In the ensuing years it has acquired a pleasant patina, both body and leather. The colours were carefully selected to replicate those in vogue during the mids. The wood looks original, the engine runs very smoothly, and the car drives very well.
For the design and construction of a suitably regal open touring body, His Highness entrusted Windover, the long-standing and highly respected London coachbuilders who had already established an enviable clientele among the fabulously wealthy Indian Princes.
With origins dating to , Windovers were saddlers and harness-makers until the onset of the Industrial Revolution, when they moved north to engage in carriage and coach building. Windover-built carriages developed a loyal following and were in evidence throughout the British Empire, as well as the royal households of England and other European locales. As the motoring age dawned, Windover was a natural choice to produce bodies for the top marques, including Rolls-Royce and Bentley.
Zach acquired it in Its original Windover bodywork, with hours of careful polishing, remains quite simply a masterpiece of design and execution. Between and , many bright exterior components, including the lamps, window frames and radiator, were removed from the car and restored. The centre-mounted spotlight was installed, and the aluminium covers over the tank and front springs were fabricated by Mr.
Inside, the rich leather upholstery displays a very nice patina. Underhood, the massive and powerful inline six-cylinder engine has been restored and is reported to run very smoothly, in keeping with the finest Rolls-Royce tradition. Although 6YC has recently been made available in miniature form as a highly detailed scale model by the Van Dooren studio of Paris, the full-scale original is undoubtedly a must-have for Rolls-Royce collectors.
Noticeably quicker than 10EX, it developed Extensive testing was carried out on 17EX — some 4, miles, of which half was without the body. Interestingly, the car had many unique features including a shortened steering column and an engine positioned slightly forward.
Members of his family were very good clients of the company, as it was said they already owned no fewer than 26 Rolls-Royce. The Maharaja kept the car until , then sold it to a certain Ram Narain of Kanpur, an important industrial town east of Delhi. A few months later P. The Duesenberg was faster overall, while the Mercedes was good for short bursts.
But 17EX was undoubtedly the most striking of the lot. And interestingly, 17EX was sold when P. Mitter decided to acquire a Packard that was advertised to do a genuine mph. A West Bengal registration document dated indicates a transfer of ownership between one Sukosh Banerjee and Bimal Kanti Ghose, both of Calcutta, but the next long-term owner was the Raja Saheb more a landed gentry than a true royal of the remote princely state of Bhadri in the north central province of Madhya Pradesh.
But as Roy had a penchant for acquiring cars — and cash was limited — for every new acquisition he had to sell something from his collection. In the s, Molari and Vignale decided to entrust the job of restoring 17EX to Gianni Pena, who worked as a model maker for many of the coachbuilders of Turin. When the car was with Pena, the current owner came across 17EX, fell in love with it, and decided to acquire the car.
This is certainly a magnificent, one-of-a-kind Rolls-Royce with unique provenance, to say the least. Videos Pictures Wallpapers Forum. Share Tweet. Mark Smeyers. All-electric Mercedes prototype manages 1, km on one charge.
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Cruising speed depends on the gearing but Ghosts will cruise all day at 50 mph or more. Many of the touring cars and all of the more sporting Silver Ghosts were very highly geared and these can comfortably cruise at 55 to 60 mph without difficulty.
Post-war Silver Ghosts have a slightly different feel to them as they are heavier and typically somewhat lower geared but compensate for this by being better braked. The engines were designed to run slightly faster with aluminium pistons and so, although their performance is similar to a pre-war Ghost, it does not come with quite the effortless sense of ease of the early cars. However this all depends on road conditions and one needs to remember that, on most Silver Ghosts, the brakes act only on the rear wheels.
On pre cars the foot brake operates a drum on the transmission which, although powerful, was subject to dire warnings by the factory as excessively rapid stops could damage the transmission. In fact the handbook told the driver to slow the car by closing the throttle!
