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1913 Rolls-Royce Silver Ghost

The Hon. Charles Stewart Rolls of British descent was a gentleman adventurer, racing driver, aviator, and businessman. Frederick Henry Royce was an innovator, engineer, and mechanical genius. Together they birthed a motoring legend that was built atop a reputation for unsurpassed excellence.

The Rolls-Royce 40/50 H.P. was introduced at the 1906 Olympia Motor Show, where a Pullman limousine and a polished chassis were shown. The early Rolls-Royce examples were powered by a 7,036cc, six-cylinder engine until 1909 when its displacement grew to 7,428cc and horsepower to 60 bhp. Around the same time, the overdrive four-speed gearbox was replaced by a three-speed unit with direct drive on top gear in the interests of top-gear flexibility.

The '40/50' designation was in reference to its 40 taxable horsepower and 50 true horsepower. The 13th chassis built was the first 40/50 to receive the name 'Silver Ghost,' a nickname in reference to the aluminum body by Barker with silver-plated exterior fittings and a silver-plated brass plate bearing the name 'Silver Ghost.' The Silver Ghosts would build a reputation for their incredible reliability and near-silent operation, smoothness, and absence of vibration. A 1911 sales catalog stated: 'The Rolls-Royce Car is bought by people who will have the best and nothing but the best.'

Royce's uncompromising engineering standards and attention to detail helped it achieve the accolade 'The Best Car in the World'. The engine had an aluminum crankcase, copper and brass piping, brass and aluminum castings and intricate control tubes. The chassis would only leave the Manchester (and later Derby) facility only after it had been rigorously tested. While some companies built entire vehicles, Rolls-Royce resisted building coachwork, focusing solely on the mechanical aspects and chassis.

The 13th chassis, the first to wear the 'Silver Ghost' designation, became a demonstration car for Rolls-Royce, and it was first put to the test in a 2,000-mile trial under the supervision of the Royal Automobile Club. On the road between London and Glasgow, it recorded a figure of better than 20 mpg, an impressive figure considering the large engine and size of the vehicle. The car was later entered in the Scottish Reliability trials where it had to make an unscheduled stop at 629 miles caused by a faulty petrol tap shaking shut. The car ran flawlessly day and night following the trials, resting only on Sundays until 15,000 miles had been covered; thus, 14,371 miles were traveled without an involuntary stop, setting a new world record. After this accomplishment, the car was dismantled under the supervision of the R.A.C., with all parts reported 'as new.'

In 1911, a Rolls-Royce Silver Ghost chassis number 1701 journeyed from London to Edinburgh and back. The 800-mile route traversed The Great North Road and returned down the west side of the country. The entire 'trial' was to demonstrate speed, economical petrol consumption and was to be performed entirely on the top gear. Chassis number 1701 accomplished the task with 24.32 miles per gallon. Without adjustment or alteration, the car was brought to the Brooklands track where it attained a speed of 78.26 mph. Period Rolls-Royce advertising described the feat in the following terms: 'The car.... was a standard Six-Cylinder Rolls-Royce chassis of 40/50hp. The trial... was to demonstrate that the car could travel from London to Edinburgh and back entirely on the top gear, that at the same time it could show an exceptionally economical petrol consumption, and yet attain considerable speed when required. The result...... the car traveled from London to Edinburgh and back on top gear on a petrol consumption of 24.32 miles per gallon, afterward without alteration or adjustment attaining a speed of 78.26 miles per hour on the Brooklands track.'

Chassis number 1701, the Rolls-Royce that gave the new model its 'London-to-Edinburgh' designation, was the second chassis built to the new specification with a larger torque tube to carry the propeller shaft. Additional modifications included a strengthened rear axle casings and, in the case of the first two cars in the series, inverted semi-elliptic rear springs. The engine had an upgraded compression ratio, a larger carburetor, and a lightweight and aerodynamic body created by Holmes of Derby Ltd. 1701 later achieved a 101 mph time over the flying half-mile at Brooklands with Edward W. Hives driving.

In 1913-1914, a four-speed transmission with a direct drive top was introduced.

