Dedicated to Rolls-Royce & Bentley Motorcars ... - Magazooms

Dedicated to Rolls-Royce & Bentley Motorcars ... - Magazooms

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

Dedicated to Rolls-Royce & Bentley Motorcars January / February 2009 09-1

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january/february 2009

The proper way to take a photo—no point and shoot cameras for these pros. See p. 9144 for more.


Wrapped Up in Rapson’s

Inventions: Part I 9132

Owners and Their Cars:

John Ellison—A Bespoke

Enthusiast 9144

2008 Monterey Auction

Impressions 9149

The 2008 Cross Border

Fall Tour 9152

Derby Bentley

Anniversary 9159

From the Archive:

W.O. Bentley 9162

The Curious Story of

B11AE 9163

“Review of the French

Motor Industry” A 1945 Memo

by Walter Sleator 9168

technical feature

The Ignition is Pointless 9166


Conduit 9129

Book Reviews 9174

Bazaar 9177

On the Cover

1929 P I (109WR) Barker tourer

Owner N. Numata

This car was originally ordered by J.

Pierpoint Morgan. It is specially fitted with

interesting items such as a high top because

JP Morgan didn’t want to remove his top hat

when he sat in the back seat.

It was ordered in all chrome, at a 10% premium

and has Barker dipping lights which

turn side to side as well. It also came with

canvas leather coveralls for the sides and the

back to protect the leather during touring.

Larry S. Glenn

Annual membership dues are $60, $30 of which is for a

subscription to The Flying Lady for one year. New members

pay a $25 initial processing fee. Regional membership

dues vary, but joining is highly encouraged.

Multiple Winner of IAMC

& Golden Quill Awards

9128 THE FLYING LADY January / February 2009

Doug Gates

RROC, Inc.,

191 Hempt Road

Mechanicsburg, PA 17050 USA

800-TRY-RROC / 717-697-4671

fax 717-697-7820, email:


Sabu Advani

6860 N. Alvernon Way, Tucson, AZ 85718

ph/fax 520-615-6484,


Jon Waples

3231 Sherbourne Rd., Detroit, MI 48221-1814



Larry S. Glenn

8500 Reservoir Road, Fulton, MD 20759



André Blaize (FRA), Tom Clarke (UK),

Barrie Gillings (AUS), Rubén Verdés (FL)

Vice-President, Communications

Rubén Verdés




Marcia D. Quiroz

The Flying Lady (ISSN 0015-4830) is a bi-monthly

publication of The Rolls-Royce Owners’ Club, Inc., a nonprofit

corporation, 191 Hempt Road, Mechanicsburg, PA

17050, USA. Printed in USA. Periodical postage paid at

Mechanicsburg, PA 17050, and additional mailing offices.

Postmaster: Send address changes to The Flying Lady,

191 Hempt Road, Mechanicsburg, PA 17050 USA.

Copyright ©2009

by the Rolls-Royce Owners’ Club, Inc.

The trademarks “Rolls-Royce,” “R-R” Logo and the

Rolls-Royce” Badge device are the trademarks of Rolls-

Royce plc and are used by the Club under license.

The Club and the editors aim to publish accurate

information and recommendations, but neither assumes

responsibility in the event of claim of loss or damage

resulting from publication of editorial or advertising

matter including typographical errors. Statements

of contributors are their own, and do not necessarily

reflect Club policy.

ride-along enclosed

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

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From the


The National Tours in

2008 were a huge success

and the Pacific

Northwest Fall Tour,

described in this issue,

was no exception. My thanks

to tour hosts Phil Birkeland

and David Stocks.

You have all received the

2009 Desk Diary. This outstanding

diary covers the

Williamsburg Annual Meet

and many other interesting



As part of the annual election process

last November, the membership voted,

and approved, a completely revised set

of bylaws. These new bylaws took effect

January 1, 2009. While there are many

changes in the new bylaws, two very significant

changes impact us right away. First,

there will be an Annual Meeting which will

be very similar to annual meetings held

by publicly traded companies. Our first

Meeting will be held in conjunction with

the Annual Meet in New Orleans. Second,

we will be electing directors at that Annual

Meeting. You will receive candidate biographies

and your ballot four to seven weeks

prior to the Meeting. If you are unable to

attend the Meeting, you may vote and send

your ballot to HQ before the Meeting.

The 2009 Annual Meeting of the RROC

Membership will be held on Tuesday, June

16, 2009 at 1:00 pm EST in the River Bend

Ballroom on the 2 nd floor of the meet

Feb. 20–21

May 3–8

Sept. 13–19


events, including collecting

RR/B toys and stamps.

My thanks to Phil Brooks,

who has put so much hard

work and time into writing

and collecting articles of

interest to our members, for

making this one of the best

Calendar of Events u.s. and overseas

ABM, Mesa, AZ

Spring Tour, VA


Fall Tour Route 66 (LeBoy)

Contact RROC HQ to register for RROC events

(listed in roman). Scheduling/information:

VP Activities, Rick Barrett, ph. 248-647-4403

For regional events please visit

Diaries ever. Your first

entry should be the 2009

Spring Tour, May 3–8, of

the Shenandoah Valley,

hosted by Phil and Sue

Brooks, as this promises

to be a wonderful tour.

For two years

the RROC Board of

Directors has worked

extremely hard on creating a

new set of Bylaws, because

after fifty years of revisions,

the old Bylaws were confusing

and contradictory. The

idea was to make the Bylaws

concise while creating a

new Policy & Procedures

hotel, the Marriott Convention Center,

859 Convention Center Boulevard, New

Orleans, LA 70130 USA.

At the Meeting you will be asked to:

• approve a report by the president;

• approve a report by the secretary;

• approve a report by the treasurer;

• approve the audited accounts for fiscal


• ratify the appointment of Hamilton &

Musser, P.C. (Mechanicsburg, PA) as the

Club’s independent registered public

accounting firm for the 2009 fiscal year;

• elect seven directors to serve for one year

on the Board of Directors;

• elect seven directors to serve for two

years on the Board of Directors;

• comment or ask questions of the officers

and directors.

Full Members as of the date of the mailing

of the ballots are entitled to vote at the

Annual Meeting.

By Order of the Board of Directors

Future Annual Meets

2009, June 15–21 New Orleans (Borchert)

2010, July 19–24 Ontario (Popp)

2011 Lake Tahoe, CA (Kilburn, Heath)

All editorial contributions go to the editors, addresses above. Deadlines 2/1, 4/1,

6/1, 8/1, 10/1, 12/1.

Direct all other correspondence, including change of address or complaints

re delivery to the relevant Club officials or to HQ. All ads, whether classified (the

Bazaar) or display, go to the Ad Manager at Club HQ.

Manual to govern Club operations,

which specifically

supports the new Bylaws.

The new Bylaws and Policy

& Procedures Manual took

effect January 1. They were

overwhelmingly approved

by the membership and can

be viewed on the RROC

web site. My sincere appreciation

goes to the Bylaws

Committee, chaired by

Sharon Rich, and the Policy

& Procedures Committee,

chaired by Rick Barrett, on

a job well done. I am proud

to say that all of our board

members and all of the

committees have worked

extremely hard governing

the Club.

The Meeting of the

Board of Directors is scheduled

for February 20–21.

At this meeting I will step

down and Gil Fuqua will be

our incoming President. He

has served this club and contributed

so much already,

serving on both the Bylaws

and the Policy & Procedures

Committee, and holds the

position of Executive VP

of Activities and prior to

that, RROC Treasurer and

Tech VP.

During the past two

years, it has been my honor

and pleasure to serve as

your President and I thank

the Board of Directors, HQ

staff, and all of my friends

and members for their kind

support, and also my wife,

Michelle, who has managed

our business and has supported

me in all my endeavors. I

look forward to serving the

club as Honorary Chairman

and working with the new

Board in the upcoming year.

May you all have a happy and

blessed New Year! Michelle

and I hope to see you on

a future tour and the New

Orleans Annual Meet!

Sincerely, Robin A. James

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

January / February 2009 THE FLYING LADY 9129

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Bentley Motors

Annual Business Meeting

Feb. 20–21, Mesa, AZ.

The Meeting of the Board

of Directors will be held at

the Phoenix Marriott Mesa,


Judging Training Sessions

Chief Judge John Rich has

scheduled two training seminars.

The first will be held

in Houston (February 28–

March 1), the second in St.

Petersburg (March 7–8). If

you are planning to attend

the New Orleans Meet, and

have an interest in learning

about RROC judging

and serving as a judge, you

are invited to attend one

of these two free sessions.

Registration is limited to 25

members and acceptance is

on a first-come, first-served

basis. To register, contact

Eileen Dilger at RROC

HQ at 800-879-7762 or


RRF Tech Seminar

April, date tba, at RRF

HQ. Removal of a Derby

Bentley head, hood, grille,

and front gear cover.

Diagnosis, adjustments,


2009 Spring Tour

May 3–8, VA. Phil and

Sue Brooks are hosting

a Spring Tour in the

Shenandoah Valley.

2009 Fall Tour

Sept. 13–19, details tba.

Travel Route 66 from

Chicago to St. Louis.

Hosted by Phil LeBoy.

20˝ 5-spoke, two-piece “Bright Finish” alloy wheels with

255/40 ZR20 Pirelli P Zero tires, “Le Mans” front fender

vents, dark tint matrix grille, retractable Flying B mascot.

Choice of 42 exterior paint colors, door mirror mountings

finished in body color. Three-layer canvas roof deploys in

25 seconds. Beneath the front and rear, carbon fiber crossbracing

reinforces the whole bodyshell, while adding far

less weight than steel.


Power on Ice (Nov. 25,

2008) From Feb. 16–March

10, 2009 Bentley will host

for the fourth time threeday

driving events on a

frozen lake in Finland. For

an all-inclusive price of

€7,7590–8,990 you too—

if you can cope with -4 to

-22º F—can whip around

560–610 hp Continentals

a mere 35 mls from the

Arctic Circle.

Finnish rally star Juha

Azure T (Nov. 12, 2008) A twin-turbocharged 500 hp

Azure with Bentley T styling cues makes for a stylish,

sporting, driver’s car. The 11% increase in power and 14%

increase in torque over the

standard Azure raise the top Diamond quilting to

speed to 179 mph (288 km/h) seats and door panels.

and give a 0–60 mph time of A new hide-covered

5.2 seconds (0–100 km/h in trunk rail with coordinated

leather trim and

5.5 sec). Although many of the

most desirable Mulliner options a chrome strip along

are included as standard, the top edge gives the area a tidier appearance. Embroidered

Bentley anticipates that the Bentley emblems to front seats and rear seat center. Choice of

majority of buyers will request 8 unbleached veneers and 25 hides. Instrument faces in black

additional enhancements. rather than parchment. Engine-turned aluminum finish to fascia.

Kankkunen and his team

will serve as instructors. If

fast cars on ice make you

nervous, try your hand

at bobsledding, snowmobiling,

and all sorts of

other activities included in

this excursion.

Top-notch accommodations

are in the small town

of Ruka, one of Finland’s top

ski resorts, 500 mls north of

Helsinki. Contact your dealer

or .

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

Bentley “Jewel” fuel filler cap is

made from billet aluminum.

9130 THE FLYING LADY January / February 2009

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Bentley Motors

News From The Rolls-Royce Foundation


Foundation Museum and Research Library recently completed

a move from its Mechanicsburg, PA headquarters to its

Mechanicsburg, PA headquarters. Confused? A simple explanation

is in order. Members of the Board of Directors, staff

and volunteers reorganized the 5,000 sq ft public portion of

the facility located at 189 Hempt Road adjacent to the RROC

offices. The library, office and research facility were formerly

located in the rearmost corner of the “showroom.” Being relocated

closer to the entrance will enable staff to better monitor

the building while the reorganization offers more room for

displays, including the Foundation’s collection of motorcars,

artwork, and automobilia. Staff is busy filling the bookshelves

and organizing data which is being cataloged to provide better

access for research and member services. Currently eleven

Rolls-Royce and Bentley automobiles are on display ranging

in age from a 1929 Springfield Rolls-Royce P I limousine to a

1985 Rolls-Royce Silver Spirit.

Behind the scenes storage is being organized and updated,

too. The Foundation’s extensive collection of parts, literature,

and factory service records have been tidied up for better

access. In cooperation with the RROC, service records have

been desensitized (i.e. removal of personal information and


RROCA Editor

At the recent meeting of the

RROCA Federal Council,

Praeclarum editor David Neely

announced that after four years at

the helm it was time to move on.

His tenure will end with the April

issue at which time Tim Dean

takes over. Tim is president of the

Victoria Branch and was their newsletter

editor. We congratulate David

on 29 splendid issues and the positive

contributions he made; we

wish him well on his next enterprise

and extend a hearty welcome to the

fraternity to Tim Dean.


2008 Annual Meet: FL p. 9020 listed

the 2 nd place winner in Class

115C incorrectly. The owner’s correct

name is Burton Hunter.

Pininfarina: FL08-5 p. 8994

described 1952 Mk VI B332MD

as “reportedly having an H.J.M

dhc body now.” P & A Wood advises

that this car is currently on their

premises, with its original body.

The owner is researching its history;

contact him via .

phone numbers) and are being digitized for future use. Are

you looking for a specific part or possibly the factory history of

the car you are considering purchasing or restoring? Contact

the Foundation as chances are the RRF might have just what

you’re looking for. Seminars are given in this area utilizing

the RRF’s extensive collection of Rolls-Royce and Bentley

engines, suspension, and chassis componentry. Be sure to

check the website for future events.

The Foundation is in desperate need of upgrading its

entire computer system including equipment and software

in order to better serve its growing needs. The cost of the

upgrade is $12,500 and your generous donations in support of

this project are much appreciated.

The RRF is a non-profit, charitable 501(c)(3) organization

that depends solely upon dues and the generosity of donations

for its existence. Are you downsizing your collection of cars,

literature, parts, and automobilia? Consider donating it to

the Foundation or take advantage of the tax benefits of estate

planning by gifting your vehicles and automobilia to the RRF.

We are open Tuesday–Thursday from 10 am to 2 pm or other

hours by appointment: 189 Hempt Road, Mechanicsburg, PA

17050; 717-795-9400, toll-free 877-795-4050;

January / February 2009 THE FLYING LADY 9131

The ballots were counted at RROC HQ on 12/16

and the following officers were elected:

President - Gil Fuqua Jr.

Executive VP Activities - Rick Barrett

Treasurer - David Washburn

Secretary - Sneed Adams

VP Awards - Jason Coker

VP Membership - Brad Zemcik

VP Communications - Rubén Verdés

VP Regions & Societies - Michael Gaetano

VP Judging - John Rich

VP Technical Post-War - John Palma

VP Technical Pre-War - Cortes Pauls

Western Great Lakes Area Director - David Taylor

Northeast Area Director - Gene Sorbo

West Area Director - Cathie Mouton

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

The new RROC By-Laws were also approved by the


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Wrapped Up

in Rapson’s Inventions

Puncture-proof tires, self-cleaning spark plugs, engine-powered

permanent lifting jacks, dipping headlamps, easy-winding

tops—who wouldn’t have welcomed the motoring inventions

of Frederick Lionel Rapson? His pursuit of driver convenience

led to forty-two British (and many overseas) patents as well as

endless thoughtful details on the cars he fitted out. Yet his was

a short life with limited commercial success. He deserved better

but did not achieve the wider public acceptance that would

have brought him fortune rather than notoriety alone.

Early Life and Into the


Part I

© Tom Clarke and John Athersuch (UK), 2008

Rapson was born as Frederick

Eyers on April 21, 1888 at Ryde

on the Isle of Wight, the eighth

child of William Pomeroy Eyers

(1832–1905, a blacksmith) and

Mary Jane Eyers (née Rapson,

1842–1915, a laundress).

His siblings were all born

between 1863–1884 but, curiously,

his parents married only

in 1880 after the birth of their

sixth child. His father was not

recorded living with his family

in any of the censuses from Frederick Lionel Rapson (1888–1933)

1861 and presumably spent

much time away from home. In Frederick Eyers aged almost 13 when

1891 Frederick was living at 18 received at the Dr. Barnardo’s Home

School Street in Ryde with his

(his name misspelled).

mother and two sisters, Ethel

and Rose, but from March 27,

1901 and now almost 13 years old he was a resident at Leopold

House, 199 Burdett Road in east London. This was a Dr.

Barnardo’s home for orphaned and disadvantaged boys aged

between about 10–13 years that operated here from 1883–1912.

The home provided school training only, so in March 1902 he

was moved on to the main Stepney home where practical skills

were taught. Rapson later recorded his early experiences, such

as becoming familiar with the internal combustion engine aged

11, and driving a Panhard at 14, but it must be doubtful that the

latter at least was whilst at Dr. Barnardo’s.

The story of how Frederick came to be at Dr. Barnardo’s makes

sad reading. An inspector from the National Society for the

Prevention of Cruelty to Children found his Ryde home to be

“a den of iniquity of the vilest kind” and noted that his mother

was drunk and that both she and Frederick had been in the

Parkhurst workhouse. His mother could not find work and lived

off the immoral earnings of two of her daughters, with Frederick

forced to act as lookout for policemen. The sisters’ heavy

drinking led to constant rows. The father, who was described

as similarly drunken, worthless and immoral, had been charged

with criminal assault on one of his daughters about six years

earlier. Although acquitted for lack of evidence, his guilt was

generally believed and he had moved out of the family home.

Frederick was healthy and intelligent and doing well at school

but with such an unhappy background it is clear his chances

in life were limited. Frederick would have seized any chance

to further himself. His mother at first refused to let him go

but eventually consented. In the circumstances, his subsequent

achievements earn him the highest credit.

In December 1901 Dr. Barnardo’s declined a request from

one of Frederick’s other married sisters, Mary Jane, to allow

him to have Christmas with her in Dorset. Frederick perhaps

missed some of his family or could not accept the regime in his

new home because on June 8, 1902 he absconded. After ten

days Dr. Barnardo’s ceased to search for him. It is from

this period that Frederick might have covered his tracks

by using his mother’s maiden name, Rapson. (There

can be no doubt that Frederick Eyers and Frederick

Rapson are one and

the same. Personal and

family details recorded

for Eyers by Barnardo’s

match those in the army

record of Rapson.)

