paint and interior are original with some spot repainting. The car has very low mileage. Henry Petronis acquired and recommissioned 341LF for his wife, Gale. A new hood and tonneau were installed at that time. Gale drove 341LF on several tours. The current owners acquired 341LF from the Petronis estate. This chassis is 1 of 179 Pall Mall Touring bodies produced.

The car is powered by a six-cylinder engine developing 50 horsepower.

Enclosed Drive Cabriolet by Windovers
Chassis number: 7AU
Engine number: U6

This Rolls-Royce is from the penultimate year of Silver Ghost production. It is a long-wheelbase example with coachwork by Windovers Ltd. After the 'enclosed drive cabriolet' body was installed, the Rolls-Royce was shipped across the English Channel for display at the Paris Motor Show. The vehicle's first owner was E J Mayer, Esq of London W1 followed by Countess Cartwright of Grammar House, Aynho, Oxfordshire from October 1932.

The Silver Ghost was acquired in 2002 by its later owner via P&A Wood, having previously belonged to a Mr. J A Barber of Pangbourne, Berkshire. In 2007, the car was brought to P&A Woods for servicing, with work that included overhauling the magneto, flushing the fuel tank, repairing the fuel gauge and sender, and cleaning the Autovac. The vehicle's last MoT was to May 2013.

In 2013, this Rolls-Royce was sold at Bonham's Beaulieu, National Motor Museum auction.

by Dan Vaughan

Tourer by Barker
Chassis number: 21LM

This Rolls-Royce Silver Ghost Tourer by Barker was owned by revered collector Mark Smith from 2011 through 2022, when upon his death, it was gifted to his good friend Theodore Reimel. The Silver Ghost featured a straight-6 engine, producing 40/50 horsepower, thus its original '40/50' appellation, which later changed to 'Silver Ghost.' The striking dual-cowl body is a rare configuration of the Silver Ghost chassis, and this car was highly desirable in period - and became the ultimate collectible over time. This Barker Tourer was sequestered away in California for many years and was the object of much research by optimistic Rolls-Royce collectors. Beautifully preserved with an original polished hood and full-wheel covers from 1924, this car is approaching its centennial.

Newmarket Convertible Sedan by Brewster
Chassis number: 46LM
Engine number: E20742

This 1924 Rolls-Royce Silver Ghost originally wore a Limousine body by Barker (LS890) and was delivered to its first owner, a Mrs. Pulitzer, in 1924. It was owned by Mr. Emile Vancura from 1926 to 1928, and during his stewardship, the coachwork was upgraded from the closed Limousine style to the Convertible Sedan style. Additional work undertaken by Vancura included upgrading the car's braking system to all-wheel brakes, upgrading the radiator with one equipped with Thermostatic shutters, and replacing the 23-inch wood artillery wheels with 19-inch wire-spoke wheels.

Mr. Vancura was the chief mechanic for Brewster in New York, and his firm upgraded several other similar cars of the period.

The Rolls-Royce passed through several caretakers over the years, and, in 1979, was given its most recent restoration. It wears a dark green exterior with a matching leather interior. There is a contrasting green belt molding with cream pinstripe, and the wire wheels are painted the same green color as the pinstripe.

by Dan Vaughan

Pall Mall Tourer
Chassis number: 235KF

This well-preserved Silver Ghost was built in Springfield, Massachusetts, and purchased new by Mortimer Buckner, Chairman of the New York Trust company. In the late 1920s, the Silver Ghost was updated with P1 front axle and brakes, 20-inch wheels, twin distributors and twin blade front bumpers. Since then, the car was repainted around the 1950s and the front seat was retrimmed. In the 1970s, it was showcased at the Wells Auto Museum in Maine, where it remained until the current owner acquired it in 2020. Minor refreshments have since been made to keep the car whole and running, but this Rolls-Royce remains largely original and unrestored.

In 1906 a new model, the 40/50 horsepower, was developed with a longer chassis and a six-cylinder engine. The popularity of the new Rolls-Royce grew quickly as it developed a reputation for smoothness, silence, flexibility and, above all, reliability. In 1907 a writer from the 'Autocar' described riding in the Rolls-Royce 40/50 hp as '....the feeling of being wafted through the countryside.' Engineers at Rolls-Royce coined the word 'waftability' to encapsulate that sensation. Today it is a word that cannot be found in any direction but it is a key design and engineering criterion.

The twelfth 40/50 produced had all its fittings silver-plated and the coachwork painted in aluminum paint. This car became known as the Silver Ghost and is probably the most famous car in the world. The name was later adopted for all the 40/50 hp car and had an immediate international impact, enhanced by the coachbuilders of the day, who could produce bodies of breathtaking beauty. The Silver Ghost was, quite simply, in a class of its own.

The motor car's versatility is legendary. It overwhelmingly won every reliability trial and distance record, dominated the great Alpine Trial of 1913 and won the Spanish Grand Prix of that year.

In May 1907, Claude Johnson drove the car to Scotland and back. This run was a precursor to the Scottish Reliability Trial for which the motor car was later awarded a gold model by the RAC.

The original idea was to drive 10,000 miles without stopping the engine, but the Silver Ghost proved so reliable that the target was raised to 15,000 miles. Despite a stall at 629 miles, when rough roads shook the petrol switch to the off position, the Silver Ghost ran faultlessly for 40 days and nights.