Fortunately, the large handbrake lever operates very effective drum brakes on the rear wheels that work well in dry weather. When the roads are wet caution is advised as, with two wheel brakes and narrow tyres a, sometimes uncontrollable, skid can be caused by heavy braking. From onwards, Ghosts had both handbrake and footbrake operated brakes on the rear axle; from the front wheel brakes were fitted with a powerful servo.
Both of these enhanced the braking capabilities significantly. Steering, apart from when the car is parked, is very precise and light with very little movement at the wheel needed to take a corner. Once underway the car is therefore both relaxing and easy to drive with top gear giving relaxed acceleration from 10 mph to 70 mph, light direct steering and very quiet engine and transmission.
The biggest noise is from the wind which varies with the type of coachwork fitted. A Phantom I is very similar to a later type Silver Ghost as the main change was to the engine, leaving the chassis, suspension, gearbox and braking just as they were on the later Ghosts. The engine was an overhead valve rather than side valve and the stoke of the engine was considerably increased from mm to mm whilst the bore was reduced from to , to reduce road taxation.
The radiator height was increased and this coupled with the large headlights and often capacious bodywork meant that both the overall weight and wind resistance increased compared to the Silver Ghost. The Phantom I, or New Phantom as it was originally known, proved popular although it had quite a short production run from to Despite this, 2, were built in the UK and a further 1, in the USA where production continued into Coachwork evolved in the s from the rather upright style suitable for the wearing of top hats to something lower and more elegant by the end of the Twenties.
The Phantom I benefited from this trend and often received very elegant coachwork from the best British coachbuilders, as by there was little strength of competition in England from domestic or foreign manufacturers. The pleasure of owning a Phantom I is often gained from the style in which one is travelling rather than being exposed to the elements, as one often is in a Silver Ghost. The style is very much of the twenties sometimes with wonderful art deco interiors.
Maintenance is very similar to a late model Silver Ghost with four wheel brakes. There are no less than 84 points to oil every 1, miles but at least this is done with an oil gun. Since the valve gear is totally enclosed it does not need periodic lubrication unlike the Silver Ghost. The US built New Phantoms were the first to have one-shot chassis lubrication, with a lever beside the driver, injecting oil to no less than 40 points around the chassis.
The Phantom I was typically rather lower geared than a Silver Ghost so that the engine could, for most of the time, be held in top gear despite the weight of the car and its coachwork. Driving a Phantom I is like driving a powerful late Silver Ghost, but you are conscious that the engine is turning a little bit faster, with a different rhythm to it. Performance depends very much on the type of coachwork and therefore gearing fitted. Larger limousines cruise at 55 mph whereas the lighter Tourers or Saloons on a standard chassis can cruise at 60 to 65 mph all day without difficulty.
Top speed is dependent on gearing and body style and varies from 65 mph for a long wheelbase limousine to over 80 mph for a light Tourer. The steering on these cars tends to be heavier than on a Silver Ghost, particularly at low speeds, due to the much larger section balloon tyres fitted.
Ride and comfort on these tyres is much improved as is the braking capability. The engines if well restored and maintained can be extremely quiet and smooth. The success of the Phantom I had given Henry Royce time to redesign completely the large horse-power car; so when the Phantom II was announced in the car made a tremendous impact.
The whole appearance of the car was changed by redesigning entirely the chassis and springing; thus, when carrying closed coach work, the overall height of the car was reduced by 9 inches mm. This gave the car a wonderfully modern low slung look, making the Phantom I seem as though it was from a different era.
For the first time, the gearbox was attached directly to the engine rather than being a separate unit. Another big improvement was the use of a centralised single-shot lubrication system replacing the need to use an oil gun to lubricate each part individually. Another significant improvement for a modern day driver is that synchromesh was fitted to third and top gears, but not to first or second. The Phantom II entered production in and the last unit was produced in Because of the Wall Street crash of and the following years of The Depression, only 1, were built.