So what did the boy

do next? A clue emerges

from a later account of

his early achievements.

Here he claimed that

he had worked in the

Courtesy of Barnardo’s, copyright Barnardo’s

engine room of the

Union Castle liner The

Scot, aged 10. The

quoted age must be an

error because he was still

at school then but this

work might have been

around 1902, when he

was 14. It might not be a coincidence that at about this time his

brother Harry was working as a steward on another ship of the

same line, the Kildonan Castle. A further claim made by Rapson

was that he had completed a three-year apprenticeship at an

“Allsop’s garage, London” (presumably after he had absconded

from Dr. Barnardo’s). This was actually E. & W. Allsop at Halfway

Garages, Walton on Thames (later to become Rapson tire

agents). Rapson later stated, in a 1923 article, that he had been

driving for 22 years. This would place his first motoring experience

in 1902. Furthermore, Rapson declared in 1917 that in

1902 he had even discussed car jack designs with the Hon. C.S.

Rolls (1877–1910), the Panhard agent, who thought a system of

sprags could be used to raise cars. (Rapson’s first jack invention

was based on powered sprags.) Rolls had only just begun his

business at Lillie Hall in west London. Rolls’s family supported

various charities so it is possible man and boy met that way. Was

this how Rapson got to drive a Panhard?

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

9132 THE FLYING LADY January / February 2009

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Rapson’s father died in

February 1905 in Mitcham,

Surrey, and by December

that year his widow had

moved to Westcliff-on-Sea

in Essex. Frederick joined

the 1 st Battalion Coldstream

Guards the same

month, signing up using

his mother’s maiden name

and describing his previous

occupation as “general

labourer.” The Army

probably assisted him with

education because he sat

for two education certificates

in 1906 and became a

clerk. He was discharged as

medically unfit in September

1907 with the rank of

Lance Corporal and moved

to 16 Finborough Road in

Tooting. He was described as 5.9" tall,

fair with blue-grey eyes and light brown

hair, a “good clerk . . . well-educated and

intelligent man.”

It was in 1908, Rapson claimed,

that he became the engineer-in-charge

of royal cars at Kensington Palace, taking

part in the 1911 coronation procession

and driving H.R.H. The Princess

Louise, Duchess of Argyll (a daughter

of Queen Victoria), until the outbreak

of WW I in 1914. He taught other royal

coachmen how to drive cars and became

acquainted with younger members of the

Royal Household. In addition, in 1912

it seems that he demonstrated Rolls-

Royce Silver Ghost cars for that company’s

Spanish agent Marquis Don Carlos

de Salamanca.

During this period Frederick had

married Rose Playle (1890–1976) in

Walthamstow, London, in September

1910. Their marriage certificate records

his father’s name as William Rapson.

(This was probably done for reasons of

social propriety. Frederick’s change of

name must have been known to his family

as his sister Ethel, and her husband,

were witnesses at the wedding.) The first

of their two children, Frederick, was born

on June 28, 1911 at the family’s home at

27 Boundary Road, Leyton, London.

On September 5, 1914, shortly after

the outbreak of war, he signed up at the

Army Service Corps’ Motor Transport

Depot in Aldershot and was given the

rank of acting Sergeant. In this period he

was living at 20 Alderney

Street in Pimlico, central

London and not in Palace

staff quarters. From October 2 nd he

served in France as a driver in the King’s

Messenger Service (K.M.S.) and was in

charge of all the Rolls-Royce staff cars

given or loaned by their owners for the

war effort. He drove with a French interpreter,

Count Maurice le Lafitte who later

lost his life to an aerial bomb. Rapson was

at the front long enough to earn the socalled

“Mons” Star campaign medal. One

of Rapson’s mounts was a 1914 Silver

Ghost, chassis 38MA, a Holmes limousine

carrying six spare wheels. Frequent

wheel changing under extreme conditions

must have turned his mind towards

better jacking systems.

Rapson recorded that he was injured

on March 12, 1915 by a blow to the head

from a rifle butt (circumstances not

explained). As a consequence, he was

adversely affected by the concussion of

heavy artillery and, after a spell in hospital

at St. Omer in France, he was transferred

to the Royal Herbert Hospital, Woolwich.

When sufficiently recovered he declined

a discharge but remained at the barracks

for a while as a drill instructor.

At his own request and with the

recommendation of Lord Ilchester of

the K.M.S., he was discharged “Free”

to enable him to join the Mechanical

Transport Division of the Union

Defence Force in South Africa. He set

sail for the Cape on May 20, 1915 but

1914 Silver Ghost 38MA Holmes limousine at the Western

Front. Rapson by the front door with Count Lafitte. Note the

rifles mounted on the side spare wheels.

Rapson in the army uniform of the South

African Infantry.

not long after his arrival misfortune

struck again. Rapson wrote later that

he was “. . . invalided suffering from fits

brought on by the heat in Africa acting

on the clot of blood in my head. . . .”

He was repatriated from the Wynberg

Military Hospital in Cape Town on July

17 when hostilities ended in southern

Africa and was transferred to Arrowe

Hall in Birkenhead, near Liverpool.

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

Arrowe Hall had been purchased and

converted at her own expense into an

Auxiliary Military Hospital in November

1914 by Miss Dora Susan Cecilia Schintz

January / February 2009 THE FLYING LADY 9133

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The Motor 25 Dec. 1917 p. 502

The Motor 25 Sept. 1917 p. 171

(b. 1869), the spinster daughter of wealthy

Liverpool businessman Hans Gaspard

Schintz (originally Schinz). She also personally

funded its maintenance and staff

of doctors and nurses. At one time there

were as many as 300 inmates and Miss

Schintz provided a fleet of ambulances

and cars to transport the wounded to and

from the hospital.

Miss Schintz was an extremely

wealthy lady. Her Swiss-born father was

a millionaire who lived in Liverpool from

the 1860s and traded there as Reyher &

Schintz. He became a British subject in

1875. His wealth came from saltpeter

mined in northern

Chile by his company,

the Tamarugal

Nitrates Co.,

and earned him

the epithet “The

Nitrate King.”

When he died in

1912 Miss Schintz

inherited a share

of his considerable

fortune, including

his stake in the

Société de Produits

Chimique et

Engrais d’Auby

in France (the

shares later being 20 th century.

sold cheaply). She

owned the vast “Thickthorn”

estate near Kenilworth in Warwickshire,

which her father had

purchased for her in 1906, and

where she ran a stud for hackney

horses. She also owned an Argentinian

ranch near Buenos Aires.

Rapson was now associated with

considerable wealth and Miss

Schintz was to give him the financial

support he needed for a new

life in business.

Early Motor Days,

and a Post-War Patron

As he came into prominence

Rapson revealed in 1919 that he

had been involved in preparing

a Grand Prix-winning car (for

whom was not stated). This cannot

be proven independently and

might simply mean a touring car

later in private hands such as the

100 hp Benz, probably a “Prince

Miss Schintz around the turn of the

Henry” model, seen with him at this time

or the use of the engine in a “special” (see

The Autocar 29 Jan. 1921 p. 211 for its

later use in Rapson’s fleet).

Rapson was by now a skilled mechanic

and keen inventor. From 1917 articles

started to appear in The Autocar (and

The Motor which called him the “young

Edison of the motor world”) showing

his inventions for such devices as dipping

headlamps and powered car jacks.

By 1918 he had a team of men working

under him on the fleet of cars at Childwall

Hall. A biographical article written in

1926 claimed he was kind and generous,

quick-thinking, musical,

and a first-class athlete.

These were probably the

attractive qualities that

won him Miss Schintz’s

patronage. He became

known to some as “Bulldog”

Rapson, because he

was so tenacious.

Courtesy of the Collenette family

The Rapsons had set up

home at “Brightside,”

Green Lane, Waverley in

the West Derby area of

Liverpool after the war

and in early 1919 their

second son, Lionel, was

born there on February

6. Soon afterwards Rapson and his family

followed Miss Schintz south when

she took up residence in her new home,

“Hurtwood Edge” near Cranleigh in Surrey.

In addition, Miss Schintz soon took

the lease on the extensive “Ottershaw

Park” near Chertsey and finally purchased

the estate in September 1921. Around

October 1921 Rapson bought a large

house at 2 Acacia Road in fashionable

St. John’s Wood, London. Here Rose and

the children were installed, with a nanny,

whilst Rapson only used the home for

his days in London on business. Freddie

attended nearby Arnold House school (as

later did Lionel) and University College,

London. Rapson, meanwhile, ran his

infant business life from the workshops

in The Bothy behind the Ottershaw mansion

and had an apartment in the mansion

from 1925–28. Miss Schintz’s many

cars, including a Lanchester, Rolls-Royces,

Napier, Daimler 30 hp, Austin 20

hp and Armstrong Siddeley 30 hp were

maintained and driven by Rapson and a

small team of chauffeurs. It is possible

Rapson engineered this move south so as

to be only a few miles from Brooklands

racetrack for the testing of his emerging

tire designs. However, Miss Schintz

claimed the move was for the sake of her

ailing mother who would benefit from

the “beautiful countryside of Surrey.”

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

Rapson’s first advertisement, in The Motor for 1 Jan. 1918, shows that he already had two inventions

in production. It also showed his Rolls-Royce and military association. The artist was Hawley Morgan.

9134 THE FLYING LADY January / February 2009

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The Motor 1 Jan. 1918 p. 520

Business by Patent

His wartime experiences on the Western front led Rapson

to devise solutions to the problems he had encountered. For

example, he designed special linked crutches to help soldiers

who had lost the arm and leg on the same side, an idea that

gained him some public credit. Motoring-related patents

included permanent engine-powered (and also manual) lifting

jacks, unpuncturable and/or long-lasting tires, frictionless

screw threads, and miscellaneous coachwork and accessory

fittings. In general his designs tended towards safety and

convenience. Two curious unrelated patents concerned the

manufacture of hats.

Rapson’s wheel

locking system, using

the same handle

from the top and

jack systems.

Patent 116995

of July 1918 for

the long-arm

permanent jacks

with Rapson’s


frictionless screw

threads which

were the staple

in many of his


Although Rapson’s tires were not the well-base balloon type, he

recommended much lower pressures for his cord tires than beaded

edge tires would normally be run at.

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One of several Rapson jack designs, this one showing the highly

regarded portable type with hook-on system to the axle.

January / February 2009 THE FLYING LADY 9135

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The Autocar 25 Sept. 1920 p. 544

Garage & Motor Agent 30 Dec. 1922 p. 503

Garage & Motor Agent 2 Nov. 1921 p. 77

The Autocar 26 Mar. 1921 p. 562

A closeup view of the headlamp mechanism.

The Motor 6 Nov. 1923 p. 711

Rapson’s son Freddie

demonstrating the jack in front

of the Prince of Wales and his

entourage, evidence of Rapson’s

useful royal connections.

A Rapson rocking headlamp dipper on a

Bentley (the mechanism, formerly cableoperated,

now in one fixed position). The

plate claimed 1920 patent 32500 but Rapson

was not successful in protecting this device.

The final form of Rapson’s cable-operated

headlamp dipping system. The controls

could be either in the steering wheel or on

the dashboard.

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9136 THE FLYING LADY January / February 2009

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The Autocar 23 Oct. 1920 p. 703

Rapson’s hinged rim to make tire removal easier. As far as is known it did not

enter production.

The Autocar 23 Oct. 1920 p. 703

In mid 1917 Rapson had formed the Rapid Jack Co., at

22 Manchester Buildings in Tithebarn Street, Liverpool (the

address of the late Hans Schintz’s business) to handle the permanent

jack. It was licensed for manufacture to Lake & Elliot Ltd.

of Albion Works, Braintree in Essex, makers of the “Millennium”

jack. In June 1919 Rapson approached Rolls-Royce for endorsement

of his products. At first they were not impressed with his

“Rapid” jacks which added 23 lbs to the weight of the front axle

and were poorly finished. One freestanding Rapson jack was not

Rapson’s patent 141782 of April 1920 showing

the various alternative unpuncturable systems

he designed. Some criticized them as cushion

rather than truly pneumatic tires.

A caricature summing up the doubts in some quarters about

Rapson’s ability to complete a 10,000 mile test with his new

tires. The artist was Alick P.F. Ritchie.

secure enough to prevent a Rolls-Royce mechanic from shaking

the car to the ground. Things later improved and in due

course the jacks were accepted even on the new 20 hp though

never given public Rolls-Royce approval. However, the prestigious

coachbuilders Barker & Co. undertook to fit both the

top system and permanent jacks to order.

As his patents accumulated, in June 1919 he formed Rapson

Automobile Patents Ltd. to exploit what was claimed to

be his 200 Rapson patents (and applications). He brought

in A. Wilfred Oyler, the tire manufacturer, as Managing

Director and Rayner Roberts as a director. Capital was set at

£150,000. Motoring pioneer S.F. Edge announced he would

join as Chairman if the company’s flotation was successful

(and technically it was by December 1919 but only through

Miss Schintz’s share). The business was based at Oyler’s

address, 35 New Cavendish Street, London W.1. (Rayner

Roberts had written about Rapson, his tires and other inventions,

in The Autocar 22 March 1919 so he might have been

a “front” for Rapson in these early stages of publicity.) A

Rapson letter in The Autocar 20 September 1919 claimed

that he had been inventing for seventeen years and, in a weary

tone, implied it was now time to pass on his inventions.

The early post-1918 years saw a big growth in motoring

and an endless fascination for gadgets and accessories, many of

them spurious, to make motoring more reliable. Rapson now

had Oyler’s making his new tires at their Skew works and, after

an agreement on January 1, 1920, North British Rubber Co. to

distribute them. From 1920–24 Rapson’s companies exhibited

at Olympia.

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9138 THE FLYING LADY January / February 2009

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An early 1920 advertisement showing Rapson’s

tires now in production.

Inventing was one thing, exploiting the patents

through licensing was another. Edgar

Norman Duffield (b. 1880), the prolific

writer for AutoMotor Journal, joined as an

executive and it seems more of the inventions

were then licensed to mainstream manufacturers,

using the “Rapid” or Rapson name.

The ideas that were not patented included

the headlamp dipping system that was deliberately

left free for others to copy (so it was

claimed but in fact applications 32500 of

1920 and 34746 of 1922 simply failed to gain

acceptance), an “electric compressed vapour

starter” (that did not get off to a good start!),

and an anti-rattle window device. The inflated figure of 200

patents could mean overseas registrations or patent applications

that subsequently did not find Patent Office acceptance.

Duffield, who did not stay long with Rapson, will be

heard from later with an assessment of the inventor.

The Autocar 22 March 1919 noted that the Lynton Wheel Co.

was about to make Rapson’s pressed steel disc wheels, and the

Blackhall Engineering Co. Ltd. of Glasgow would be making

the winding top system (as well as Rapson’s spare wheel canister).

The same handle for the hood would be used for the

“Rapid” jacks, both systems exploiting Rapson’s frictionless

AutoMotor Journal 10 Oct. 1918,

and The Autocar 21 Sept. 1918

p. 284 variant drawing

The spring-operated engine starter utilizing Rapson’s frictionless

threads, also licensed to Lake & Elliot of Braintree. Rapson withdrew

it because the springs could not keep their tension.

screw threads, and for Rapson’s new wheel locking system. The

Rapson car, an idea floated in 1919, did not find favor with any

company for manufacture. Its novelty was a powertrain that

could be moved in and out from one body to another. However,

no patents for it can be traced. At the end of 1920 Rapson was

working on a suspension system, again not patented. He was at

risk of spreading his talents thinly rather than promoting the

more marketable designs.

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January / February 2009 THE FLYING LADY 9139

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Garage & Motor Agent 10 Jan. 1920 p. 595

The June 1920 patent 134368 for

the winding top. It is unlikely that

this system opened or closed the

front portion.

An unidentified 1911–12 pre-

1900 series Silver Ghost at

Childwall Hall with ca. 1918

cabriolet coachwork and carrying

the registration LE4107 (that

Rapson would move to other

Rolls-Royces). His son Freddie

is showing one of the first

winding top examples. This is

probably chassis 1737, formerly a

Rothschild landaulette, acquired

by Miss Schintz.

1737 was with

Barker & Co. in

December 1916.

The hood is the


taper type used to

modernize early

cars. Two telltale

features make

Barker the likely

coachbuilder: the

front fender ending

under the running

board, and a

curved recess in

the B-pillar just

above the rear

door handle.

Country Life 3 June 1922 p. lxxxiii

Neatly summing up his three patent strengths, these products appeared in the

sumptuous advertising of 1922. A seven-page brochure on the The Rapson Super Jack

later appeared and included cartoons by the celebrated H.M. Bateman (1887–1970).

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The Motor 25 Sept. 1917 p. 172

Miss Schintz’s 1914

Silver Ghost 5EB

Mulliner saloon

(its second body)

at Childwall Hall,

Liverpool, with Rapson

demonstrating its


“Rapid” jacks. Each

leg had rollers but it

cannot have been an

ideal system on soft

ground, and the strain

on the slender legs,

arms, and pins must

have been considerable.

It was claimed the car

could also be rolled around whilst on the

jacks. The cost of the system (and its weight

of 2 cwt) soon saw it replaced with a manual

Possibly Rapson’s own drawing, or from a patent, to show the enginepowered


The Autocar 28 July 1917 p. 86

version. The body shown could have been

by either Arthur Mulliner in Northampton,

or H. J. Mulliner in London. All that survives

The engine-powered jacking system layout in the middle of the chassis near the gearbox.

from this scene is the stone arch and buttress

behind. The historic house and most of the

stable yard have been demolished.

On soft ground mooring plates had to be inserted

into the jack arms.