Around 188 examples of the 'London-to-Edinburgh' cars were built with the first production models being delivered to the coachbuilders in the Spring of 1912. The last example, chassis number 2699, was built in October of 1913.

Production continued in England through 1925 and in America at Rolls-Royce's Springfield facility from 1921 to 1926. Total Silver Ghost production surpassed 7,874 examples.

by Dan Vaughan

Tourer by Saoutchik
Chassis number: 2442

Electrical engineer Henry Royce, dissatisfied with the car he owned in 1903, resolved to build a better one. Within two years he had done just that. It was a predecessor of his masterpiece, the 40/50 Rolls-Royce (1906) which came to be known as the Silver Ghost model. This example is driven regularly on long trips and performs flawlessly. The owner has driven the car over 30,000 miles including across the Alps (2003) and through New Zealand in 2006. The car has the oldest known Jacques Saoutchik coachwork.

Torpedo Tourer by Portholme
Chassis number: 2491

This 1913 Portholme Tourer, Chassis #2491, was delivered to James Radley who eventually sold it to Capt. W. D. Hall of Aldershot. The vehicle was then brought to the U.S. via R. W. Schuette in 1915 and sold to E. W. Bell of New York.

It was later acquired by Ben Moser of California and was purchased from his estate in September 1933 through John Bentley with the 2nd body which is illustrated in John deCampi's 'Rolls-Royce in America,' p.22. After changing fluids and lubricating the car, we completed a Trans Continental Tour of Nova Scotia, covering over 2,500 miles. The car was sent to Hugh Mearns of West Virginia for mechanical restoration and in 1966, it was shipped to England for the FIVA rally. Following the rally, David Hemmings gave it a ground up restoration that included a replica Portholme body of original issue. Hemmings' work earned the car the Eden-Little Memorial Award (first in class) at the 1998 Annual Rally at Cottesbrooke in England.

The car completed another Trans-Continental Tour of the National Parks in the U.S. and Canada in 1998, again about 2,500 miles. It has participated in other shorter tours several times a year. This has been a very dependable tour car.

Torpedo Tourer by Portholme
Chassis number: 19MA
Engine number: 101.R

Under the long and graceful bonnet of the Silver Ghost lurked a 454 cubic-inch L-head, six-cylinder, side-valve engine. It had an aluminum alloy crankcase and a timing drive, and an ignition that was driven by gears. This engineering marvel ran without a puff of smoke and in complete silence. This accomplishment did much to boost the vehicle's appeal. In a time when operation of a motorcar was noisy, smoky, and dirty, the Rolls-Royce reigned supreme.

This 1913 Rolls-Royce Silver Ghost Torpedo Tourer was offered for sale at the 2007 RM Auctions held in Amelia Island, Florida. It was estimated to sell between $600,000 - $750,000. It is powered by a 7248cc six-cylinder engine capable of producing nearly 50 horsepower. There is a four-speed manual gearbox and rear-wheel mechanically operated service and emergency drum brakes. There are four doors and it has right-hand drive.

The car was originally fitted with a Hooper Landaulette body planned to be exported to India. Plans changed, and the car was sent to New York City and into the care of Alfred Gwynne Vanderbilt. On a voyage from New York to Liverpool aboard the Lusitania, the ship was attacked by a German U-Boat and sank in less than 20 minutes. It was reported that Mr. Vanderbilt worked heroically to save the lives of many of the passengers and help them get to lifeboats. Mr. Vanderbilt and his valet were among the many, over 1000 passengers, who lost their lives that day.

Ownership of the car passed to his wife who kept the car until the late 1920s. The history from this point to the 1950s is not known for certain. What is known is that by the late 1950s, the car was in the care of Mr. Charles E. Lowe of Wethersfield, CT. The chassis remained in tact, but the body had been removed.

Mr. Lowe kept the car for nearly 40 years. It passed to its next owner who commissioned a comprehensive restoration. Penny Coachbuilders of Kingham was commissioned to create a new torpedo tourer body. The body was built in the style of Portholme Motor Coachworks and mimicked the body created for 17RB. The exterior is finished in white with light green accents. The interior is finished in dark green leather. The hood is finished in polished alloy.