However of these, were Continentals, built especially for the enthusiastic owner driver who particularly liked speed and performance. The axle ratio was raised to give a higher cruising speed and special dampers were fitted to provide improved control at high speed.
Over 1, examples of the Phantom II are known to have survived. The Phantom II Continental was the last car to be designed under the personal supervision of Sir Henry Royce, before his death in Built as a fast continental touring car, only examples of this model were produced.
Today their lines cannot do anything but impress and some of the two-door cars are the most elegant and stylish of all the pre Rolls-Royces. Anyone owning one of these cars will know that it will be admired wherever it appears because of the elegance of its lines and its sheer presence. The car is easier to maintain than the earlier cars, has more performance and better handling. By the time the Phantom II was introduced, many owners, particularly of the Continental, expected to drive their cars extensively without support from a chauffeur.
Keeping the car clean had been helped by improvements in the type of paint used and by the adoption of wheel discs which greatly reduced the time needed to wash the car. The previously Nickel plated Radiator shell gave way to Staybright in a form of stainless steel and, from its inception, the Phantom II had a one-shot lubrication system.
All of these features mean that the car is rather easier to keep clean and particularly to lubricate than one of the earlier large horsepower cars. It is still however a very large car. These very large six cylinder Rolls-Royces are big powerful cars and, in general, the engines are very reliable as they are quite lowly stressed. However, with the Phantom II, particularly as it was developed to deliver even more power, the engine began to show signs that it was a very big six cylinder engine that was having to work quite hard to meet the performance expectations of owners.
These engines did therefore show signs of wear rather quicker than had their predecessors. Both late Phantom Is and all Phantom IIs have aluminium cylinder heads, which were very satisfactory provided the correct inhibitors were used to prevent corrosion. These engines therefore need to be carefully checked and maintained to high standard to retain their longer term performance.
However, if this is done and if they are driven in a more leisurely style, they will have longevity and reliability. The Phantom II made a tremendous impression when new because of the extraordinary silence of the car, coupled with very strong acceleration, superb springing and excellent steering. Even today when you are close to one being manoeuvred, you will inevitably notice how quiet it is.
The acceleration by modern standards is still impressive, particularly once you are on the move. The ride and handling due to its lower centre of gravity are good for the period. Top gear flexibility is extraordinary, enabling the car to accelerate smoothly from 5 mph to a maximum around 90 mph. The high gearing enables the car to be cruised all day at 75 mph making it a wonderful long distance touring car. Synchromesh on third and top gears and on 2nd for means that gear changing using the diminutive right hand lever is much easier than on a Silver Ghost or Phantom I, particularly as one very rarely needs to change into second once on the road.
All Phantom IIs have very long bonnets and this is particularly emphasised on Continental models because of the low raked steering column and lower seating position. The effect is somewhat daunting at first sight but, fortunately, both front wings are clearly visible, making the car easy to position on the road. It was also evident that the limits of its power output had been reached and so a radical redesign was required. The Phantom III became available in and offered the most technically advanced car available anywhere in the world.
It had a V12 engine of 7. Partly due to its high cost, but also because of concerns about the political situation in the late s, only Phantom IIIs were produced before war broke out in The mid to late 30s was a difficult period for the traditional English coachbuilders. Whereas Continental coachbuilders were building exotic creations on streamlined French and Italian chassis, the British firms were still being asked to produce more upright styles believed to be more suitable for English tastes.
Coachwork on the Phantom III can reflect this conflict; the tall radiator in front of the axle line and the relatively short bonnet tend to make the PIII look somewhat short and upright when compared to the long and low profile of its Phantom predecessors.
Fortunately, some coachbuilders were able to overcome these challenges, producing cars that were at once handsome and extremely impressive, giving a strong sense of elegance and power. Owners of a Phantom III need to be both perfectionists and have deep pockets.