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9140 THE FLYING LADY January / February 2009

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The Autocar 28 July 1917 p. 84

The Motor 16 Oct. 1917 p. 252

The Autocar 16 Mar. 1918 p. 264

The Motor 18 June 1919 p. c633–4 & p. 647, Rolls-Royce Owner Aug. 1963 p. 6

Rapson with Silver Ghost 5EB in the Childwall Hall garage

demonstrating the permanent manual jacks which replaced the

engine-powered type on this car. It took 7 seconds to raise the car.

A neat model of the Silver Ghost chassis made for Rapson by

Bernard & Needs, to show how his systems worked.

The subsequent manual version of

the system could be wound from the

side for each wheel. Fitted here to

Silver Ghost 5EB formerly with enginepowered

jacks. Winding the handle

lowered the jack which then remained

at that point as a fulcrum and the car

was drawn forward as it rose.

January / February 2009 THE FLYING LADY 9141

The Autocar 16 Mar. 1918 p. 263

Above: Miss Schintz’s 1915 Silver Ghost

32RD Watson of Liverpool tourer, a body

possibly ex 5EB, showing the permanent

swivelling jacks as well as the top system,

headlamp dippers, and Rapson tires.

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Left: Miss Schintz’s 1915 Silver Ghost

21CB Barker tourer showing the manual

permanent swivelling jacks. It sported a

polished aluminium hood.

Rolls-Royce Owner Aug. 1963 p. 6

The Autocar 7 June 1919 p. 889

The Autocar 22 March 1919 p. 413

1930 house sale catalog

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9142 THE FLYING LADY January / February 2009

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Opposite Top:

The manual


swivelling jacks

seen from the

front on one of the


Opposite Center:

The garage at

Childwall Hall

in 1919. (l–r)

Probably the 100

hp Benz (with a

bulbous coupe

body like Rapson’s

later Rolls-Royces)

used for tests at

Brooklands, and

Silver Ghosts

LE4107 (probably

chassis 1737),

LR6392 (21CB)

and K294 (5EB).

Rapson’s men

in the foreground

are checking his top

winding system on a

body frame.

Opposite Bottom:

The garage at The

Bothy, Ottershaw

Park, in the early

1920s. From the

left, Daimler

XA2722, Silver

Ghost coupe 70JG

(now PB7863),

the second Silver

Ghost coupe 21CB,

an A.C., the 1911

Ghost cabriolet

(possibly 1911

chassis 1737),

and the bulbous

coupe on the 100

hp Benz, seen in

the 1919 Childwall

Hall image. Other

cars were absent

on this occasion

such as the 1922

40 hp. Lanchester

registered PD6682

and Silver Ghost

70YE. The building

survives but without

the glass canopy.

Some of the Schintz cars used by Rapson for tire and accessory

promotion, and his four chauffeurs, during 1921. (l–r) At The Bothy,

1915 Silver Ghost bulbous coupe LR6392 (21CB), Daimler XA2722,

Ghost LE4107 (i.e. probably 1737), a Lanchester cabriolet, 1921

Napier PB8232, 1921 Ghost PB7863 bulbous coupe (70JG) and 1920

Ghost PC5877 (70YE). Most of the cars carry Rapson’s eagle mascot.

This image also appeared in the Daily Mirror during the early thirties

coverage of Miss Schintz’s court case.

Two of Rapson’s cars, Silver Ghost 21CB and the 100 hp Benz (with

registration ending in 47), joined for tire tests by a 12 hp ABC and 14

hp Sunbeam on the left.

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To be continued.

January / February 2009 THE FLYING LADY 9143

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Car & Golf 10 Mar. 1922

The Autocar 1 July 1922 p. 22

All photos Douglas Gates

Owners and Their Cars

John Ellison—A Bespoke


Brad Zemcik (CA)

John drove his 2000 Bentley Continental SC, SCBZZ22E8YCX65102

to the 2007 Skamania meet. Even after the long drive from

Southern California, the car took First Place Touring in the Covered

Engine class. Production figures for this model are listed as 76 for

the world in 1999 and only 3 in 2000. Roof leaks were a weak spot.

The fleet is in. Looks like half the San Diego region is out for a day at

the beach but, no, these are one guy’s cars!* This was the first time

all of John Ellison’s cars came together in one place. Due to an acute

garage shortage, most of the cars live in separate garages but within

walking distance from the owner’s home. Still, it takes some planning

to figure out where to go to pick up what car . . .

(*At the time of the photo in 2007; there are already more by now.)

in 1972 we were in the throes of forming the RROC’s San

Diego Region. Most of us had older cars, Silver Cloud

and earlier, except for one person, John Ellison. John had

a 1969 Silver Shadow lwb saloon with division (LRX6766)

which provided more interest than a standard saloon at that

time. This was the first time most of us had met John, and it

would be the beginning of knowing a Rolls-Royce/Bentley

enthusiast with bespoke and exquisite taste in cars.

1980 Silver Wraith II, LRL41423C

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1986 Camargue, SCAYJ42A4GCX10399 2001 Corniche, SCAZK29E11CX68539

9144 THE FLYING LADY January / February 2009

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1991 Bentley Continental MPW drophead coupe,


As a kid John liked big cars like Cadillacs and Lincolns. His

first new car was a 1969 Cadillac convertible, the ultimate land

yacht. It wasn’t until the early 1960s that John even became

aware of Rolls-Royce cars, seeing one on a used-car lot in Portland,

Oregon. He doesn’t recall the model but believes it must

have been a Silver Wraith because after moving to San Diego in

1967 John purchased WVA50, a 1946 Hooper limousine, which

1995 Rolls-Royce Flying Spur, SCAZG03C5SCX55162

in turn was sold for a 1959 Silver Cloud I, then selling that for the

lwb Shadow in 1972. From there it’s been a constant interchange

of cars, including a 1971 Corniche, Dean Martin’s 1982 Corniche

(John happened to be in the dealership when it was traded in

by Dean and took it on the spot), a 1977 Silver Wraith II, and a

1985 Silver Spur among others. John does this because he likes

to experience different models of Rolls-Royce and Bentley cars.

1998 Park Ward Limousine, SCAZV19C7WCX80248

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2001 Silver Seraph PW lwb touring saloon SCALD61E71CX07554 2005 Bentley Continental GT, SCBZZ22E8YCX65102

January / February 2009 THE FLYING LADY 9145

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Before the 2008 Williamsburg meet, John stopped by New York and picked up his

newly purchased 2005 Arnage R Mulliner saloon, LC510814. This car, too, won an

award: Second Place in the Bentley GT/Spur/Azure Concours class. Burgundy over

Black Velvet with Signal Red coachlines, special wood, cocktail requisites, and a

unique color of interior leather. (RROC member Woody Richey was the one who

spec’d the car for the original owner.)

Although John loves the big coachbuilt cars, he chose to

own modern ones because his business kept him busy and he

wanted to be able to get in a car and go. By 1990 John was able

to begin keeping his cars instead of selling them, and so he

zeroed in on low-production models with bespoke features.

John has the distinction of having purchased the last car sold

by Rolls-Royce in 1999. While relaxing on New Years Eve of

1999, he received a phone call from a dealer who just needed

to close his year with one more sale of a 1999 Silver Seraph.

After discussions, John acquiesced and purchased the car, his

first new Rolls-Royce. Since California is just about the end of

the dateline, his claim of having made the last purchase of the

year is valid.

Whenever I see John I always have to ask if he has a new car

because chances are he will. By the time you read this, a 2006

Goodwood Phantom will have joined his stable.

John is an educated enthusiast and 40-year RROC member

from whom you will learn a lot when you chat with him. He is

one of only two of the founding San Diego region members to

have kept his membership current since 1972 and the lwb

Shadow he drove at our first meet still lives in San Diego, but

with a different owner.

⚙ ⚙ ⚙

This 1972 P VI (PRH4703*) Park Ward limousine A few cars have the hooded tail light

was purchased new by Sir Lew Grade (1906–1998), cluster, as shown here, similar to the

a showbusiness impresario and television company Park Ward SC III 2-door models.

executive known as the “King of Showbiz World” in

Britain for his dynamic leadership of Associated Tele-

Vision (ATV) Corporation. The car was ordered in

August 1971, took nine months to finish, and rang up

at about £15,000. It was used by him until his death

and remained in the family until his wife’s death a few

years ago.

The car is uniquely fitted with custom removable

burl wood picnic tables on the front fenders and

bumper-mountable leather stools, a custom burl wood

entertainment cabinet (TV and radio), a cocktail service

in the rear compartment, and a wine cooler in the

trunk. The rear compartment is upholstered in dark

red velour and has wool carpet, the seats are poweradjustable

and have gold-trim pillows. There are two rear jump * The P VI uses the Silver Shadow’s serial numbering system. The P V and

seats and a fixed glass sunroof with sliding curtain cover. The VI were initially not that different from each other, and it is not clear at what

time the Company settled on the decision to issue a new model designation.

rear and side windows are fitted with gold-trimmed privacy curtains.

The front compartment is finished in matching leather. in 1968, is still called a “P V” on its Sales

This indecision is evident in the fact that the first production P IV (PRH4108),


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9146 THE FLYING LADY January / February 2009

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Lex Mead of Maidenhead Ltd.

was the dealer of record for

PRH4703. They created a brochure

highlighting the special

features of the car and sent it to

prospective customers for this type

of work. Rolls-Royce displayed the

car at their Conduit St. showrooms

for a week and sent a letter to

all their UK retailers encouraging

them to take the opportunity to see

this highly bespoke car in person.

The dash layout of a P VI is very different from its

predecessor in that it is very similar to the early Silver

Shadow (cf. eyeball and below-dash center “Texas”

vents, location of controls and instruments). There are

no armrests on the doors but fold-out armrests are on

each side of the front seat squabs. As in the P V, seat

cushions are plain with pleated and bolstered squabs.

After 1971 P VIs were required to have front-hinged rear

doors to comply with new European safety rules. While US

safety regulations did not permit the sale of this model in the

US, several cars are thought to have been imported anyway.

Observe that the (optional) stainless steel sill embellisher is

extended over the wheel arches; a narrow (as here) or wide

type were available.

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January / February 2009 THE FLYING LADY 9147

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9148 THE FLYING LADY January / February 2009

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there was great anticipation of the

results of the 2008 Monterey Auctions

this year. With fuel prices and

a depressed housing market at the top

of many minds, people wondered if the

golden years of classic vehicle appreciation

were behind us. It is my observation

that both feast and famine were witnessed

this year at the events surrounding

the Pebble Beach Concours.

The top of the market—including Rolls-Royce, Bentley, and

a dozen or so other manufacturers—is motoring along strongly,

with the rarest, best-documented coachbuilt cars leading the

way. Rare cars, with bulletproof history and correct numbers

have not flinched in the least. Witness the 1933 Phantom II

Brewster Special Town Car 218AMS 1 , lot #453 at RM, which

sold at $2,310,000 with fees, well above expectation or 1920 SG

36PE one-off Barker roadster, an all-original unrestored survivor

that sold at $429K. At Bonhams, a 1927 Bentley Speed Six

two-seater with dickey by Markham (DH2206) sold well above

the estimate of $354K at $568K with fees.

Smaller, less unique models from these fine manufacturers are a

mixed bag—still trading hands, but at slightly depressed prices.

Savvy sellers dropped their reserves and made the deal, a situation

they were not forced into until recently. Rebodied cars, or

cars with cloudy documentation have fared even worse, and we

saw several very well done examples stall far below the auction

estimates. Even the Gooding sale, which topped $60 million

in closed sales had challenges selling some very nice Bentleys,

including a 1935 3½ Litre Aerodynamic Saloon (B103CW 2 ,

est. $275–350K), a 1936 Bentley 4¼L roadster (rebodied

saloon B49HM 3 , est. $140–200K), and a one-off 1949 Mark

VI Cabriolet Speciale (B435CD) by Pinin Farina falling far

short of its borderline absurd $500–700K estimate (this car is

fully covered in FL05-6 when it sold for $253,750 at Bonham’s

RROC auction).

Racy body styles, cars with factory provenance, and cars with

competition history are bucking that trend, despite the hard

2008 Monterey Auction


Bob DeKorne

Manager, Car Club Marketing - Hagerty Insurance

use and parts-swapping practices common with race vehicles.

For example, any true Blower Bentley or Cricklewood

Bentley stands a fair chance of continuing on the appreciation

curve. At Gooding, a beautifully presented 1931 Bentley

Litre “Birkin Team Blower” car (MS3928 4 , originally a Gurney

Nutting coupe, rebodied in the ’70s) was right on the estimate

at $1,760,000. While this car was rebodied, it was one of

the authentic 50 original Bentley Blowers.

Postwar factory-bodied cars are simply flat, and might

be a challenge to sell in less rarified air than Pebble Beach.

Don’t expect a lot of upside here, despite their elegance and

excellent driving characteristics. Don’t feel alone there— stats

from Hagerty Insurance show that the fringe muscle cars that

were swept up with the recent rising tide are also wallowing

and won’t change much in the near future either.

1933 Phantom II 218AMS Brewster Special

Town Car. This Brewster one-off with

low razor edge roof design, dramatic V-

windshield, sculpted windows, German silver

hardware, painted canework, and interior

gold-plated hardware inspired the 1935

Brewster P II for actress Constance Bennett

and Dutch Darrin’s 1938 design for the

Countess di Frasso. It was originally acquired

by C. Matthew Dick, heir to a major business

machine company, as a wedding present for

his bride-to-be. At $31,000, it was the most

expensive car in the world built that year,

over 50% more expensive than the “Twenty

Grand” Duesenberg created the same

year. Only three owners from new. Sold for

$2.3 million.

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January / February 2009 THE FLYING LADY 9149

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Despite this, the auction companies did

brisk business, realizing $129.3 million

in sales (vs. $116.2m last year). The big

three all did very well, Gooding leading

the way with $64,288,300 (with fees) for

112 of 140 lots, RM at $44,093,450 with

fees for 147 of 172 lots, and Bonhams at

$21,004,800 with fees for 44 of 77 lots.

Add in $9.1 million in muscle cars at

Russo and Steele for 75 of 150 lots, and

some familiar lessons rise to the surface:

• Every market holds both opportunity

and heartache

• Do your homework

• Documentation and provenance are


No doubt, 2009 will hold some of each

for most of us, but don’t call the overall

collector car market soft or down—it just

depends on the condition and type of car

you are interested in!

For complete results consult the various

companies’ web sites.

1936 Bentley 4¼L B49HM.

Originally a Thrupp &

Maberly 4d4l touring

saloon, rebodied in the

1950s by a now unknown

builder as a Park Wardstyle

roadster. Not sold.



1935 3½ Litre B103CW

Aerodynamic Saloon is the

sister car to Rippon’s 1935

Olympia Motor Show car

and is one of two to this

design. Not sold.

1931 Bentley

4½ Litre “Birkin

Team Blower” car

MS3928, originally

a Gurney Nutting

coupe but rebodied

in the 1970s. Sold

for $1,760,000.

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9150 THE FLYING LADY January / February 2009

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1926 6½ Litre TB2542. Said to be the sole

remaining “Big Six” short-chassis (11 ft) car with

original coachwork (H.J. Mulliner one-off dhc with

dickey. Mulliner called this ¾ folding head style

a “Simplex Coupe.”) Also has its original engine

(FW2605). While these are noteworthy attributes,

the $1.2–1.5m estimate was optimistic and the

car remained unsold.

1931 Bentley 8 Litre YR5086 with

replica body by Wallis (ca. mid-1960s)

in the style of a Vanden Plas dual cowl

tourer; originally a Thrupp and Maberly

limousine body. Major mechanical work

done. Bidding stalled at $850K, on a

$950K–1.2m estimate.

1924 Silver Ghost 322LF. Obviously the year "1924" and the 1910/11

body style don’t go together, so this is a replica, or, more precisely

a recreation since it is not an exact copy of the original Mulliner

balloon car body (the radiator here is taller, with all the resulting

proportion/alignment issues). 322LF originally came with a Mayfair

limousine de ville body by Merrimac and is now on at least its

fourth body.

While the sale price of $118,250 included a hot air balloon

wicker passenger basket mounted on a custom aluminum rack at

the rear of the car, it is difficult to know exactly what to make of the

sale price. It’s certainly more realistic than the $160–200K estimate.

1928 Phantom I 99EH with replica

body by F.L.M. Panelcraft (ca.

1950s) in the style of a Barker

Boattail Tourer. Originally a Thrupp

& Maberly “Fixed Cabriolet” or

“Faux Cabriolet,” i.e. a passenger

compartment whose roof looks

collapsible but isn’t. The front seat

is now covered by a removable cloth top and a tonneau

over the rear. Ex-Pres Blake, recent engine work, Mitchell

overdrive. Well bought at $110K.

1961 Phantom V 5LVB27 with James Young PV22 touring

limousine body. Well preserved older restoration. Fetched a

realistic $97,900 on a not so realistic $120–150K estimate.

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January / February 2009 THE FLYING LADY 9151

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The 2008 Cross Border

Fall Tour

John Peirson, BC

Photos by John Peirson, Marny Peirson, John Harris, Nick Northeast,

Terry Saxe, John Waite, Dan Walker

this tour started in LaConner, WA on September 13 and

finished in Whistler, BC on September 19. Of the 28 participating

cars, four were prewar and six were Bentleys.

The oldest car was a 1922 Silver Ghost and the newest a 1992

Silver Spur II.

The tour was very much a repeat of the highly successful

2005 Fall Tour (FL pp. 7988–95), with many of the participants

being repeaters. However, for 2008 the tour was slightly

shorter, finishing in Whistler instead of Vancouver, and many of

the stops along the way were new. I think everyone enjoyed the

tour. The weather was just perfect every day, the arrangements

all worked flawlessly (except for a blocked road; an alternative

route was quickly suggested) and the wine provided by Bentley

Bellevue and Hagerty Insurance for the welcome reception

seemed to last for several days—what more could one ask?