A further challenge was designed by Napier for Rolls-Royce to compete against them in a run from London to Edinburgh followed by high-speed runs at Brooklands. But the challenge was to complete the distance without changing gear, as opposed to how far you could travel. The car, driven by Ernest Hives, averaged 24.3 mpg between London and Edinburgh and attained a speed of 78.2 mph at Brooklands.

As an armored car in the First World War The Silver Ghost delivered exemplary service to the extent that Colonel T.E Lawrence (Lawrence of Arabia) is quoted as saying, 'A Rolls in the desert is above rubies'.

In more elegant guise the Silver Ghost was the choice of the rich and famous across the globe. Kings, queens, maharajas, tsars and emperors owned them. The demand for the Silver Ghost was so high that manufacture was started in the United States in 1921 and continued in production with worldwide success until 1925.

by Rolls-Rocye Motor Cars Limited

by Rolls-Royce

The Rolls-Royce vehicles have always been the pinnacle of design, technology, and ambiance. The loudest noise that could be heard by occupants of their vehicles was said to be the clock. In 1904 engineer Frederick Henry Royce joined with the entrepreneur and businessman, the Honorable Charles Stewart Rolls. This union became known as the Rolls-Royce Company.

The Silver Ghost became available in 1906 and brought with it quality and technology to a level that had never been seen before on a motor vehicle. Most engines of the time had long and flexible crankshafts that were prone to vibration and noise. The Rolls-Royce engines had large bearings and pressurized oiling systems, secured by seven main bearings. This was then enclosed in a strong aluminum alloy crankcase eliminating much noise and creating a pleasurable driving experience for the occupants of the vehicle. The crankshaft had an accuracy of .00025 on its bearing surface. They were hand polished to remove any surface cracks left by the grinder. Instead of using noisy chains to drive the ignition, Royce used gears. Phosphor bronze and nickel steel were used in the construction of the timing gears which were then ground and polished by hand. The engine was further shortened by casting in triplets. Cooling problems and leaks were eliminated by the removable cylinder blocks and fixed heads. A Royce designed twin jet carburetor gave the engine all the breathing it required.

The Rolls Royce vehicles could accelerate from zero to top speed without shifting. Shifting during the early 1900's was a chore, with the lower gears never being smooth. It was not until top gear was achieved that the automobiles would operate properly. The Rolls-Royce Ghosts would accelerate as though they were being pulled. This feature, coupled with the vehicle's silent operation amplified the vehicle's prestige and was the ultimate driving experience of its day.

When first introduced, the Ghosts were given a four-speed gearbox with a direct drive third and an overdrive fourth. As time passed, the overdrive was dropped. The chassis was mostly conventional. Royce had fine-tuned the chassis to standards much higher than most marque's of the day. The body was held in place by a live rear axle carried in three-quarter elliptical springs. In the front, there was a solid axle supported by semi-elliptic leaf springs. Braking was by a foot pedal connected to a transmission brake. A hand brake operated twin rear drums.

Where Royce excelled in engineering, Rolls excelled in promoting and marketing. In 1906 a Ghost was entered in the Tourist Trophy Race, one of the most prestigious races of the time. The Ghost emerged victorious - well, much more than that. It had beaten the next nearest competitor by 27 minutes. Next, Rolls and Royce entered a Ghost in a 15,000-mile reliability run in 1907 which it did without incident. Upon its return to the Rolls-Royce shop, it took a small amount of money, about two-pounds or roughly ten-dollars by today's exchange rates, to restore the vehicle back to new condition.

The Silver Ghosts were entered in the Austrian Alpine Trials where the hoods were sealed shut to prevent any maintenance. The Silver Ghosts again dominated the competition and traversed the Alpine passes which were impassable for many motor cars.

This marketing worked and soon the Rolls-Royce vehicles became legendary and renowned for their durability, reliability, and style. To improve upon the prestige even further, Rolls supplied the Silver Ghosts to British royalty, a move that made sure the vehicles were seen in the right places by the right people.

The first Rolls-Royce distributor in the United States was Walter Martin of New York City, who was also a Cadillac distributor. As Cadillac continued to improve the ambiance of their vehicles, Martin naturally gave them more attention as the logistics of company location was in their favor. Rolls-Royce, on the other hand, was an ocean apart.

Over the early years of Rolls-Royce production, Brewster would become more effective in bringing Rolls-Royce chassis to America than Martin. Brewster imported several dozen chassis to supply its coachwork clients.

In 1913, the business manager for Rolls-Royce, Claude Johnson, formed a factory depot in New York and rented space from Brewster. Baker's US agent, Robert W. Schuette was appointed as Rolls-Royce distributor. At the time, Schuette also represented Fleetwood, Holbrook, Brewster, and Quinby. Around 100 Rolls-Royce's were imported over the next two years by Schuette, with around half of them bodied by Brewster.

As the First World War began to escalate, the production of Rolls-Royce automobiles slowed considerably. The factory's attention was turned to cars for military clients. Engines were produced for aircraft. By 1916, there were no more new Rolls-Royces available. Schuette and Brewster were still able to satisfy US demand for Rolls-Royce's by buying up existing chassis, renovating, and then fitting them with new coachwork.

by Dan Vaughan