The Phantom III is the most complex of all pre Rolls-Royce cars and, like all such mechanisms, needs to be maintained to a very high standard to perform as was intended. That is expensive. Failure to do so will eventually lead to the car gradually deteriorating until it rapidly ceases to perform. A Phantom II then needs major refurbishment if it is to survive.
Despite this, more than have survived and are increasingly being sought after by collectors. A good one offers a magic carpet feeling as it transports you in silence with a ride that is much softer and more comfortable than any other pre-war Rolls-Royce. The engines are also remarkably smooth and very powerful. The Phantom III is the most complex of pre-war Rolls-Royces and is also a difficult car to work on since it is a V12 and many routine tasks such as changing the plugs are difficult to access.
This complexity led to many PIIIs being laid up for long periods or, worse, being run in a neglected state. Fortunately, many went to the US after the war and were well cared for by enthusiasts before in some cases returning to the UK. A good PIII once restored and properly maintained can provide very reliable and enjoyable motoring.
Several Continental owners cover high mileages each year giving both comfort and reasonably rapid transport. There are certain specific things that need to be adhered to, but the car can then be used with great confidence. Not surprisingly the judges and fellow competitors were somewhat surprised to learn the huge distance that she had driven to the show!
The PIII is inevitably large and heavy, irrespective of coachwork. The V12 is a very powerful and despite the weight gives the car impressive performance with strong acceleration, giving a cruising speed of 75 to 80 mph with a top speed of 90 to 95 mph. However increased performance and weight meant that fuel consumption drops to the 10 to 15 mpg range. The ride is excellent and the controls light and precise, with powerful brakes and accurate steering.
Equally it is an ideal conveyance for a picnic at Ascot or any other venue where its style will be appreciated. There were however a great number of the smaller horse power Rolls-Royces made only 20 or 30 years earlier that still had a great deal of life in them. They were readily available at very reasonable prices and were often snapped up by university students for their everyday transport.
The 20HP was introduced in the early s to provide a smaller less expensive car suited to the needs of the owner driver. The car was noticeably smaller than a Silver Ghost in every respect, with an engine which was half the size, a chassis and body two feet shorter overall, and a weight reduced by about half a ton. The car was an immediate success and attracted a different type of driver.
It became particularly popular with the professional classes such as doctors and lawyers, giving them a very reliable and distinguished car in which to call on their clients, without the ostentation of a Silver Ghost or a Phantom I. The first series of the Twenties had a three-speed gearbox with a central gear change and only had rear wheel brakes. In these were replaced by four wheel brakes and a four-speed gearbox operated by a very neat gear lever on the right hand side.
However, both changes added to the weight of the chassis. Compared to other Rolls-Royces the first impression of a 20HP is of delicacy and lightness. Early cars in particular have narrow wheels and tyres and Rolls-Royce made great efforts to persuade coachbuilders to give the car comfortable but light coachwork. As with the large cars a great variety of coachwork is available from two seaters up to quite capacious limousines, often built using Weymann fabric bodies to keep the weight down.
These cars all have a very vintage look to them, but because of their lightness of style are invariably very attractive. Between and , 2, were built of which a good number survive today — all over the world. Ownership of a Twenty or of any of the later small horsepower cars opens new avenues for their use. Being small and less grand they are just as well suited to going to the local pub or to even to the shops as they are to going on a tour or to a concours.
The care and attention to detail given to the construction of the chassis and coachwork can give just as much pleasure to the owner as with a larger car.
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Views Read Edit View history. Accordingly, Rolls-Royce made the announcement in September that the Phantom I chassis would be discontinued. The Phantom II's four-speed transmission, although similar to its predecessor, through a series of innovations was both quieter and smoother in operation. Other improvements found on the Phantom II included the use of semi-elliptic springs for the front axle, and an underslung design for the rear.