On Day one my wife, Marny, and I arrived in LaConner before

lunch. As soon as we had checked in at the meet hotel we

walked down to the waterfront looking for food. LaConner is

a fishing village, so we wanted seafood. We soon found a suitable

restaurant—and found it full of RROC friends with similar

ideas. We were off to a good start. We ate enough but still

had room for the evening welcome reception and dinner. A

good tour needs a bit of “administrivia.” We had to register

and received cards for our car windows, one for each side. We

also received a goody bag and two elegant wine glasses. More

importantly we received a tour book with very comprehensive

details of each day’s activities and driving instructions. Later

The map gives an

overview of our


in the day a meeting was held at which we were told what to

expect and how to behave.

Day two was the first day of actual touring. We drove from

LaConner to Winthrop, about 113 miles. The first stop was at

Newhalem, a Seattle Power and Light company town originally

built for the construction of two dams on the Skagit River to

produce electricity for Seattle. Today, Newhalem is the starting

point of a tour by bus and boat of the town and reservoirs.

An old steam locomotive that used to bring tourists in until the

highway was built provided a good photo opportunity.

A tour was included. Our bus had both a tour guide and a

driver with a sense of humor so we had a lively tour, ending by

driving across the 350 ft high Diablo Dam to the Alice Ross

III, a comfortable lake cruise boat. The scenery was spectacular,

forests with towering peaks above, deep narrow channels

between cliffs. The sky was cloudless, a perfect day. At the end

of the reservoir the Ross Dam towered some 500 ft above us,

giving an odd feeling when thinking that the concrete wall was

holding back a lake nearly as high as the dam. Our next stop was

at the top of the 5,477 ft Washington Pass, where we parked

and made the one-mile return hike to the Washington Pass

Overlook, which provided a spectacular view of the surrounding

mountains and of the road we were to drive in the valley far

below. I think everyone took numerous photos here! Our final

stop was at Winthrop, a very colorful Old West-themed touristy

town. We checked into our hotel, gassed up at the station next

door, dusted our cars off, and readied ourselves for happy hour.

The registration desk in LaConner with Mary

Hunter (l), Barb Saxe, Burton Hunter and

Terry Saxe.

Tour leaders David Stocks (l) and Phil


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It was billed as leftover food and wine from day one, but was

sufficient to provide dinner for most people, all enjoyed around

the pool.

Day three required 140 miles of driving. We started by going

back into Winthrop for some photos in front of the old buildings.

Then we drove about 100 miles to Molson. There are

two Molsons, an old Molson ghost town and a new town with

a handful of inhabitants. Here we enjoyed lunch provided by

the ladies of the Historical Society. We had visited Molson on

the 2005 tour, and a photo taken there of my car and wife by

a mural subsequently appeared in The Flying Lady. So I was

pleased to take the same photo again—well, it was the same

mural, the same car, and the same wife. We explored the former

schoolhouse, now an excellent museum.

The next stop was at the Canadian border. Waiting in line,

at least one of the tour cars overheated though it was not

excessively warm outside. By the time our turn came, the customs

officer had seen enough cars with right-hand steering to

comment that our left-drive car had the wheel on the wrong

side. From the border it was just a short drive to our hotel

in Osoyoos, but first we were in for another treat. There is a

tiny tongue of desert in Osoyoos that is part

of the huge Sonoran desert that stretches all

the way south to Mexico. We were directed

to the Desert Centre where a tour for us was

organized. The weather was suitably hot and

dry for a desert, so all kinds of pretty hats (on

the ladies) and not so pretty hats appeared.

Alas the snakes and animals were napping (or

off on a tour?) but the tour guide made the

experience very interesting nonetheless.

The top of the Diablo Dam as seen from

our boat cruise. The dam was once the

world’s tallest dam, standing 389 ft tall.

Thar’s gold in them dang hills and it brought

the first permanent settlers to Winthrop in 1883.

Things were a little more settled when our group

arrived on day two of our tour.

The Peirsons’ 1965 Silver Cloud III (LSJR517)

parked next to Old Number Six, the steam

locomotive used by Seattle City Light on

their tourist railroad from Marblemount

to Diablo now resting in Newhalem as a

tourist attraction.

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The view from 5,477 ft, the Washington Pass Overlook.

That’s our road below.

Day four, Osoyoos to Vernon: this day’s driving, 135 miles in

total, was through the Okanagan Valley, an area known for hot

dry summers. Fruit-growing (especially grapes for wine) and

tourism are its major industries. In recent years it has become

popular as a retirement place. Certainly it has become much

busier, and thus we met traffic for the first time on our tour.

Fortunately it was not too much of a problem. Our first stop was

in Summerland, for a ride behind a steam locomotive on a short

stretch of the Kettle Valley Railway (yes, railway in Canada,

railroad in the US) that is lovingly preserved by a mostly volunteer

organization. Following the train ride we were treated

Part of our group touring the Desert Centre in Osoyoos. Note the hats!

John Harris’ 1922 Silver Ghost (68ZG) sits in front of the first law

office in Old Molson, circa 1900. In the 2000 census Molson’s

population was listed at 23.

The entrance to the

Knox Mountain Hill

Climb road. The

current record for

covering the 2.2-mile

course is 1 minute

37.065 seconds.

to a lunch of hamburgers and hotdogs, salads and desserts back

at the station. Suddenly our organizer of the Canadian portion

of the tour, David Stocks, announced that the road to our next

stop, Kelowna, would be closed for some considerable duration

in about 20 minutes. We scrambled to our cars, and everyone

but David got through before the closure. In Kelowna we were

directed to the Knox Mountain hill climb. Right in the built-up

area of the city is a steep hill, with a paved 2.2 mile winding

road to the summit, a climb of about 800 ft. This is the site

of the longest-running annual paved hill-climb race in North

America. We did not race, but we did drive to the top to enjoy

the panoramic views over Kelowna. Next stop was Arrowleaf

Cellars Winery for a tour,

tasting, and opportunity to

buy. They make some very

good wines in this small

family operation but only

sell at the winery, mostly to

local restaurants. Our hotel

for the night, the Vernon

Lodge, is one of the most

imaginative I know. I’ve

stayed there many times.

It’s a three-story square

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Pop Day was the

speaker at our

dinner in Vernon.

9154 THE FLYING LADY January / February 2009

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Davison Orchards in Vernon, can

be found in the northern area of

the Okanagan Valley.

building with a large courtyard in the

center with a roof over it three stories

up. Through the courtyard runs a stream.

There are also a restaurant and bar and

a swimming pool. The whole courtyard

is landscaped with trees and shrubs.

All very attractive. We enjoyed a social

hour followed by a dinner and a speaker,

a motoring enthusiast originally from

England, Pop Day, who told us stories

of early motoring in England. When

David Stocks first met her, she was introduced

as being the daughter of the model

for the Spirit of Ecstasy mascot. She said

her family greeted Rolls-Royce cars

with “hello mother” and she was keen

to talk about this. However, doubts were

expressed, so Pop did a bit of checking

on dates with members of her family.

Pop realized this was not possible,

but said maybe her mother had something

to do with modeling for the

kneeling mascot.

On Day five we drove from Vernon to

Kamloops, about 160 miles. Our first

stop was just a couple of miles from

our hotel. We had visited here in

2005 and definitely enjoyed a second

visit. The stop was at Planet Bee, a

bee-keeping/honey and bees-wax

business and, right next door, Davison

Orchards, an agri-tourism fruit

and veggie farm with a farm produce

store and café. At Planet Bee we

learned about bee-keeping and their

theory that honey cures almost anything

(does honey cure fuel pumps or

smoking exhausts?). A working beehive

was taken apart layer by layer

while those observing sat on bleachers

behind protective netting. The

bees did not seem overly concerned

about the process.

One of the steam tractors in action

At Davison Orchards we settled into seats in a train

of large apple boxes on wheels. A tractor pulled the train

through the orchards where “Farmer Bob” stopped a couple

of times to tell us the history of the area, the irrigation

systems that make farming possible, the latest ideas about

growing apples, and the many varieties of apples. After the

ride they treated us to apple pie a la mode made from a

special apple they grow for pies—delicious. Twenty miles up

the road brought us to Armstrong. Armstrong cheeses are

no longer made here, but the Village Cheese Company is

in business. We had lunch and listened to an explanation of

cheese making. We tasted some of the specialty cheeses they

make—merlot wine cheese, maple syrup cheese, horseradish

cheese and many more. An unexpected extra treat was a

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The train of apple boxes behind a vintage tractor at Davison Orchards.

January / February 2009 THE FLYING LADY 9155

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visit to a nearby farm where there were three steam tractors.

The two biggest dated from 1911 and 1916. Two were running

when we arrived, and some of us got to drive—and were

splattered with black oil. Dan Walker says he was a little quick

on applying the steam pressure, causing the giant machine to

almost lift its front wheels off the ground as it lurched ahead,

almost dumping his son from his perch behind Dan. David

Stocks knows this part of British Columbia very well, having

lived here in the past. So he found a delightful meandering

route from Armstrong into Kamloops along very quiet, very

scenic side roads. In Kamloops we stopped at the Kamloops

Indian Band Museum; Marny and I also peeped inside the

adjacent Kamloops Indian Residential School building, a very

large facility built in 1923 when native children were removed

from their homes and given an education. Today the building is

used for offices and meetings.

In 2005 we arranged a barbecue at the home of RROC

member Karl Stegemann, but not everyone got there for

various reasons. This year the tour organizers put us on a bus

and everyone got to Karl’s gracious home high in the hills

above Kamloops. The house affords a spectacular view of

The Cohens’ 1938 4¼L (B142MR)

and the Hastings’ Silver Shadow

(SRF31911) leading us towards


From the left the Northeasts’ 1934 3½L (B165BL), the Wooleys’

1954 Silver Dawn (LSRH10), Tom Purcell’s 1956 S1 Continental

(BC18BG) and Dan Walker’s 1957 Silver Cloud (SED445).

the city far below. After happy hour and dinner, Marny handed

out song sheets we had prepared, sat down at the piano and led

a sing-along. All too soon the bus was at the door to take us back

to our hotel in Kamloops.

Day six was our last driving day and saw us going from Kamloops

to Whistler, about 200 miles. The tour had just one couple without

a car, Howard and Betty Green (there were others without

their own cars but traveling with friends or relatives, and also

Dave and Carol Sjolund in the luggage van). On this day the

Greens traveled with us and added a great deal to our enjoyment

of the day. Fortunately the driver of an early-departing

car phoned David Stocks before most of us had left the hotel

parking lot to say that our route was blocked by an overturned

truck, and the road would not be cleared for at least four hours.

David quickly found us an alternate route, and off we went. It

The Village Cheese Company in

Armstrong. Parked out front, Rodney

Brown’s 1948 Silver Wraith (WFC31),

the Hunter’s 1971 Silver Shadow

(SRH10634) estate wagon, and the

Waite’ 1955 Silver Wraith (ELW5).

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9156 THE FLYING LADY January / February 2009

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Dan Walker drove his Silver Cloud (SED445) around the world in 2007.

Resting in the Pacific Ranges of the Coast Mountains, Whistler offers a wide variety of winter

sports and genuine Canadian charm. In 2010 Whistler will host the alpine, Nordic, and sliding

events such as bobsled, luge and skeleton for the Winter Olympics.

proved to be another very empty, very scenic route. The first

stop was for coffee and muffins at the Lillooet Legion Hall and

a quick run round the museum opposite. Then we checked our

brakes and life insurance before heading out onto the Duffey

Lake Road. This is a slow, winding road, paved but with

lots of frost heaves and two or three one-lane bridges,

and with a very long steep descent that requires caution

if brakes are to stay cool. The first town after Lillooet

is Pemberton, where we stopped for lunch. Whistler

was just another 20 miles down the road. Marny and I

left the tour at this point, and carried on to our home in

West Vancouver. So the rest of this account is based on

what others have told me, and especially on Dan Walker’s

Travel Journal posted on the internet.

In the evening Dan gave a slide show of his 2007

around-the-world drive in his 1957 Silver Cloud, the

same car he had on this tour. He drove from Victoria,

BC to Montreal, then shipped his car to England, drove

around there, then on through Europe to Moscow, then

east to China, whence he shipped his car home to Victoria.

On Dan’s map it is almost a straight line and it

really is a complete circle around the

world. The Cloud gave very little trouble,

not even a flat tire, even though it had to

travel on some very rough roads—and no

roads at all in the Gobi desert. You can

read all about it on Dan’s web site.

Day seven was a free day until the farewell

dinner that evening. Whistler is

primarily a ski resort but it has many

summer activities too—golf, tennis, hiking,

mountain biking, canoeing, ATVriding,

zip-lining and shopping, plus sitting

in outside cafes people watching. During

the Farewell Dinner, speeches were

made and awards given. Phil Birkeland

presented a goody bag and tour book to

Karl Stegemann to thank him for the terrific

party at his house and thanked Dave

Pass for producing the tour book. David

Stocks then toasted FHR, CSR and

WOB because they brought us together.

He toasted our partners because of their

support and tolerance. He thanked Burt

Hunter for reserving a room for the

previous evening, and Dan Walker for

his slide show there. He thanked Dave

and Jackie Baron for doing the pre-run

and Lynn Pass for designing the commemorative

glasses. Caroline Sharkey

made a speech of thanks on behalf of all

the guests on the tour. Dave Pass presented

our hosts Phil and David with

plaques from RROC HQ. Burt Hunter

and Dave Sjolund presented numerous

gifts to Phil, David and various other

folk (Dave Sjolund had collected funds

for this from us earlier on the tour). Phil

presented special ribbons to Dave Sjolund for his van driving

and help to those with mechanical problems. Good Samaritan:

Colin Gurnsey (he stayed behind with stragglers on the way to

Whistler). Good cheer: Karl Stegemann. Newest car: Gerald

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Colin Gurnsey’s Corniche gets a little attention.

January / February 2009 THE FLYING LADY 9157

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John Waite’s Silver Wraith did not want

to leave Whistler under its own power.

Something to do with fuel pumps. It got a

ride home.

Korn (1989; O’Morchoe’s 1992 car was

not represented at the dinner). Oldest

car and best sport: John Harris (1922 Silver

Ghost). Furthest distance driven: the

Jacksons (from AZ). Hard luck Charlie:

Nick Northeast (slipping clutch). Finally

Frances Stocks distributed participant

ribbons and Knox Mountain Hill Climb


And on Day eight everyone headed off

for home, except one poor driver whose

car was reluctant to go.

Ah yes. FTPs (Failures to Proceed).

Despite our cars’ reputation for lasting

forever and never breaking down, we did

have a few minor problems along the way.

At least three cars had fuel pump difficulties;

two were fixed sufficiently to carry

on, but one had to be carried home from

Whistler on a truck. One car had been little

used during the year before the tour,

with its battery always hooked up to a

charger. So it had given no battery problems.

But on the tour, without its charger,

this battery proved to be unable to retain

a charge. A new battery was purchased.

One car used a lot more oil than its owner

had anticipated, but another owner had

ample extra oil to share. A loose union in

a fuel line produced an unpleasant smell

for a car’s passengers, but the owner had

the right equipment to solve that problem.

The most awkward problem was a

slipping clutch that became so unwilling

to transmit power that its car’s passengers

and luggage had to be taken out before

the car could ascend a hill. Even so the

car had to ride on a truck for a bit. But

once home the owner was able to adjust

the clutch and had no slippage at all on

his next tour.

My own adventure was something I

People and Cars on Tour

1922 SG 68ZG M. Phillips tourer John & Angela Harris

1935 20/25 GPG23 Hooper saloon Phil & Jean Birkeland

1948 SW WFC31 James Young saloon Rodney Brown &

Lev Drachenko

1950 SD LSBA86 saloon David & Frances Stocks

1952 SW WSG46 James Young saloon Tom & Anne Terry

1954 SD LSRH10 saloon Roger & Chris Wooley

1955 SW ELW5 H.J. Mulliner touring


John & Nicky Waite

1957 SC I SED445 saloon Dan Walker & Scott Piercy

1962 SC II LSAE445 saloon Dave & Lynn Pass

1963 SC III LSDW469 saloon Andrew & Jeannie Duffus

1965 SC III LSJR517 saloon John & Marny Peirson

1967 SS SRX2897 saloon Gary Thompson & Don


1971 SS SRH10634 estate wagon Burton & Mary Hunter

1973 Corniche CRB16715 MPW coupe Steve Mason

1975 SS SRD22262 saloon Ron & Margaret Jackson

1975 Corniche DRD20405 MPW dhc Colin & Laurel Gurnsey

1976 Camargue JRE22722 MPW coupe Dave & Jackie Baron

1976 SS SRE26265 saloon Roger & Marie Pearson

1977 SS II SRF31911 saloon Ian & Sandra Hastings

1979 SS II SRK36676 saloon Larry & Jane Goldberg

1989 SSpur NAK-24547 LWB saloon Gerald & Audrey Korn

1992 SSpur II NAN-44496 LWB saloon Charles, David & Margaret


1934 3½L B165BL Park Ward saloon Nick & Anne Northeast

1938 4¼L B142MR H.J. Mulliner coupe David & Adele Cohen

1947 Mk VI B394BH James Young coupe Terry & Barbara


1954 R Type B183MB saloon Terry & Barbara Saxe

1954 R Type B37YA saloon Dave & Diane Gibson

1956 S 1 Conti BC18BG Park Ward fhc Tom Purcell & Tony


Riders: Howard & Betty Green, Clive & Alison Northeast, Edward & Caroline Sharkey,

Dave & Carol Sjolund (luggage van)

had never come across before. We drove

over a cattle grid at what I would consider

a sensible speed, and all four wheel

disks came off. The frequency of vibration

must have been just right (or wrong,

rather). We heard a tinkle and stopped

to pick up what I thought would be one

wheel disk. We found all four, though

two had gone some way up the roadside

bank. Fortunately no damage was done.

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9158 THE FLYING LADY January / February 2009

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A view of Westonbirt House and some of the many Bentleys present.

To celebrate 75 years of the Derby Bentley, Neill Fraser of

Scotland organized a tour in south Gloucestershire in August,

ending at Westonbirt House near Tetbury. This magnificent

stately home became a girl’s school in 1922. About 30 Derby

Bentleys attended a parallel event there, the Spirit of the Age

Summer Jazz Age Party sponsored by Bentley Motors, and

were joined by other classic cars. Frank Dale & Stepsons were

among the exhibitors. Sadly, summer was in short supply this

year and the festivities took place under grey skies.