During the restoration, the car was treated to several upgrades to make it even more enjoyable on touring expeditions. There is an engine oil filter and temperature gauge, a socket for a cell phone, rear brake lights and turn signals.

Though it is not an original car, its recreation was done to high standards, with excellent attention to detail. All of the modern upgrades have been carefully concealed and its period attire is prominent throughout the vehicle. It is a vintage automobile with a few modern enhancements that will make it a pleasure to drive on long-distance trips. Apparently, these features of the vehicle were greatly appreciated, as bidding drove the selling price above the estimated value. The vehicle found its next owner for the price of $852,500.

by Dan Vaughan

London to Edinburgh Tourer by Cann

This 1913 Rolls-Royce Silver Ghost London to Edinburgh Tourer has coachwork by Cann. It was shown at the 2006 Pebble Beach Concours d'Elegance.

The bodystyle name 'London to Edinburgh' was given in recognition of the Silver Ghost which traveled the journey and back in top gear without any involuntary stopping. The car achieved a fuel consumption that averaged about 28 mpg, as low as 24 and as high as 32. After this amazing feat, the car was immediately brought to Brooklands where it was driven at 78.62 mph. No adjustments or tuning had been made to the tourer.

The London to Edinburgh bodystyles were built in similar fashion to the car that had completed the journey. They were given with higher gears, higher radiators, and lightweight bodies. Their engines were given slight modifications.

by Dan Vaughan

London to Edinburgh Tourer by Mulliner
Chassis number: 2517
Engine number: 17P

In 1913, this Rolls-Royce 40/50HP Silver Ghost with chassis 2517 was ordered. It was fitted with a custom six-seater Torpedo body with coachwork handled by H.J. Mulliner. The original owner was the Maharaja of Patiala, Maharaja Bhupinder Singh, who held forth over the state of Patiala from 1900 to 1938. It is rumored that he married ten times and had 200 concubines and eighty-eight children. His Rolls-Royce rivals those rumors, as it was fitted with many custom features and luxury items. It came equipped with a Cobra horn, running-board coverings, tool roll, and a pair of jump seats. The larger-than-life persona of the Maharaja can be seen throughout the vehicle.

The Maharaja was a favored client of Rolls-Royce and was given the opportunity to order the first Rolls-Royce Twenty. He accepted, but went a bit farther; he ordered a whole fleet of them. Years later, during the 1930s, Rolls-Royce did not accept any orders from Maharaja Bhupinder Singh. In retaliation, the Maharaja assigned his Rolls-Royce cars to the streets, to be used for trash pickup. Only after Rolls-Royce relented did the Maharaja recall his fleet of Rolls-Royce from civil duties.

In 1985 this Rolls-Royce chassis 2517 was acquired by Richard Solove in India. The car was not in running condition, though solid and in fair condition throughout. It wore London-to-Edinburgh Tourer coachwork which it still retains in modern times. It was brought to running and driving condition and driven across Patiala and Pakistan to Karachi. Upon arrival, it was sent to Britain and to Jonathan Harley's shop where a four-year restoration was performed.

It is painted in a deep green with open Ghost coachwork mounted on a Colonial Silver Ghost chassis. The interior is tan leather accented by an abundance of light varnished wood trim and nickel brightwork. There is a crystal decanter and four matching tumblers. There are five bright plated wire wheels with one being an off-side mounted spare. The bell headlights are nickel-plated, as is the Charles Sykes' Spirit of Ecstasy radiator-cap mascot.

There is a four-speed manual gearbox and its six-cylinder L-head engine produces 50 horsepower. In 2007 it was brought to the Gooding & Company auction held on Pebble Beach, Ca where it was offered without reserve and estimated to sell for $1.0 - $1.5 million. Bidding surpassed those estimates as this gorgeous automobile with its magnificent history was clearly seen as the centerpiece of any fine collection. When the gavel struck for the third and final time, the lot had been sold for $1,870,000 including buyer's premium.