The new spring design, when combined with the PII's new lower frame reduced the height of the car in the order of nine inches. Phantom II production spanned a relatively brief amount of time, only six years between and In all, approximately 1, examples of the PII were produced. With the customer's choice of coachwork from one of Europe's leading firms, each individual Rolls-Royce was highly distinctive and often tailor-made to the buyer. Both H. Mulliner's proximity to Rolls-Royce and their outstanding designs of uncompromised quality resulted in a considerable number of Rolls-Royces built between the two World Wars wearing H.
Mulliner coachwork. The Sports Saloon, in addition to having unique running boards and fenders, displays a very nice restoration and a very attractive light gray leather interior. The brightwork appears very presentable, as does the dashboard and gauges, all of which indicate a high level of craftsmanship and a pronounced attention to detail during the restoration process.
Finished in a very handsome shade of blue with white striping, matched wheel discs and sidemount spares, the stately Rolls-Royce offered here displays the classic Rolls-Royce elegance one would expect. Overall a very lovely example, the Phantom II will undoubtedly prove to be a delight for its next owner and lucky passengers. Better known body styles are: Park Ward limousine and sedanca de ville; Hooper sedanca de ville.
Performance for Park Ward limousine: The Silver Dawn was the first Rolls-Royce to be sold with a standard steel body and all were exported. A few were fitted with coach-built bodies and these are very collectable.
All the Silver Wraiths had coach-built bodies. They continued in production until using the cc engine to cope with increasingly heavy bodies such as H. Mulliner sedanca de ville and Hooper touring limousine. Rolls-Royce Silver Wraith.
The Phantom II had a much-improved chassis, which made it the ideal choice for those who thought nothing of finishing work on a Friday and heading down to the South of France for the weekend. Better-known body styles were the Barker close-coupled touring saloon; Park Ward Continental coupe and Barker torpedo tourer. The Park Ward Continental would do Sir Henry Royce felt that the Silver Ghost chassis was adequately robust and could not be persuaded that the company needed an entirely new chassis.
Compromising, engineers at Rolls-Royce, through a process of careful technical advancement, managed to notably improve the old chassis. This reflected Henry Royce's personal belief in evolution rather than revolution when it came to improvements. The Phantom I, as impressive as it was, due to ever increasing competition from the United States, was soon in need of a successor. Accordingly, Rolls-Royce made the announcement in September that the Phantom I chassis would be discontinued.
The Phantom II's four-speed transmission, although similar to its predecessor, through a series of innovations was both quieter and smoother in operation. Other improvements found on the Phantom II included the use of semi-elliptic springs for the front axle, and an underslung design for the rear. The new spring design, when combined with the PII's new lower frame reduced the height of the car in the order of nine inches.
Phantom II production spanned a relatively brief amount of time, only six years between and In all, approximately 1, examples of the PII were produced. With the customer's choice of coachwork from one of Europe's leading firms, each individual Rolls-Royce was highly distinctive and often tailor-made to the buyer. Colourful Parasol supposedly "captured" at "Gruppi's" Restaurant at Cairo Note foldable map board on front side just beneath the No. Morris CS9 with sand and standard tires among Italian C.
Claude "The Auk" Auchinleck watching his retreating troops next to his Fordson guard, late June Nigel Warwick, author of " In Every Place ". Note open front armour and pennants fixed to huge Antenna. Boys 0. AT gun, 0. Bren MG as front and Vickers 0. Surviving in the desert: Always being alert and watching the vicinity. South-African Marmon-Herrington Mk. Column of Marmon-Herringtons in light stone painting with varying armament.
In Australian service, with the Spare Wheel installed to the hull side.
The Rolls-Royce Twenty built between and was Rolls-Royce's "small car" for the s and was produced alongside the 40/50 Silver Ghost and the. Detailed history of each pre-war Rolls-Royce car including ownership, name of 'The Best Car in the World' and it stayed in production through the s. The aptly named Rolls-Royce 20 HP, also known as the 'baby' Rolls-Royce, was launched in Aimed toward owner-drivers it became popular with the burgeoning.