Co-organizer of the event, Lawrence Trackman, brought

his Alvis 12/50 and a smaller version for his grandchildren!

The pedal car is a generic toy that he gave an Alvis

appearance with the familiar red triangle badge.

Derby Bentley


Tom Clarke (UK)

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An exotic body by

Whittingham & Mitchel on a 1938 4.3 Alvis SC

model, a concealed head dhc with pontoon front fenders.

January / February 2009 THE FLYING LADY 9159

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A 1937 Alvis Speed 20

model with concealed

head by Lancefield,

showing the scalloped

detail copied from

the similar design by

Park Ward and H.J.

Mulliner on Derby

Bentley chassis.

1938 4¼ Litre B172LS

Vanvooren pillarless saloon,

not quite as happy a solution

as the Vanden Plas version of a

pillarless. Observe that the rear

hinges are hidden but the front

ones are exposed.

1934 3½ Litre B28CR

Freestone & Webb saloon.

Last heard of in 1953 this

time capsule car emerged

only recently.

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9160 THE FLYING LADY January / February 2009

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1934 3½ Litre B68BN Vanden

Plas saloon, a 1934 Olympia

show car.

1937 4¼ Litre B162JD Vanden

Plas pillarless saloon, virtually the

same body as B68BN seen right

but with doors reversed for the

pillarless system. The registration

number is from the island of Jersey

near the coast of France.

The house is incredibly grand from the front but the rear is even

more sumptuous. It belonged to the Holford family from 1665 until

1926, replacing the original Elizabethan and subsequent Georgian

manor house on the site. Robert Stayner Holford, who inherited

Westonbirt in 1839, replaced that house between 1863 and 1870

with the present mansion designed by Lewis Vulliamy. While the

exterior, in ashlar masonry, is again an Elizabethan style with a

symmetrical main block and asymmetric wings, the interiors are

in the classical style. For its time it had state of the art features:

gas lighting, central heating, fireproof construction, and iron roofs.

It is now a Grade I listed building (“outstanding architectural or

historic interest”) and is open to the public twice a year.

Everyone at the event

was in the dress of

the 1920s and '30s.

Crooners on ukeleles

and also bowing on

a wood saw sang the

popular standards of

the day. You guessed

it, here they are

performing “Rainy

Day.” And it was.

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January / February 2009 THE FLYING LADY 9161

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From the Archive: Foreword

by W.O. Bentley

Editor’s Note: Decades-old files contained this Foreword written by W.O. Bentley

for the 1961 book A History of the World’s Sports Cars by Richard Hough (Allen

& Unwin). This book has seemingly been long forgotten, so we reproduce WO’s

words here with the thought that someone, somewhere may find it useful. While it

contains nothing earth-shatteringly new, it does nicely summarize WO’s thoughts

about the place of his own cars in the world. And, one is reminded of the bittersweet

comment he once made to Sammy Davis: “If people had only been as enthusiastic

about the car in its early days as they were about it as an historic relic, the

success would have been unbounded!”

I HAVE NEVER been quite certain what

a sports car is, and when I was a young

man, the distinction between a sporting

and a touring car was so fine that some

people scarcely knew the difference. No

one could call some of the motors that

ran in the early Isle of Man Tourist Trophy

races and in hill climbs and sprints,

sports cars. What some people had done,

of course, was to take an ordinary car and

tune it up to make it faster, and perhaps

to lighten its chassis. That was really how

it all began, and how we began with the

DFP before the 1914–1918 war. It was

not until some time after this that the

sports car proper was born. To the ordinary

person, a sports car has always been

a small, open motorcar, with seats for two

and a noisy exhaust, which is unbearably

uncomfortable for more than the shortest run and probably

often “goes wrong.” Personally, I have never seen the sports

car in such terms. I have never thought high performance justified

discomfort, noise, and unreliability, and when, after my

pleasant years with locomotives, I entered the motor business

Duff and Clement at the 1924 Le Mans race.

and began to work with others to design

a car of our own, the principle on which

we worked was to build a machine that

would go far and fast, safely, reliably, and

comfortably. I have never really been very

interested in short journeys, which can be

accomplished perfectly satisfactorily with

beam axles, the shortest wheel base, and

an inefficient side-valve engine! For 10

miles nothing matters—and in any case

the engine oil is scarcely warm! I think

most people who have been responsible

for the design of interesting motorcars

have usually built the sort of machine

they like to drive themselves and which

are suitable for their own sort of motoring.

Since I was aware at a very early age

of the possibility of traveling great distances,

I wanted to make machines that

would allow me to do so efficiently and

at high speed. My first exercise in this

was carried out with the French DFP,

which I can see now as a sort of test bed.

It gave me enormous satisfaction to make

this quite humble little motor go faster

than ever its designer intended, to the

extent of taking records at Brooklands

and racing for 12 hours over the rough

and mountainous Isle of Man circuit at

an average of over 48 mph in 1914. The

3-litre car was the next logical step in the

process of expressing what we all wanted

of a motorcar. We did not think of it as a

sports car. We wanted speed, but we did

not want it at the expense of reliability or safety. We had, therefore,

like every design team, to compromise. The result was

that the 3-litre and the 4½-, 6½-, and 8-litre cars were not necessarily

the fastest cars in their class in the world. But because

the engine was always working within its capacity and we gave

a great deal of attention to brakes and springing

and weight distribution, they were safe and

reliable cars.

At Bentley Motors and later at Lagonda’s

we designed and produced the cars we wanted,

which were a reflection of our policy and our

personal tastes. This may sound obvious, but I

think people are inclined to forget how strongly

the personal element comes into the design of a

motorcar—that is conceived in terms other than

mass production for the average motorist. It is

possible to see distinct traces of the character,

personality, and tastes of, say, Captain Smith-

Clarke in the Alvis cars of the 1920s, of Louis

Coatalen in the Sunbeams from about 1909 on,

and of Georges Roesch in those splendid, sturdy,

and good-pedigree fast Talbots from the 14/45

car of 1927. I don’t think this argument should

be extended too far, if only because it will lead

to dispute and might even give offense, but it

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9162 THE FLYING LADY January / February 2009

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Bentley Motors

A modern-day BDC outing.

is worth thinking about. Could, for example, anyone but Fred

Duesenberg have produced the Duesenberg? Is it possible for

anyone to imagine Archie Frazer-Nash designing the fwd Cord!

From the information in the pages that follow, you will be

able to exercise your mind on any number of possible anachronisms

like this if you want to. But you will find it more

The Curious

Story of B11AE

Jack E. Triplett and Tom C. Clarke

Editor’s Note: The authors are writing a history of the coachbuilder

J. Gurney Nutting & Co. This article is abstracted

from material for the book.

in the last issue, FL08-6, John Parker, that superb American

amateur body builder (see FL68-6, page 1107, and

69-4, pages 1180–1183, for the body he built on Phantom

I S198PM, and for his body on Silver Ghost 83AG, FL81-3,

pages 2396–2401, plus 08-5, page 9009), shared with us some

1969 photos of a rebody on a Derby Bentley. John did not know

its chassis number nor the British body builder, only that the

“craftsmanship was superb.” The British body builder was

C.B.D. Sargeant, proprietor of Sargeant’s of Goudhurst, and

the chassis was 3½L Bentley B11AE. Carl Sargeant’s was the

Bentley’s third body, or perhaps it should be numbered 3.5, for

reasons that we explain in the following.

B11AE was a very early 3½ (the 6 th chassis, by chassis number).

It was fitted with Vanden Plas body 3047, one of a batch of

standard catalog tourers, which, according to Brian Smith’s

book Vanden Plas Coachbuilders, included 3046 (for B1AE,

the first production 3½), and 3048 (mounted on B5AE, Bentley’s

1933 Motor Show car). VdP painted B11AE in two tones of

gray, upholstered it in gray leather, and it had gray-painted wire

wheels. Because the new 3½L Bentley attracted great interest

from the automotive press, the earliest production cars were

initially retained by Bentley Motors (1931) Ltd. for press trials

and the like. This indeed was B11AE’s first employment,

though we don’t know whether it was the actual subject of a

press road test.

The chassis order and build cards for B11AE record that

after completion of its trials car duty the company sold it in

useful to read about the cars as they were and as they are. In

sheer numbers I find them quite remarkable, even the numbers

of other models that were produced during the lifetime

of Bentley Motors. This makes it all the more surprising and

pleasant that many people remember the old Bentley and

that so many of the cars we made are still on the road and

constantly changing hands at high prices. But then it is one

of the most satisfying things about the motoring scene today

that so many people who care about the better sorts of car,

built in the earlier days, are prepared to give so much time

to keeping them on the roads in good condition today. That

there are many of them is proved by the publication

of this large book.

I wish them—and the book—well.


B11AE with its second body, a Gurney Nutting Owen sedanca

coupe. Note the early series characteristics of small, Lucas Bi-flex

headlamps and high horn placement, used only on A-series and

early BL-series Bentleys.

April 1934 to Mrs. Jean Smith-Bingham, of Wykeham Park,

Banbury. Her ownership has duly been recorded in books on

Bentley, but no one seems to have asked who Jean Smith-Bingham

was, or where she got the “pull” to move to nearly the head

of the line of potential Bentley buyers. Derby Bentleys were

in great demand in early 1934 and few were available. Several

other names who must have wanted B11AE were scratched

out on the order card, and against her name someone entered

“delivery as soon as possible.”

The lady, neé Jean Garland, was the daughter of a wealthy

American ex-patriot who had a big country house in Warwickshire

and was active in tennis and horse racing circles. Indeed,

she carried on her father’s interest: her horse won the Cheltenham

Gold Cup in 1939. But more relevantly for Bentley

Motors, she had married in 1930 Arthur T. Smith-Bingham,

who at the end of 1933 became a director of H.R. Owen Ltd.,

the London Rolls-Royce and Bentley dealer. Smith-Bingham

was often listed as the “keeper” of H.R. Owen’s showroom

demonstrator cars.

Harold Owen gained access to B11AE through Jean Smith-

Bingham, but he had little interest in putting a Vanden Plas

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January / February 2009 THE FLYING LADY 9163

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The Field, 16 March 1935, p. 593 (used by permission)

Tom Clarke

tourer on display in his showroom in early

1934. A little over a year earlier, his dealership

had introduced the “Owen sedanca

coupe,” designed for him by Gurney Nutting’s

A.F. McNeil and built by J. Gurney

Nutting & Co. on Rolls-Royce P II and

20/25 hp chassis. The Owen sedanca was

a fabulously successful design, but Owen

had not been able to get a chassis in order

to display a Bentley Owen sedanca coupe

at the 1933 Motor Show. [A small digression

here to avoid an avalanche of letters

to the Editor: Some Motor Show reports

said that an Owen sedanca coupe was

on display, but they were wrong—that is

another story, for another time.]

What happened soon after Mrs.

Smith-Bingham’s acquisition of B11AE

demonstrates Owen’s urgent need to

get a Bentley Owen sedanca coupe into

his showroom. Owen had Gurney Nutting

remove the new Vanden Plas body

from B11AE and replace it with an Owen

sedanca coupe. We know this indirectly,

not directly, for no contemporaneous

1934 Gurney Nutting records are available,

but the evidence (which will be presented

fully in our book) is conclusive.

A photograph (page 9163) of B11AE

appeared in the British magazine The

Field in 1935. This was already an old

photo when it was published, but it

likely shows B11AE when in use as an

Owen demonstrator. The only other

Owen sedanca coupe in the early series

Bentleys was B2AH, but it differs from

The Field car in fenders, color, and

other features.

Vanden Plas body 3047,

originally mounted

on B11AE, here on its

second chassis, B161DK

ca. 1960s. B161DK

is now owned by

Nic Møller.

What happened to B11AE’s original

Vanden Plas body? It was, after all, essentially

a new body, so no reason to scrap

it. Owen may have returned it to Vanden

Plas, or it might have gone to Cooper’s

of Putney, a company that bought and

sold all kinds of used bodies, sometimes

using them to re-body their customers’

cars, sometimes disposing them to others—we

don’t really know where body

3047 went.

We do know where it wound up. A

year or so later, Leslie Matthews & Co.

(a Birmingham dealer who dabbled in

Rolls-Royce and Bentley) ordered Bentley

chassis B161DK for their customer

S.C. Harrison. The order instructed

Bentley Motors to send the chassis to

Mulliners Ltd. of Birmingham (not H.J.

Mulliner, as some books have erroneously

recorded). Matthews (or perhaps it

was Harrison) somehow located Vanden

Plas body 3047 at wherever it had been

since Nutting separated it from B11AE.

Likely it was a bargain. Mulliners were

then commissioned to mount the Vanden

Plas tourer on B161DK (not a Mulliners

tourer, as the chassis card incorrectly

stated). Body 3047 remains on that chassis

today: B161DK won first in class at

the 2002 RROC annual meet at The

Homestead, and is pictured in FL02-6,

page 6790.

Time passed. B11AE with its Owen sedanca

body moved out of Owen/Smith-

Bingham hands in 1936 to John Profumo

(later a politician who, after leaving

office in a scandal, became noted for his

charitable work, for which he earned

the CBE). From then on, its history is

obscure. Though B11AE was a historic

car because its Owen sedanca coupe

body was one of the first two such on

a Bentley, the urge to “update” what

were then just old cars infected many an

owner. When the Swain Group offered it

for sale in the early 1950s, it had already

been remodeled (below): someone had

fitted an angular, metal-covered top and

cobbled up its graceful fenders, trying to

make it look more modern. And whoever

modified the body also fitted bizarre carriage

lamps to the sides of the top. The

changes almost obliterated the Owen

sedanca coupe lines, so much so that at

one point the body was identified as Windovers.

But the characteristic McNeil

downswept waist molding and window

reveal and the outline of the door shape

all mark it as a Gurney Nutting Owen

sedanca coupe. There can be no mistake

about the chassis identification of the

Swain photo because a photo of the car,

in a dilapidated state, appears in John

Adams and Ray Roberts’ Pride of Bentleys

(page 139).

Carl and Tim Sargeant (Carl’s son) first

encountered B11AE when its then

owner (drunk) rammed it into Tim’s

van! After a few more such accidents,

damage was extensive, both to the chassis

and the body. The Sargeants bought

the relic partly because they wanted its

opera lamps for another Bentley project.

At that time, B11AE’s Gurney Nutting

body plates had long since been lost,

and no one knew the builder of its sedanca

coupe body (the chassis cards, of

course, list the car’s original Vanden Plas

tourer body). Eventually, they decided to

rebuild B11AE as an open two-seater on

a shortened chassis, with the result shown

on FL page 9107, in color in Adams and

Roberts’ book, and also in Johnny Green’s

book on Bentley (page 192).

Many things have happened to our cars

over 70+ years, but few of them have histories

to match the curious story of B11AE

and its three (or three and a half) bodies!

B11AE with modified Owen sedanca coupe

coachwork, about 1950. Angular top,

reconstructed trunk, valanced fenders,

and Hooper-style skirted rear wheels all

obscure the line, but the characteristic

Owen sedanca coupe proportions, body

waist moldings, window reveals, and door

contours proclaim its origins.

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9164 THE FLYING LADY January / February 2009

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The only organization in America dedicated to the preservation of the Rolls-Royce

and Bentley automobiles and their heritage. The new museum and library is located

next to the RROC headquarters. Please come visit the cars and library and consider

joining the foundation to insure our heritage for future generations. We are a 501C3 tax

deductible organization and would greatly appreciate donations of automobiles, parts or



Dues (check one): $30 Annual $450 Lifetime $2,500 Benefactor

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January / February 2009 THE FLYING LADY 9165

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Technical Feature

The Ignition Is Pointless

Gil Fuqua (TN)

rolls-Royce and Bentley cars made before 1977 have ignition

systems that include a distributor with a coil, points,

and condenser. This basic ignition system was developed

by Charles Kettering around 1911 and displaced the magneto

ignition used on earlier cars.

Rolls-Royce adopted Kettering’s coil-based ignition system

on the Silver Ghost in 1919 and the system was used on subsequent

Rolls-Royce cars for almost the next 60 years. The coil

ignition replaced the trembler ignition used on the early Silver

Ghosts but did not totally displace the magneto. Rolls-Royce

was seldom an early adopter of new technology and continued

to include a magneto ignition on its cars manufactured through

the mid-1930s. For example, the Silver Ghosts made from 1919

included a dual ignition system that ran on both a coil (Kettering

ignition) and magneto. These Silver Ghosts were capable

of running on either system if one of them failed. Later Rolls-

Royce cars, such as the 20/25, had a magneto as a back-up in

case the coil ignition failed.

Rolls-Royce first introduced electronic ignition in the Silver Shadow

series in 1977. The Lucas-supplied OPUS module, shown here, proved

to be troublesome over time and is expensive to replace. Note the

exposed electronic components on the Lucas circuit board.

The Kettering ignition was the dominant automotive ignition

system until the 1970s. With the advent of solid state electronics,

the Kettering-designed ignition was eventually replaced

with an electronic ignition that eliminated the points and condenser,

and later by computerized systems that eliminated the

mechanical distributor.

The Kettering-designed ignition included a distributor that

was driven off the engine. It incorporated a contact switch that

triggered the coil to produce the electrical pulse to the spark

plugs. The switch in the distributor is known as the “points”

and includes two arms. One set of points is on a stationary arm

and the other set of points is on a movable arm that is springloaded,

allowing the arm to open and close the circuit. As the

movable arm encounters a lobe on the revolving cam of the distributor,

it closes the points and triggers the high tension side

of the ignition system. This allows the voltage built up in the

coil to be transferred to the spark plugs. The Kettering ignition

also includes a condenser that serves as a buffer for the voltage

spike across the points. Without the condenser in the circuit,

the points would arc and burn up.

Silver Shadow distributor shown with replacement ignition

module from Dennison-Jayne. The Lucas module and

wiring are removed from the distributor and this drop-in

replacement is substituted. No physical changes are made to

the distributor so it can always be refitted with the original

Lucas module.