In 2010, this car was offered for sale at the 'Sports & Classics of Monterey' presented by RM Auctions. It was estimated to sell for $1,000,000 - $1,500,000. Bidding reached $800,000 but was not enough to satisfy's the car reserve. It would leave the auction unsold.

by Dan Vaughan

London to Edinburgh Tourer by Barker
Chassis number: 52MA

This Silver Ghost Barker Torpedo was constructed on a London to Edinburgh chassis for R.G. Reed of St. John, Newfoundland, and a director of the Bank of Montreal in London. Barker Torpedo coachwork with a nickel finished was supplied, and the completed car was shipped to Canada where it remained for many years. This car luckily survived the confiscations of World War I, wherein almost every Ghost was rebuilt into an armored car. This car survived only because of its Newfoundland location. Discovered by Gord Smith in St. John in the late 1940s, the car was originally restored by Joe Lorey of Cleveland and subsequently driven over 100,000 miles, including five transcontinental tours by Tourmaster Millard Newman. Since 1996, the owners have driven the car another 100,000 miles across North America and through about 30 states. It has recently been restored once again.

Tourer

One of the most severe tests for motor cars before World War I was the Austrian Alpine Trails. The extremely steep grades of the mountain passes were guaranteed to take their roll on both the cars and their drivers. In the 1912 Trials, a Silver Ghost driven by James Radley failed the demand of an incline and only when the passengers had left the car and helped by pushing it, did the car get underway again. Rolls-Royce was shocked and immediately set out to identify the reasons for the car's failure, since Silver Ghosts had been tested on equally steep inclines in Scotland. Rolls-Royce had not taken into account the lower atmospheric density of the high Alps. The solution to these challenges was known as the 'Continental' model, which had a taller radiator for better cooling, a larger carburetor and the addition of a lower ratio fourth gear for better hill climbing. On their return in 1913, Radley and his Rolls dominated the rally with a top speed of 80 mph. This car has the 'Continental' modifications. It is fitted with a recreation of its original Portholme Tourister body, and has toured over 25,000 miles since restoration in the late 1990s.

Tourer by Robertson of Glasgow
Chassis number: 1NA

This chassis number 1NA was ordered in October of 1913 and duly sold to Rolls-Royce agents L.C. Seligman of Renfrew St. Glasgow. They were to commission respected coachbuilders Robertson of Glasgow to build coachwork for their customer, J.Neilson of Mollance, Castle Douglas, Scotland. The car remained in Neilson's family until his death in 1935. The car then passed to the 'motor hirers & repairers', James Henderson, also in Glasgow. There it was converted to a refuse truck. It remained with them until 1959.

In 1959, the car was bought by motoring historian and illustrator George A. Oliver. In 1973, Oliver sold the vehicle to Thomas Love. Love began a painstaking restoration, the coachwork being entrusted to Perth craftsman, John Bodman, to the design of Cyril Fox. After Love's death in 2009, the current owners acquired the car.

The car is finished in maroon livery with black mudguards and furnished in black leather upholstery in front with cloth to the rear with two occasional seats and the essential cocktail cabinet. Driving equipment including C.A.V. lighting to the front and driver's helmet rear lamps, offside-mounted spare rim and tyre, Rotax 'Clarion' bulb horn, and a brass rearview mirror. Dashboard equipment includes an Elliot 0-60mph speedometer, fuel and oil pressure gauges. A sliding glass division allows easy communication with the rear passengers. The rear doors feature railway carriage-style drop-down windows and passenger grab slings.

Tourer by Hooper

1911 was the first year that Mercedes used drive shafts instead of chain drive. The car automatically lubricates its steering and universal joints while it is being driven. The body was supplied by Maythorne & Sons, an English coachbuilder. The advanced styling on this car includes front doors and a curved hood. The 7.5-liter four-cylinder engine with a 'T' head produces 50 horsepower.

This car was a chassis when found. The body was designed by Osmond Rivers Designer at Hooper & Company of London. After restoration in 1973, it was entered in the Great Alpine Rally 1913-1973. It was driven all across Europe to the start of the rally. It was the Overall Winner of the Rally. It has since participated in five Transcontinental Rallies, over 20 Glidden Tours as well as most Silver Ghost Association tours. It is still actively driven and has over 110,000 miles since restoration. It reportedly cruises comfortably at 53/58 mph and has a top speed of about 78 mph. It is fitted with a four-speed gearbox and other improvements and is known as a Colonial model Silver Ghost. The current owner has owned the vehicle for 35 years.