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Owners Owners Club, Club, Inc. Inc.

Phantom III distributor shown with twin points and

internal condenser.

9166 THE FLYING LADY January / February 2009

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Dennison-Jayne electronic ignition kit for

prewar six cylinder distributor. The kit

includes all of the electronics housed in the

epoxy-sealed module shown with the red

and black wires attached, a replacement

rotor fitted with a magnet ring (shown with

green stripe), two brass mounting posts, and

a rubber grommet that replaces the wire

terminal in the distributor housing.

The advent of electronic ignition

provided distinct advantages over the

old mechanical system by eliminating

the moving points in the distributor that

required periodic adjustment as well as

the condenser that was subject to intermittent

electrical failure, generally at the distributor. The points are removed and the module fits over

Dennison-Jayne module shown installed in a prewar

most inopportune times.

the existing posts in the distributor. The module is held in place

The advantages of electronic ignition by two brass studs that come with the kit. The two wires are

are now available for almost every model fed through the supplied rubber grommet and pass through

of Rolls-Royce and Bentley car made the existing hole in the distributor housing.

with a conventional distributor, from

early cars with a single set of points to the later V8 models with

single and dual point ignition systems. Dennison-Jayne Motors

has designed custom kits that replace the points and condenser

in the distributor. The kits require no modification of the distributor

other than removing the points and routing an extra

wire to a source of 12 volt power. The entire module fits within

the existing distributor. A major benefit of the Dennison-Jayne

kit is the ability to reverse the process and reinstall the original

points with no permanent modification to the distributor. Kits

are available for Silver Ghosts (British and Springfield), Phantom

I (British and Springfield), 20hp, 20/25, 25/30, Bentley

3½ and 4¼, Phantom II and III, Wraith 1 , Silver Wraith, Silver

Dawn, Silver Cloud, Mark VI and R Type, Phantom VI, and Silver

Shadow cars with points. They also make a kit that replaces

the trouble-prone Lucas electronic ignition that was installed

until about 1982.

The electronic ignition provides a number of advantages over

the traditional points and condenser system. First, the moving

points are eliminated. You don’t have to worry about points arcing,

point wear and erosion, adjusting clearance of the points,

and setting the proper dwell angle. In addition, the electrical

components in the electronic ignition are epoxy-sealed and thus

not subject to dirt, oil, and moisture-related problems in the distributor.

The condenser is also eliminated from the circuit since

it is not required with the electronic ignition.

The Dennison-Jayne kits use an electronic module designed by

Pertronix, one of the largest manufacturers of after-market ignition

systems. The Pertronix modules have been used on a wide

variety of coil-based ignition systems for 30 years that range

from hot rods to tow motors. The system incorporates a Hall

Effect circuit that uses a cobalt magnet to trigger the ignition.

Hall Effect sensors provide a very accurate trigger for the ignition

system and are not prone to heat and vibration issues associated

with other retrofit kits. There are no points to burn out, no

condenser to fail, and no moving parts to wear out. As a result,

timing is more stable and is less susceptible to changes due to

wear in the distributor’s

cam and bearings.

There are two schools

of thought on such

modifications to keep

in mind: (1) Don’t mess

with Sir Henry’s brilliant

engineering (if it’s

not broken, don’t fix it),

and (2) it’s acceptable to

adopt newer technologies

if they improve the

usability and/or longevity

of the car as long as

the modification can be

reversed (example: adding

a full-flow oil filter to

a prewar car). With the

advent of the electronic

ignition kits, you now

have a choice.

1 Dennison-Jayne has yet to perform a conversion on the Wraith C series and

will need to borrow a distributor in order to do the first conversion.

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

The rotor is fitted with the supplied magnet ring to complete the

installation of the electronic ignition module in the distributor. No

physical modifications are required to the distributor and the original

points can be easily retrofitted.

January / February 2009 THE FLYING LADY 9167

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“Review of the French

Motor Industry”

A 1945 Memo by Walter Sleator

Editor’s Note: In FL08-2 we ran an article on the activities

of Rolls-Royce’s Paris Depot, Franco-Britannic Autos Ltd.,

and Walter Sleator’s role in that company. Since that article

was written, the Rolls-Royce Heritage Trust has discovered

in its holdings the prospectus for the incorporation of Automobiles

Rolls-Royce (France) Limited. It is dated May/June

1911 and gives the following as directors: Frederick Henry

Royce, M.I.Mech.E, M.I.EE, Claude Goodman Johnson, Lord

Herbert Andrew Montagu Douglas Scott, DSO, Ernest Alexander

Claremont M.I.Mech.E, M.I.EE. On the French side

there were Victor Bagués, Evremond de Saint Alary, and Walter

Behrens. Of particular interest is the statement that the

Since I have been over here, I have

endeavoured to procure from the best

possible sources, a picture of what F.B.A.

[Franco-Britannic Autos Ltd.] can look

forward to, in the coming months or

years, from a commercial point of view.

It will be immediately appreciated that,

owing to the war, the situation in Europe

is anything but bright, and in France—

which is the country we are interested in

at the present moment—the position is

difficult, but nevertheless hopeful.

What Has Happened to

the French Motor Industry?

Owing to the war, factories have either

been damaged by aerial bombardment,

or by sabotage, and as to the remainder,

which are intact, they are incapable of

being utilised owing to a complete lack of

raw materials. Factories such as Renault

and Matford are slowly getting under

way again with their production of commercial

vehicles. Hardly any private cars

are being turned out by any firm, but a

small number are being assembled from

spare parts in such factories as Ford,

Simca, etc.

What is the French Plan?

As you probably already know, a five-year

plan has been devised by the French

Government, after considerable thought

had been devoted to the matter, and in

this respect, it is worth noting that the

responsible people, mainly M. Lacoste

(Ministre de la Production Industrielle),

and. M. Pons (Chef du Cabinet du Ministre)

had, it seems, been working out the

details of this plan during the occupation.

The plan calls for the mass production of

cars by the various firms, as under:

4 HP Category Simca, and Panhard

& Levassor will make the Gregoire aircooled

car (particulars of which remarkable

little motor car I gave to Rm and Ev.

many months ago), and it is planned to

turn out 250,000 of these vehicles during

the five years.

6–8 HP Category Next on the list is the

202 Peugeot, which firm estimate that

they will produce 265,000 cars during the

same period.

10–12 HP Category Citroën and Ford

have been entrusted with the manufacture

of this category and between them

they are supposed to produce 304,000

cars in the five years.

Luxury Type Car, 15 HP Finally, we

have what is now being called the “De

Luxe” model, which will be the 15 HP

6-cylinder Citroën, and 62,000 of these

cars are expected to be produced according

to the five year plan.

Having discussed the foregoing plan with

numerous friends of mine, all of whom

are particularly well placed to judge

same, it appears to me highly improbable

that the production figures mentioned

will be attained unless the first year of the

Company had been registered by Rolls-Royce “with the object

of manufacturing the famous Rolls-Royce motor chassis

in France and selling there and in other countries of Europe,

other than the United Kingdom of Great Britain and Ireland.”

[Emphasis by ED] There is no information at hand presently

that says that chassis were actually manufactured in France.

Here we pick up the thread with a report from Sleator

to the Rolls-Royce board in September 1945. For the sake

of context, it should be noted that Sleator had by this time

come under intense criticism from Rolls-Royce for the heavyhanded

manner in which he had installed in 1944 his brotherin-law

Jean Schoffs as head of FBA thereby forcing out Jean

Goemaere who had been in charge of FBA since 1940 when

Sleator escaped France to Spain. This episode will be the subject

of a final article on FBA.

We are obliged to the Rolls-Royce Heritage Trust for sharing

this material.

five-year plan is considered to be the year

1947. In that case it will become in reality

a six or seven years plan. One cannot fail

to be impressed by the fact that the 15

HP Citroën is now considered over here

as the future French luxury car.

Such firms as Bugatti, Delahaye,

Delage, Talbot etc., are free to produce

whatever car they wish, as they are outside

the five-year plan, not being in a

position to make cars on a mass-production

basis. No very definite programme

has, been drawn up by any of these firms

yet. It would appear, however, that most

of them are contemplating producing

their 1940 models, trimmed up for

weight reduction by the introduction

of aluminium and light alloys. Talbot’s,

however, have, I understand, more or

less produced a car that is a replica of the

Bentley! I have not yet seen this car, but

hope to do so before I leave France, or at

least get some further information concerning

it. With regard to the Hispano-

Suiza, it seems that they have, according

to Prince Poniatowski [Prince Michel

Casimir Poniatowski, 1922–2002], given

up the idea of manufacturing motorcars

in the future.

What Are the Possibilities

of Selling R.R. and Bentley Cars

in France?

This, as you will appreciate, is a very difficult

question to answer. I have, nevertheless,

discussed this matter, not only with

M. Rabuteaux (President of the Chambre

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9168 THE FLYING LADY January / February 2009

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Syndicale des Importateurs), but also with M. Pons (Chef du

Cabinet du Ministre de la Production Industrielle), who, as

everybody knows over here, is the man who is responsible for

the five-year plan and who is generally considered the No. 1

motor car specialist. Re M. Rabuteaux. During the lengthy

conversation I had with this competent official, it was obvious

that at the present time it would be quite impossible to hope

to sell—and by this I mean import—Rolls-Royce and Bentley

chassis in France for the two following reasons:

(a) The necessary import licences would not be granted by the

Production Industrielle (M. Pons).

(b) The necessary Sterling funds required to pay for the vehicle in

question, would not be allowed by the Financial Committee

over here, through whom all such transactions have to pass.

The situation as set forth on the preceding page does not

come as a surprise to me any more than it would to other

knowledgeable persons, as it is obvious that the French Government

have got to give priority to imports of vital necessity

which will contribute towards the economical reconstruction

of the country. As one could write at length on this particular

subject without, by so doing, marking one’s point, I think it

preferable to give the gist of the conversation I had with M.

Pons and the Minister [Lacoste], when they received me on

the 7 th September.

After a general conversation which covered the political situation

(!) as is usual in France, M. Pons took great pains to explain

to me the remarkable results he expected to receive from the

five-year plan. He appeared to be very optimistic, and repeated

on several occasions “I can assure you that this plan, which is

already in operation, will be fully carried out.” He then went

on to tell me how keen he was to collaborate fully with British

manufacturers, with the object of being able to compete against

a certain country (evidently the U.S.A.) which, in a very short

time, would be in a position to flood the European markets

with motor cars, the prices of which would make European

competition difficult; he stressed the necessity for British and

French cars being of similar quality, and expressed his views on

the matter as follows: “France was one of the finest motor car

quality manufacturers in the world, and it is our intention to put

the French motor industry back where it should be, and I can

assure you that we are going to do it.”

He added that, during his recent trip to England, he discussed

with the officials of the Board of Trade the possibility of an agreement

between the two countries, whereby France and Great

Britain would get together in such a way that, instead of working

out a motor car policy by which they would automatically cut one

another’s throats, they should on the contrary elaborate a scheme

to the effect that certain models should be produced in France to

suit certain European markets, and by resorting to mass production,

compete against the States. He was of the opinion that the

U.K. should act on the same lines. M. Pons said he considers that

in such an event there should be no customs barriers between

the two countries. Certain types of French cars would be available

in this way to the British public and vice versa. He asked me

whether I would use whatever influence I had to push home this

point with the Board of Trade people and appears convinced that

it is only by our two countries working on parallel lines, and cutting

down the number of models made to the minimum, which

The first postwar auto show in France, the Salon de

l’Automobile, took place in October 1946 at the Grand

Palais in Paris. Much of Europe was still digging itself

out of the rubble and cars were scarce, but some 809,000

visitors—double the number of the last prewar salon in

1938—came to distract themselves and to dream. There

were 680 exhibitors but they had little to show in terms

of new designs and less to sell. Most of the exhibits were

prototypes, raw material was a rare commodity, and the

country needed to make exporting cars for hard currency

a priority over satisfying domestic demand.

The Salon de l’Automobile (renamed Mondial de

l’Automobile in 1988) was the first motor show in the

world. It was started in 1898 by industry pioneer Albert

de Dion at the Tuilleries Gardens. Fifty years later the

1996 salon featured a replica of that first postwar salon,

complete with period signage and as many of the period

cars as possible: a rear-engined Renault 4CV, 3CV Dyna

Panhard, Peugeot’s 202 sedans and convertibles, various

models of Citroën “Tractions,” the three-wheeled Mathis

v.1 333 “egg on wheels,” Delahaye, Delage D6, a Hotchkiss

686, Panhards, a Simca Cinq, a Salmson S4E Coupé, a

Talbot Lago Record coupé, a Bugatti type 59/50DB singleseater

from 1939 and foreign fare such as Fords, Lincolns,

Buick, Studebaker, and a Cadillac Coupé de Ville.

would then have to be mass produced, that we can hope in future

to compete with the States.

Speaking of Rolls-Royce sales in France, his attitude was

as follows:

“I have no objection on the contrary to the importation

of such luxury vehicles such as Rolls-Royce manufacture,

as I consider it necessary for our manufacturers to realise

what other people are doing, and healthy competition is

a good thing.” On the other hand, for reasons which have

previously been stated, he cannot foresee the possibility

of granting import licences for such vehicles as we manufacture

for a couple of years. He then made the rather

extraordinary statement that if the British and French Governments

come to terms respecting their future motor car

policy, R.R. and Bentley cars would not have to be penalised

by heavy duties (incidentally both M. Pons and the Minister

appeared to be against the levy of customs duties), as

French luxury vehicles would be shipped to England in

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

January / February 2009 THE FLYING LADY 9169

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exchange for the apparently free

admission into France of Bentley

and Rolls-Royce cars. What French

luxury vehicle he had in mind, or

what French car will ever, or at all

events for many years to come, be

able to compare with our type of

motor car, is as complete a mystery

to me as it is to other people to

whom I mentioned the matter.

To resume, therefore, there is no

anti-British feeling whatsoever in

the Ministry of the Production

Industrielle. On the other hand,

there appears to be a very definite

desire on the part of the present

authorities to come to an agreement

with the British manufacturers,

and unless things alter, as they

may do, after the elections, the


just a few

years ahead, we show

here examples of what would

become the golden years of French car

design. Since the French government made

it impossible for the French industry to produce

big luxury chassis, the French coachwork

industry turned to American and British

makes in larger numbers. The illustrations

here are from a 1949 issue of Réalités Magazine,

an international periodical since 1946

featuring articles of fashion, politics, social

issues, arts and entertainment, etc., as they

pertain to French culture. The illustrations

were not captioned, so our captions represent

an educated guess.

future possibilities, as far as we are

concerned in this country, will be

entirely dependent upon Government

control. Or in other words,

the order of the day will possibly

be a “you play with us, and we will

play with you” policy.

F.B.A. Ltd.’s Present Situation

As you already know, F.B.A. Ltd. has

more work than it can conveniently handle.

This is mainly due to the repair, or

overhaul of U.S. engines, and after having

discussed this matter with the interested

officials, we can definitely state that

we shall continue to receive engines for

complete overhaul at the present rate

until Feb. 1946. From that time onwards

they will start cutting down, and to quote

their own words ‘we will be on a day to

day policy’.

Apart from this, we have a considerable

amount of work to do for other

military units, especially the British Red

Cross, and I do not see any change coming

from this direction before April next

year. Finally our customers are gradually

coming out into the open, and bringing

in their cars for attention. If petrol is

once again on the market, we can foresee

a considerable amount of work coming

from the repair and general mechanical

attention that will be required by the

majority of our customers’ cars.

This being so, I have no hesitation in

stating that F.B.A. Ltd. will be fully capable

of looking after itself until the end

of 1946, and by that time we must hope

that the situation in Europe will have

A Talbot Lago with unknown body.

Notice how the door is sculpted to cope

with the rear fender.

All illustrations: Réalités Magazine, Oct. 1949



by Figoni. This

is almost certainly a

1938 V12 model 165R, either

rebodied or bodied postwar for the first

time (unless this is a prewar drawing).

A 1948 Cadillac 62 by Saoutchik;

this car still survives today.

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

9170 THE FLYING LADY January / February 2009

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improved and that a plan for 1947

will have been worked out.

Customers’ Requirements

Ever since my return to Paris I have

been literally assailed by our customers,

most of whom, I am glad to

say, are excellent friends of mine; in

fact I find it difficult to cope with

the ’phone calls at times, the record

being 14 calls one day between 7.30

and 9 am! All our customers are

anxious to put their names down for

the new Bentley. As I have already

mentioned in a previous report, we

have some 30 odd names down, and

the list is still growing.

An unidentified make, bodied

with Chapron design 5362.

A Talbot Lago from a Saoutchik ad.

A Talbot Lago by


Figoni advert, probably a Delahaye.

A Delahaye, possibly by Saoutchik. Quite

a unique sedanca coupe. Note the chrome

button to the left and above the door

handle but not in the door; function unclear.

©The ©The Rolls-Royce


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January / February 2009 THE FLYING LADY 9171

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If trade were free, or, in other words if we were in the

same position as we were in 1939, and these cars could be

delivered almost immediately, they would be paid for irrespective

of price (a good second-hand 4¼L Bentley fetches

Fcs. 850,000 today), but what will be the attitude of these

customers when the factory is able to deliver cars again? I am

afraid this is a question I cannot answer. First of all, there will

be the exchange situation. If we surmise that a new Bentley

will cost £2,000—the price in French currency at say Fcs. 200

to the £ would work out at Fcs. 400,000—and at this figure we

could sell them like hot cakes, seeing the above mentioned

price people are willing to pay for a second-hand car, but if, as

I have strong reasons to believe, the Franc will be devalued,

and the £ sterling quoted at Fcs. 380 for instance, (which is

The French Connection

On the one hand, it is outside

the scope of this magazine’s

focus to explore

in depth the many notable

activities in the

world of automobiles, or

engineering in general,

that don’t specifically

relate to Rolls-Royce

and Bentley. On the

other hand, everything

is connected on some

level and a full and

informed appreciation

of any one thing is only

possible within the larger

framework of knowing

the full spectrum.

Furthermore, the migration

of ideas is normal,

essential, and unavoidable

especially in a company

like Rolls-Royce that made such

a particular point of following

what was done elsewhere so

as to identify suitable solutions

to its own problems and then

license and, usually, improve or

adapt them. Just think of such

essential technologies as the

GM Hydramatic transmission,

or, to use a French connection,

the Citroën hydraulic selfleveling


French coachbuilders’ Rolls-

Royce and Bentley output is

a mere footnote in the coachwork

canon, but what few examples

they did produce stretched

the envelope disproportionately.

To better see why French

coachwork looks so recognizably

French, it is helpful

to see the work they did on

other marques:

La Carrosserie Française

du Style au Design

by Serge Bellu

ETAI [], 2007. 384

p. Hardcover. ISBN-13: 978-

2726887165. €92

(French) Right from the cover

photo the book leaves no doubt

that French cars look, well, different.

This distinction—and it

is a distinction—is true still

today. (Moreover, you wouldn’t

have to look far, especially

among European commentators,

to find the strong sentiment

that only the French know

how to build true luxury cars.)

Profusely illustrated, this

book is the first-ever chronological

survey of French design,

covering every decade and even

including concept cars up to

2010. A “pre-history” of carriages,

which includes a nice

glossary of terms, leads into a

brief overview of the earliest

only my personal feeling) this would mean that a Bentley at

£2000 would cost the French customer Fcs. 760,000 delivered

at an English port. This is quite a figure, and to which

it would be necessary to add the cost of transport, cartage,

luxury tax etc., which would bring the price of the car up to

approximately Fcs. 850,000.

I do not wish to be pessimistic, or over-optimistic, but bearing

in mind the last war, I do believe that, provided F.B.A. Ltd.

can be given more scope such as other European markets to

deal with, both from a sales and service point of view, it will be

able to hold its own, on the assumption that the parent company

are prepared to give it financial assistance for say three

years starting from 1947.

A.W. Sleator, 10.9.45

of self-propelled vehicles and

then the early precursors of the

car as we know it today. All the

examples shown and described

are of French manufacture,

and even the reader who is

only slightly familiar with early

RR history will recognize most

of the names. The photos go

far beyond what our marquespecific

RR books show, so

there is much to discover here!

These sections show the rapid

transformation of body styles in

response to emerging technology

and changes in lifestyle, and

also describe the changes to

the vocabulary. Already by the

1896 Concours du Louvre it is

obvious that French designers

are developing a unique,

national idiom that evolves

in a distinct manner as the

century unfolds. About half

the book is devoted to prewar

designs; the coachbuilder

names will be familiar to

anyone who has an interest

in that era. The many period

photos are supplemented by

occasional coachwork drawings,

ads, and modern photos

of classic cars. The photo

captions are brief, identifying

the cars by make, model,

and year. RR/B are shown/

referred to several times,

but not in particular detail, with

two photos each. (However, the

cars, being so distinctive, are

easily identified!)

The second half of the

book (1945–2010) begins with

the obvious lament about the

demise of traditional coachwork,

but even the increasingly

mass-produced French cars

continue to look unmistakably

French. US readers in particular

will find much here that

never made it to these shores

and so expand their visual lexicon.

Many photos of studios,

mock-ups, drawings, quirky

ads. The emphasis of the narrative

is on trends and descriptions

of styling; for explanation

of business matters, production

stats etc. other books will need

to be consulted.

Index of people and companies;

extensive bibliography.

Won the 2008 Grand Prix du

Plus Beau Livre at the Festival

Automobile International.

Henri Chapron

by Dominique Pagneux

ETAI [], 2002. 192 p. Hardcover.

ISBN 2 7268 8602 7. €42.70

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

(French) Along with Kellner,

Binder, Labourdette or Franay,

the house of Chapron (1920–

1978, continuing as a restoration

shop until 1986) is one

9172 THE FLYING LADY January / February 2009

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of the names that immediately

come to mind when we

think of French coachwork

on RR/B. The author asserts

that this interest is on the

rise and goes so far as to call

it “Chapronmania.”

Even if you don’t

speak French, the hundreds

of—mostly period—photos

and coachwork

drawings will show

you things you probably

have not seen yet. The

book begins with a brief

overview of Henry Chapron’s

early life and the

founding of the company,

followed by recollections

of eight people associated

with him professionally.

The bulk of the book

showcases examples of 24

of the major marques that

carried Chapron bodies,

the largest section being that

on Citroën. (There are only two

pages about RR [plus several

scattered photos elsewhere that

include RR/B], with poorly captioned

photos and no examples

of prewar bodies even though

that constitutes half of Chapron’s

RR work.) While always

current in terms of popular

taste, Chapron’s designs were

not flashy or avant-garde but

sober and of restrained elegance.

During the peak years of

1928–31 their output reached a

lofty 500 cars a year, and their

work on the Delage D8 (see

next book review) set a new

benchmark with wide-ranging

and long-lasting influence on

the other coachbuilders.

A selection of Chapron’s private

collection will be in Bonham’s

Retromobile auction Feb. 7.

To put the next marque into

context, consider that often

enough the British press of the

late 1920s found itself describing

the Delage D8 as the “Rolls-

Royce of French cars.”

Or this colorful quote,

variously attributed to Louis

Delage or that consummate

car connoisseur David Scott-

Montcreiff: “One drives an Alfa,

one is driven in a Rolls, and one

buys one’s mistress a Delage!”


La Belle Voiture Française

by Daniel Cabart, Claude Rouxel

ETAI [], 2008. 384 p.,

700+ illos. Hardcover. ISBN 978 2

7268 9432 3. €92

(French) Hot off the press is

this 2 nd edition of a book first

published in 2005 on the occasion

of the 100 th anniversary of

the marque’s founding (1905–

1953). “The Beautiful French

Car” is not a slogan cooked

up by a clever PR flak but an

accolade given by the public.

The serious literature on this

marque is quite thin and this

book goes a long way towards

painting a definitive picture

of the entire lifespan of the

company, not just the glamour

decade from the late 1920s

onwards. Based on extensive

research of public records as

well as interviews with employees,

the book corrects various

errors. All of the photos

are period (among the gems:

a 1921 Labourdette skiff with

luggage trailer) and of remarkable

quality, and many of them

as well as the documents have

not been published before.

The emphasis is on models and

development, less on finances,

pricing or contextual history.

While the extensive and storied

sporting history (including

a 1914 Indy win) is referenced

in good detail, the focus is on

the touring cars. Sidebars cover

special models, historic events,

coachbuilders, yearly highlights

etc. The in-depth coverage

ends with the death of

Louis Delage (1947); the Delahaye

years (to whom the company

had been forced to sell in

1935) are condensed into all of

20 pages.

Appended are plant layout,

brief biographies of key personnel,

aero engines, car production

numbers, race results and

speed records, specs by model.

No index. Won the Prix Bellecour

2005 and a 2006 SAH

Award of Distinction.

The relevance of this book

is also evident in the fact that

Dalton Watson []

recently issued

an English language version,

translated and significantly

expanded by Delage enthusiast

David Burgess-Wise.

(Delage: France’s Finest Car,

2008. Hardcover. ISBN 978 1

85443 224 7. $225/£110, numbered

limited and signed edition

of 1000)

This two-volume slipcased

edition now runs to 531

pages and over 1000 illustrations.

Photo reproduction is

even better than in the French

version. Vol. 1 is a page by

page translation (with minimal

deviations caused by language

requirements) of the French

original, reproducing its very

nice layout and updated with

corrections and changes made/

sanctioned by the authors,

including 20 photo substitutions.

While, technically, the

French book is newer it does

not contain these updates! As

important, only the English

version is indexed.

Vol. 2 contains the apparatus

also found in the French

edition’s appendix, and then

adds a host of new material in

the form of details of Delage

cars at the London motor shows

1906–51, an overview of the

Australian market, plus 100

pages of period ads (1909–42)

and road tests.

Dalton Watson applied a similar

treatment as above to another

superb, long out of

print French book, also

translated and appended

by David Burgess-Wise:


by Gilles Fournier

Dalton Watson Fine

Books [www.daltonwatson.

com], 2006. 300 p. + 84 p.

supplement, 500 b/w illos.

Hardcover, slip case. ISBN 1

85443 218 4. $175/₤95

Despite their Englishsounding

names, Amilcar

(1921–1939) and Salmson

were the quintessential

light French sports cars

of the 1920s. Starting with

cyclecars, in which France was

a pioneer, the company also

built all-out racecars and light

touring cars, and was taken over

by Hotchkiss in 1937. Despite

having an ambitious maker, a

well-liked product, tremendous

racing success, foreign representation

and even manufacture

of its product, and technical

innovation, the company

was no match for the economic

stresses prevalent in the

Europe of the inter-war years.

The short but complex story is

told here in all relevant detail,

richly illustrated with photos,

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

January / February 2009 THE FLYING LADY 9173

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drawings, ads, road tests etc.

Sidebars cover events, patents,

and key figures. The photos

especially add something

to the RR/B reader’s experience:

while we know that our

marques were taken extensively

to France for testing, there

aren’t that many photos of that

time and place in the RR/B literature.

Here we get a visual of

the France of just that period.



The Hand-Crafted Car Body

by Jonathan Wood

Shire Publications, 2008. 56 p.

Softcover. ISBN 13: 978 0 7478

0688 2. £5.99

The traditional coachbuilding

industry expired with the

P VI though it lives on to an

extent with some fine replica

work being done today

and even in companies making

small runs (cf. Morgan).

Its glory days, however, really

ended in the late 1950s. So

it is a special treat to be able

to savor the entire industry

in this packed and fast-moving

booklet. Shire specializes

in booklets of this type. All the

essentials are there to understand

how it developed from

coaches and carriages, and the

key stages of development as

tastes and techniques changed,

including Weymann fabric bodies,

aerodynamic trends, largescale

production using traditional

(and later all-metal) techniques,

and Wood even ends

with the London taxi still being

made on a separate chassis! Allmetal

construction for the latter

and other late 1930s bodies

strictly signaled bodywork rather

than coachwork as ancient

skills with wood declined.

Wood is a prize-winning

writer on motoring history. This

booklet from such a capable

author is highly recommended.

—Tom Clarke

Prestige, Status

and Works of Art

Selling the Luxury Car 1888–1942

by Thomas T. Solley

Racemaker Press [www.], 2008. 430 p.

Hardcover. ISBN-10: 0 9766683

6 X. $100

The name of the late Tom Solley

(d. 1996) will be familiar to

many RROC members, and a

good number will have known

him personally. A good place

to start in reviewing this eagerly

awaited book is his entry in

the March 1952 RROC Directory.

Living in New York at

the time, no car was listed for

him and the entry simply stated

“Enthusiast, wants R-R lit.”

As he notes in his comprehensive

and explanatory Foreword,

The narrative unfolds in

chronological order and by

model. Racing and foreign

activities are handled in separate

chapters. An entire chapter

is about Brooklands racing,

including seven pages of

Amilcar records. The English

version includes previously

unpublished photographs

from the Brooklands archives.

That track is of course inseparable

from Bentley history

and there is much of crossover

interest here, especially

the photos. A “Technical Manual”

contains extensive specs by

year and type, and many chassis


Vol. 2, whose page numbering

begins where vol. 1

ends, contains the text of

the 1994 French edition,

sans illustrations.

he started collecting car catalogs

when he was six years old.

Members will recall his booklet,

with Jack Triplett, Rolls-

Royce and Bentley (1931) Sales

Literature 1905–1965 (still

available at Club Stores). The

form of that booklet is carried

through to the new publication

but much improved with profuse

use of illustrations, both

color and b/w—a proverbial

feast for the eyes.

The presentation of the

material requires some explanation.

Preceded by a Definition

of Terms, the main body of the

book is divided into five chapters

covering distinctive periods

and subjects between the

years 1888–1942, which develop

the story. Chapter 1, after an

introductory essay on “Cars and

Could it get any stranger? From

the Henry Chapron book, above.

Among the things you will not

see elsewhere, not even in

Martin Bennett’s newest book on

the Phantoms IV–VI, are these

Chapron designs 5315 and 5319

by Carlo Delaisse on a Phantom

V chassis for a client who simply

had to have the 1959 Cadillac

look. This car did not get built.

sales catalogues as icons and

status symbols,” lists Automobile

Catalogues by country of

manufacture, then alphabetically

by make, further subdivided

by descriptions of the catalog/s

and their contents. This

approach is followed throughout

but from Ch. 2 on each

chapter also lists, in like manner,

Coachwork Catalogues,

their numbers prefixed with

“C”. In all, details of 1371 automobile

and 316 coachwork catalogs

are covered. However,

the book is not merely a catalog

of catalogs: each chapter’s

introductory essay explores

the larger questions of the cars

themselves and how the sales

literature reflected the evolution

of the car, societal attitudes

and trends, the role of the car

as status vs. utilitarian object,

and that fundamental quandary

of whether sales literature

shaped or reflected the public’s


Numerous entries are illustrated

with images of the original

catalog covers or pages,

and a series of 54 highquality

plates, not all necessarily

pristine with the odd tear

and mark left untouched, are

printed on individual pages. The

whole production is extremely

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

9174 THE FLYING LADY January / February 2009

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atmospheric and rewarding to

dip into or to read extensively

from Solley’s authoritative

text, assembled from his great

knowledge gained over many

years, to images of treasures

that many enthusiasts would

normally never see in their

own lifetimes.

Most of the great manufacturers

and coachbuilders are

represented and a Dictionary

of Terms: French and German

Equivalents, completes the volume.

The book does not pretend

to be totally comprehensive,

and many of the catalogs

belonged to public and

other private collections. However,

by the end of his research

Solley (who, incidentally, was

Director of the Indiana University

Art Museum for 18 years)

had acquired about two-thirds

of the sales literature discussed

and listed. The RR/B content

is sizeable, as is that on many

coachbuilders who built bodies

on the Company’s chassis.

One exceptional aspect of

this collection is that the Solley

material is now safely stored

as the Automobile Collection

of The Lilly Library of Indiana

University, Solley having

been a scion of the Lilly family.

Sadly, he did not live to see the

publication of this book.

This sumptuous book is also

available in a slip-cased, numbered,

Special Edition of 300;

with an accompanying folio of

10 color plates from the book

suitable for framing; $150.

Both versions are attractively

bound in a very tactile faux

suede material and printed on

heavy archival stock. A definite

“must” for anyone with an

interest in the history of the

automobile, and so reasonably

priced for the wonderful content

and quality offered.

—William Morrison

THE SOLLEY BOOK is a perfect

example of a work that

while important would have

had a hard time finding a mainstream

publisher. Racemaker

Press is a small private publisher

whose admirable goal it

is “to provide resources, management,

and opportunities for

scholarly works in the field of

automotive history that might

otherwise not be published.”

But Racemaker does not

only handle scholarly books,

they also publish several fine

books for a younger audience.

What better way to create interest

for cars and their history—

and nice books—among children!

Take, for instance, the

Murphy & Nuvolari Collection

(2006; ISBN 0 9766683 0

0 & 0 9766683 1 9; available as

a $40 boxed set or separately).

These are reissues of two classic

children’s books from 1968

by Bruce Carter, illustrated by

renowned children’s artist Raymond

Briggs—adult readers

may well remember them!

They tell the epic story of

Jimmy Murphy’s 1921 French

Grand Prix victory in his

White Duesenberg and Tazio

Nuvolari’s 1935 German Grand

Prix adventure in an Alfa

Romeo. Intelligently written,

beautifully presented, and

printed on acid-free paper.

While these books cover historic

events, there’s another one

that tells the fictitious story of

Paddy’s Racing Potato (by

Thomas Calvin Houtz, 2007,

ISBN 0 9766683 5 1, $20) in

which Irish farmer Padraig

Dolan turns a giant potato into

a race car to compete against

the best in the world in the

famed 1907 Grand Prix des

Legumes in the French countryside.

The story is told in

verse and has fantastically imaginative


The Complete Bentley

by Eric Dymock

Dove [www.dovepublishing.; for overseas orders sales@], 2008. 304

p. Hardcover. ISBN-13: 978 0

9554909 1 0. £55 (£87.50 plus

S+H for a signed limited edition

in slip case)

Ninety years ago, on Jan. 18,

Bentley Motors’ incorporation

papers were filed. This book

covers year by year and model

by model—ending with the

2009 Flying Spur/Speed—the

illustrious company’s commercial

and competition history.

The following comments

notwithstanding, the book is

an entirely worthy effort, nicely

presented on good paper and

with a generous and thoughtful

layout. But, with little effort

it could have been better still.

For instance, less than half the

photos are captioned and none

but a handful list chassis numbers.

While it could be argued

that those photos that accompany

each model’s description

are not in need of further commentary,

a note on car data,

coachwork, location, and people

would have added useful

detail. For the Bentley veteran

this is not an insurmountable

obstacle because few of the

photos are new to the record

and could be looked up elsewhere,

but that very approach

is in conflict with the author’s

professed goal of wanting to

provide a “definitive accurate

one-volume one-make history.”

In a few cases the text perpetuates

bits of knowledge that

for some time now are known

to be wrong (cf. misidentified

people in the B27LE photo

p. 153). Or, the Blue Train

Bentley entry mentions in one

single sentence that the car

shown (HM2855) is not the

correct one but nevertheless

devotes an entire paragraph

and full-page photo to describing

it. How hard could it be

to (also) show the correct car,

BA2592? Further, for the sake

of the reader to whom all this

is new, one would wish for better

cross-referencing. Example:

in the chronological section

under “1922” there is no mention

of Bentley’s one and only

Indy 500 run, the firm’s first

major—albeit unimpressive—

race. That event is covered,

in a later sidebar in “Bentley

Models,” but the reader would

not know this, especially since

the Table of Contents, which,

excluding the apparatus consists

of all of two entries, gives

no clue. The index, however, is

exemplary and does include an

Indianapolis entry, but, again,

a reader would not think to

look there unless they already

knew that this event occurred

in Bentley history.