Town Carriage by Mulliner

This elegant closed car has very stylish lines with a distinct sporting flair, which was unusual for Rolls-Royce. The Silver Ghost 40/50 H.P. engine was an engineering masterpiece, smooth and powerful. This Town Carriage with coachwork by H.J. Mulliner was first registered to Cecil Chandlis of Sussex, England.

London to Edinburgh Tourer by Barker
Chassis number: 2380

The stated goal of Rolls-Royce early on was to take on and defeat all comers, in speed, endurance and in hill climbing competition. The Rolls-Royce Silver Ghost was a marvel of build-quality and sophisticated engineering, offering near silent operation and a luxurious experience. In case after case, they proved their point and were soon declared to produce 'The Best Car in the World.' On such competition, run by the Royal Automotive Club, was a top gear run between London and Edinburgh followed by a timed speed trial. In preparation, Rolls-Royce fitted a lightweight aerodynamic body to a chassis with a modified engine. It had a stronger torque tube for the prop shaft, strengthened rear-axle casings and, in the case of the first two cars in the series, inverted semi-elliptical rear springs to allow the car to sit closer to the road. This became known as the LtoE. In September of 1911, an LtoE bested the competition by attaining a speed of over 78 MPH and recording fuel consumption of over 24 MPG. The first car (chassis number 1701) was finished with an elegant lightweight tourer body by Holmes of Derby.

Rolls-Royce built 88 London to Edinburgh Specification Silver Ghosts and 35 are known to still exist.

This London-Edinburgh chassis number 2380 was delivered to Charles G. Walker of Boston, Massachusetts on June 11, 1913. It wore coachwork by Barker at that time. The second owner donated this car to the Henry Ford Museum in Dearborn, in 1941. The museum removed the body and displayed it as a chassis. In 1968, well known collector Sam Scher acquired the car and had the current replica Barker touring body fitted. After ownership by three other prominent collectors, the present owner acquired it in 2005, and did extensive restoration work. The current caretaker acquired the car in 2017.

Touring by Brewster
Chassis number: SG 2477

This Silver Ghost Alpine model was originally equipped with a cabriolet body by A. Mulliner. The Alpine was built with a larger radiator and a four-speed transmission to facilitate Alpine driving. Years later, a Coup de Ville body by Pinin Farina was installed by Rolls Royce. That body was later removed by the factory and discarded. However, the owners learned that the new Phantom was being debuted and decided to purchase one. The chassis of SG 2477 was subsequently sold to the Marchesse Dela Valle, of the Italian Royal Family. The chassis was donated to the Biscaretti Museum, in Turin, Italy, in 1983. They mated it to an American made Brewster body from a 1914 Silver Ghost, 43YB.

SG 2477 was restored in the early 2000's. The same owners acquired 43YB sporting an American made Brewster body. In 2014-2015, they removed the 1914 Brewster body from #2477 and placed it on 43YB. The 1983 vintage Brewster Touring body was refitted to #2477.

Roi-des-Belges Tourer by Wilkinson
Chassis number: 2617
Engine number: 11A

This 1913 Rolls-Royce is fitted with coachwork from Wilkinson and Sons of Derby. The car is powered by a side-valve inline six 7.4-liter engine developing 40/50 horsepower coupled to a 3-speed manual gearbox. A full set of records confirm this chassis was dispatched from the works on October 25, 1913 fitted with the engine that still remains today. The completed car was sold to an Australian retailer Anthony Hordern where it became known as 'The Hordern Ghost.' The Hordern family owned many Rolls-Royce vehicles over a period of time and just like this model, it was passed on to survivors and remained in the family for many years.

London to Edinburgh Tourer
Chassis number: 2371
Engine number: 10.K

The Rolls-Royce 40/50hp 'Silver Ghost' is a marvel of sophisticated engineering and build-quality, capable of delivering near silent operation and a luxurious experience for drivers and passengers alike.

This 1913 Silver Ghost, chassis number 2371, is one of the coveted London-to-Edinburgh specification cars. Original build sheets indicate this car was a direct copy of chassis 2148, which was a direct copy of the famous '1701' works car.

Originally clothed in a popular Torpedo style body by Barker, 2371 was delivered new to one Albert Janesich of the illustrious Janesich Jewelry family. Highly detailed notes on the factory build sheets indicate it was specified with Rudge-Whitworth wire wheels, Dunlop grooved tires, CA Vandervell lighting, multiple Brooks trunks, cobra horn, speedometer calibrated in KM and an additional cloth. Janesich's fabulous new Rolls-Royce was briefly registered in the UK, though very soon sent across the channel to Paris. Originally finished in silver gray with ivory lines and upholstery, it would have no double been a striking machine to see motoring the streets of Paris in its day.

Chassis 1701 was the second car to receive an improved specification that included a massive torque tube sending power to the strengthened rear axle, larger carburetor and a higher compression ratio engine. Fitted with a sporting, close coupled light-touring body by Holmes of Derby, Ltd., chassis 1701 completed the entirety of the 800 miles challenge in top gear, achieving an average consumption of 24.32 miles per gallon. Later, the same car achieved 78.26 miles per hour at Brooklands.

London to Edinburgh Tourer by Wilkinson

The legendary Rolls-Royce model first introduced in 1906 was not initially referred to as a Silver Ghost, rather the 40/50, denoting its 40 taxable horsepower and 50 real horsepower. The first 40/50 to bear the name Silver Ghost was actually the 13th chassis to-be-built. The name stuck and Silver Ghosts became renowned not only for their incredible reliability but also for their virtually silent operation, smoothness, and absence of vibration. Production continued in England through 1925 and in America at Rolls-Royce's Springfield, Massachusetts, facility from 1921 through 1926.

A total of 169 London to Edinburgh chassis were built between 1911 through 1913. This example was originally fitted with a two-seater Thruppy & Maberly body and was featured at the Olympia Motor Show in 1913. The car now carries a tourer body, which is noted for its low-profile lines. An interesting feature on this car is the rare Gabriel 10-note exhaust organ, which enables the driver to play tunes through the exhaust.

Open Sports Tourer

It was actually the twelfth 40/50 chassis that initiated the name Silver Ghost. Sporting a touring body by Barker, Chassis No. 60551 wore aluminum paint and silver-plated lamps and fittings and a plate affixed to its dashboard bearing the now-famous name. Rolls-Royce used it as a demonstrator to both successfully promote the reliability and mechanical competence of its latest product.

This car has the Continental feature that proved necessary in the Australian Trials of 1912. It has the higher (22 inches) radiator, the large 'square flange' L.E. type carburetor and cantilever rear springs for ground clearance. The 7,248 cc inline six-cylinder engine produces 48 horsepower which is transmitted through a four-speed gearbox.

It was first delivered as a chassis to James Radley. Radley's Portholme Aeroplane Company built a Torpedo Touring body and fitted it to this chassis. It was refitted with a body in its original configuration and received a full restoration in the 1990s, retaining all of its original components.

Tourer by Barker
Chassis number: 2612E

In July 1913, the year before the First World War began; Alice Mary Longfellow, daughter of poet Henry Wadsworth Longfellow, was in the middle of a two-year European tour. Chauffeured by her driver Walter Critchell, and accompanied by her maid Sarah, she would soon be joined by her niece Erica 'Bunny' Thorp. The group was traveling in style in Alice's Pierce-Arrow, but Alice was not content. She inquired about purchasing a Rolls-Royce which is documented in roughly 40 letters from the Rolls-Royce Company. She received this car in 1913 and owned it until her death in 1928. In 1930, the car was acquired by Alan Bemis, professor of physics and director of the Weather Radar Research Project at MIT. Bemis used the car to transport weather observation equipment to the top of Mt. Washington during the 1930s. He donated it to the Museum in 1989.

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