Many interesting sidebars

(cf. Brunei, concept cars); timeline

of the Vickers/VW deal; a

history of the V8 engine 1946–

2008. Bibliography; index.

How To Keep Your Collector

Car Alive

by Josh B. Malks

Motorbooks [www.motorbooks.

com], 2008. 160 p., 200+ illos.

Softcover. ISBN 978 0 7603

3290 0. $25.99/£15.99

It is unusual to see a general

interest, multi-marque car

book that has much to offer the

experienced collector. This one

is an exception. Malks (an SGA

member and past president/

current editor of the Auburn-

Cord-Duesenberg Club) is a

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

January / February 2009 THE FLYING LADY 9175

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veteran author—this is his 5 th

car book and his experience

shows. Direct and to the point,

the book dives right into the

details that escape most of us

in even those areas in which

we have the most experience.

While the five-chapter section

on the rapidly changing lubrication

field alone will undoubtedly

disclose information with

which nearly all readers are

unfamiliar, that is but a fraction

of the book. There are 17 other

chapters, from brakes to lighting,

rust to storage. Malks has

done an excellent job of bringing

a variety of equally interesting

and not generally wellunderstood

topics to the forefront.

The topics are handled

in depth, yet concisely . . .

this book is not to be confused

with “run-of-the-mill” general-interest

collector car books

one frequently sees. This one is

worth having and reading. List

of suppliers; index.

—Bill Kennedy

It’s Only Original Once

Unrestored Classic Cars

by Richard Lentinello

Motorbooks [www.motorbooks.

com], 2008. 192 p. 533 illos.

Hardcover. ISBN-13: 978 0 7603

3264 1. $35/£22.99

For some years now all the

major concours, the RROC

included, feature a Preservation

Class for unrestored, original

cars (Pebble Beach started

it in 1999 and added a postwar

preservation class only in

2007). After years of primly

restored, often overrestored,

cars the collector car community

finally sees the folly of erasing

authentic and often unique

history. Lentinello (editor in

chief of four Hemmings publications)

makes a case for preservation

rather than restoration

by showcasing dozens of individual

cars and their stories.

All but a few of the case studies

feature American cars, of

1950s–70s vintage. One chapter

features prewar cars and

one chapter future classics that

can still be bought reasonably

today (it’ll be interesting to see,

in a few years, if these prognostications

have come to pass).

This is not a how-to book,

or a primer, but simply random

vignettes about this particular

aspect of the hobby. Readers

must of course realize that this

book, and the preservation

movement, is not to be taken as

an excuse to let a car go to pieces

and call it “original” but

rather to carefully preserve

what they have and nurture it

along in a well maintained

state. Index.

The Fine Art of the

Motorcycle Engine

by Daniel Peirce

Veloce [; in

US: MBI, www.motorbooks.

com], 2008. 144 p. Hardcover.

ISBN 978 1 84584 174 4.


Ignore for a moment that

this is a book about motorcycle

engines—engines are

engines. Actually, a motorcycle

engine, generally unencumbered

by the cladding ubiquitous

on modern car engines,

is visually a much more direct

way of beholding a motor. If

another magazine hadn’t already

beaten us to the punch

we too would have called this

book “pornography for gearheads.”

Much like the book

Legendary Car Engines (see

FL04-5), Peirce, an accomplished

photographer with a

sterling reputation, reveals

the graphic/esthetic qualities

that are inseparable from the

mechanical function.

Each of the 64 engines

(1903–1995) is shown as a fullpage

image plus another page

of somewhat random, but pertinent,

observations about the

backstory of the photo as well

as the photographer, sometimes

accompanied by an additional

photo. There’s practically no

information on the engines, in

fact only a few of them are factory

correct—neither of which

is this book’s concern.

To find a particular make

or model, start with the Index

since the Table of Contents

lists the entries by title of photograph

only. Aspiring photographers

will want to turn to

the last chapter first because

it shows a step-by-step explanation

of the process of turning

raw photos into eye candy

such as this. Actually, anyone

should read this chapter

for a greater appreciation of

the results: except for the studio

shots, most of the photos

were taken with a simple 8 MP

Nikon Coolpix 8700 and then

heavily retouched later (instead

of using Photoshop filters).

If you’re ever in Keller,

Texas on a Friday night, stop by

the Up-N-Smoke Barbeque

House and you’re likely to run

into the author and his fellow

members of the Peckerheads

Motorcycle Racing Team.

Ultimate Car Collector


by James J. Schild

Auto Review [www.theauto or],

2008. 176 p. Softcover. No

ISBN. $20 + S&H, order direct.

“Everything you want to know

about car collecting but were

afraid to ask!” Or, in the case

of the novice hobbyist, didn’t

know to ask.

After more than half a century

of amateur and professional

involvement in the classic car

movement, and possessed of a

desire to share his knowledge

(13 books to date!), the author

presents here a bird’s eye view

of pretty much everything in

the collector car world: history

of the hobby/clubs, body and

engine types, how to identify

cars, basic auto operating principles,

738-item glossary, who’s

who, resources, and restoration

info—to highlight just

a few topics. There is also

an international calendar of

events and even assorted trivia

such as songs about cars,

car movies, and car-specific

TV shows. All illustrations

are b/w.

While this self-published

book may be Spartan in

appearance it is anything but

in terms of wideness of its

scope, which is not to be confused,

and rarely compatible,

with depth—lest one writes an

encyclopedia. Therein lies no

criticism, merely a qualifier to

the prospective buyer to accept

that this book neither claims nor

aspires to be the final word on

the myriad topics it covers. It is

meant as a first not the last stop

and to lay a good foundation

from which to embark on further

discourse. Possibly only

someone who has compiled data

and weighed what to keep and

what to toss can fully appreciate

the compromises an author of a

book such as this must make. It

is important to remember this

when it comes to the many lists

(museums, libraries, clubs,

events) to prevent exasperation

at the selection criteria; cf. an

entry for the Morgan Sports Car

Club of Austria seems of rather

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

limited use when there is none

for the incalculably more important

VCC or VSCC. But don’t

get hung up on this—the book

fulfils its purpose, and there’s no

other like it.

9176 THE FLYING LADY January / February 2009

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PHANTOM II (125GY) 1931 Hooper Sedanca

de ville. This one-off bespoke classic

on 150" wb was built for the Stand in Spain,

then returned to the UK for acquisition by

The Viscount Hembleden, Rt. Hon. Wm. H.

Smith, a direct descendant of William the

Conqueror, all confirmed by the chassis card.

It was later acquired by a museum in the US

in 1966, where it resided until 2008, when it

was sorted out for operation. It was reported

to have sold in 1931 for $30,000. Amenities

incl rear sunshine roof, division, occasional

seating, silver dipped interior fittings, ebony

inlay woodwork, tools, rear trunk, and much

more; distinctive, graceful, and respected lineage;

very good overall condition. Ask

$165,000. Norm Cohen GA 770-883-9115

20 HP (GUK21) 1926 Roadster. 1976 restoration

Diskon & Molyneux (Australia); Provenance,

receipts (incl $A13,000 on engine),

tools, 4 wheel brakes; runs & drives well; regrettable

sale downsizing. $AUD 80,000.

David Prince Australia Full details email:

25/30 (GUL49) 1936 James Young swept back

saloon (small limo). LHD; dark blue & black

w/ new tires; recently rebuilt generator; set

of standard tools in boot; historic; restored

1996, great running condition; used for weddings

& driving our children to home coming

banquets & proms; must sell, children off to

college soon; rust-free, car has enjoyed Southern

California most of her life since coming

from England; featured in Lawrence Dalton’s

book Coachwork on Rolls-Royce 1906–1939

p. 367 as James Young’s great design for the

swept back saloon. $79,000 obo Michael

Boyko CA 951-313-6660 or email: md

SILVER DAWN (LSHD38) 1952 saloon.

Pristine condition, placed 3rd in ’06 & ’07 at

Hershey, 3rd in touring at 2005 Greenwich

Meet, 1st in touring at 2008 Williamsburg

Meet, see picture Sept/Oct FL p. 9017; would

like to trade up for a late Ghost coupé, convertible

or P I; will pay up for car in like condition.

$49,500. Victor Roccki Tom’s River, NJ

732-991-7271 or email:

SILVER DAWN (SNF121) 1954 saloon. Twotone,

black over persimmon; excellent condition;

professionally restored by the best in the

business; possibly the best SD available; all

tools and extensive documentation, literature

and technical manuals included; now is the

time to invest in a fine collectable. $55,000.

Jerry Hoblit TX 936-856-5163

SILVER WRAITH (HLW30) 1958 James

Young saloon. RHD; Earls Court show car,

aluminum body w/ luggage rack; not perfect

but very nice and original automobile; 61,000

mi. $45,000. Bob Earls Portland, OR 503-

810-3839 or email:

SILVER CLOUD I (LSFE223) 1958 saloon.

LHD; dark maroon exterior; cream hides;

carpets, headliner, wood, hides all in excellent

Fax to:

RROC Headquarters at



condition; ps, pb, new a/c compressor, new

wiper motor; breaks completely rebuilt; new

servo parts by RR dealer; starter rebuilt by

Doug Seibert; have all bills, manuals plus

small hand tools, tire pump; new Diamond

ww tires; not a show car but excellent driver;

very reliable w/ good history; original owner,

“Lady Simmonds-Country BMS” I am 3 rd

owner; car driven regularly; stored in heated

garage; must see! $38,500. Michael Lawler

NY 518-623-2514 or e-mail: mlawler7@ny

SILVER CLOUD III (SFU441) 1964 saloon.

RHD; royal blue over silver exterior w/ blue

interior; sunroof, picnic tables w / wine and

stemware storage, some original tools, reserve

gas tank; mostly original, good overall condition

but needs some TLC. Please give Winston

a loving new home as I can no longer

care for him; 92,000 mi. $35,000 obo. Genelle

Hughen LA 318-256-3316

PHANTOM V (5BV55) 1961 Park Ward limousine.

RHD; 8 seat; silver grey w/ dark blue

leather; twin a/c under dash in front; boot

system for the boss in the back; present owner

10 yrs.; car always garaged; based in Perth,

Western Australia, dry and warm; dual fuel,

petrol and LP gas, think green; see the car on

RROCWA website gallery; take advantage of

the lousy Aussie dollar and grab it at $80,000

US obo. Mick Dixon Western Australia

61-8-9497-5571 or email: micknbrendixon@




or mail to:

Rolls-Royce Owners’ Club,

191 Hempt Road,

Mechanicsburg, PA 17050

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

Rates: For Non-Members AND/OR Commercial classified ads are $1/word PLUS $50 per photo

sent electronically to HQ, b/w or color. Members pay $25 per electronically submitted

b/w or color digital photo; text (up to 100 words) is free. There is an additional $25

scanning charge for each photo print submitted by mail by Members, Non-Members,

and Commercial.

Deadlines: 12/1, 2/1, 4/1, 6/1, 8/1, 10/1.

January / February 2009 THE FLYING LADY 9177

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SILVER SHADOW (SRX1173) 1966 saloon.

LHD; Regal red exterior; beige hide interior;

new paint; overhauled motor; excellent mechanical

condition; orig. owner’s manual and

tool kit; a/c; maintenance records available;

3rd owner; 62,000 mi. $20,500. James Allison

Lexington, KY 859-272-8081.

SILVER SHADOW (LRA14331) 1972 lwb

saloon Black on black w/ carmel interior; 2

sets of sheepskin rear compartment rugs; custom

made bar in rear compartment to match

interior wood, decanter, ice bucket, 4 crystal

glasses (removable when desired); full set of

service manuals; full maintenance records;

all systems in great shape; always garaged,

never in rain; new heat padding under hood;

only two owners, chauffeur driven only w/

first owner; photos on request; a must see;

pristine condition; 29,000 orig. mi. $28,500.

Joe Monahan CT 203-393-0158 or email:

SILVER SHADOW (SRC 18311) 1974 saloon;

silver mink; excellent condition; garaged;

driven regularly; owner since 1990; 112,000

mi.; $28,000 John Nading TN 615-948-3227

or email:

The Twins. A pair of 1977 SILVER SHADOW

II’s that came off the assembly line one after

the other. SRX30041 is pewter and charcoal,

and SRX30042 is white, both saloons. I have

contacted Rolls-Royce and they assured me

that this is accurate. Both vehicles are in

good condition inside and out w/ low mileage.

The background on both is available including

how they came to be sitting side by side

on the island of Maui. $65,000 for the pair.

Sandra Boothe HI 808-298-1322

SILVER SHADOW II (SRX33074) 1978 saloon.

LHD; white w/ red hides; mechanically

strong car; recent work includes a/c, transmission,

and brakes; very presentable driver;

68,000 mi. $12,500. Brian Fabo Cleveland

OH 216-789-8354 or email:

CORNICHE (DRD20404) 1975 Mulliner,

Park Ward drophead coupé. Ivory exterior;

saddle interior; new tan top; all systems

functioning appropriately; records; cosmetically

pristine; 79,000 orig., properly maintained

mi. $39,950. William Newman

Valdosta, GA 229-292-0220 or email:

CORNICHE (DAE-08763) 1984 Mulliner,

Park Ward drophead coupé. Champagne over

tobacco brown paint, tan roof and interior;

mechanically runs very well; serviced by R-R

trained staff; handsome head turner; garage

kept; only driven in good weather; good condition;

74,000 mi. $54,000. Kurt Miller Baltimore,

MD 410-382-7000.

CORNICHE (DAF-10195) 1985 Mulliner,

Park Ward drophead coupé. White w/ tan

top; always garaged; private party; must sell;

79,000 mi. $49,000. Burr McKeehan Newport

Beach, CA 949-496-3357.

CAMARGUE (JRL50575C) 1980 Mulliner,

Park Ward coupé. Magnificent paprika color;

beautiful in every detail; 39,000 mi. $72,000.

A. Spranza CA 831-626-9233

SILVER SPUR (NAD-06708) 1983 lwb saloon.

Silver over black w/ black Everflex top;

phone for details. $22,500. A. Spranza CA


SILVER SPUR (NAG-15251) 1986 lwb saloon.

Red; 86,265 mi. $20,000 Jacqueline

Lorio Welsh, LA 504-232-0651

SILVER SPIRIT (SAG-14568) 1986 saloon.

Lt. oyster mushroom hides piped in maroon;

will need alternator and ignition work down

the road; runs well; thousands spent in maintenance;

small scrape in wheel well; price

reflects updating; 73,000 mi. $15,000 firm.

Mark Wellington TX email: Bentley77068@

SILVER SPIRIT (SAJ-21753) 1988 saloon.

Magnolia white w / tan hides; The original

paint is very glossy (always garaged) and the

interior is near mint; this beauty has traveled

only 35,000 miles and has been maintained

to high standards by its three owners since

new. $28,000 Jim Clinton FL 941-268-4755

or email:

SILVER SPUR II (NAM-34312) 1991 lwb

saloon. Original exterior paint in beautiful

condition; shines as new; Everflex roof; white

leather w/ grey piping; completely original

interior (leather never re-dyed, etc.); leather

& woodwork in truly beautiful condition (no

cracks in leather); orig. lambswool rugs in

wonderful condition; all components function

beautifully; Continental headlights cost then

approx. $2,500 ( orig lights will be included);

never been wrecked; recently serviced at RR

agent in AZ; owned by past chairman of RR

& Bentley Owners’ Club S.A.; RROC member

37 yrs.; 32,000 mi. $42,000 obo. Paul

Adler Tucson, AZ 520-990-2430.

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

Sell it in the B a z a a r

9178 THE FLYING LADY January / February 2009

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SILVER SPUR III (NAV-59691) 1997 lwb

saloon. Finished in stunning magnolia w/

parchment hides; southern classic has been

maintained to highest standards; fully optioned

incl. p. steering, brakes, windows,

seats, a/c, turbo, burled door inlays, rear picnic

trays, phone, am/fm/cd & more; immac.;

only 35,000 mi. since new. Ask $46,950.

Norm Cohen GA 770-883-9115.

SILVER SPUR III (NAV-59900) 1997 lwb

saloon. Gorgeous black w / cream leather

hides accented w/ beige piping; all factory

options including wood veneered steering

wheel, wood veneered door panels, seat

switches surrounded in veneered wood, rear

seat desks; window sticker was $191,009; this

rare 2-owner, non-smoker automobile has

been meticulously maintained; all books,

original window sticker, tool kit, lambs wool

throws are included; just completed full mechanical

inspection and maintenance service,

ready for your enjoyment; remember last year

of the true Rolls-Royce. $49,500. Joe Naglich

St. Marys, PA 814-834-1018

SILVER SERAPH (LAY-04615) 2000 saloon.

Peacock blue/magnolia; dealer serviced from

new; health concerns and downsizing means

this could be one of three Rolls-Royce cars

which must find a nice new home; 70,416 mi.

$70,000. Michael Smith BC Canada email:

SILVER SERAPH (LAY-05239) 2000 saloon.

Wildberry; dealer serviced from new; health

concerns and downsizing means this could be

one of three Rolls-Royce cars which must find

a nice new home. $70,000. Michael Smith

BC Canada email:




BENTLEY 3½ LITRE (B136CR) 1934

Mann-Egerton saloon. One-off coachwork (c

1629) in new three silvers re-spray w/ Tudor

Red striping, original red leather, big sunroof,

reliable rubber; all structurals and mechanicals

rebuilt; spares & history of 123,000 orig.

mi.; featured (p. 276, 291) in Bentley Beauty

by Fraser/Knapek; declining health forces

sale by fifth owner/driver “Hannibulskeeper”;

reluctantly available to enthusiastic driver w/

garage; 75,000 enjoyable mi. thru 40 states in

23 yrs. $79,000. R.P. Rydlun 8548 Brickyard,

Potomac, MD, 20854 301-983-9408.

BENTLEY 4¼ LITRE (B151GP) 1936 H.J.

Mulliner saloon. Finished in two-tone blue w/

cream leather upholstery; car was completely

restored in 1999; has been kept in immaculate

condition by the previous owner and since my

purchase in 2004; no work is required on this

vehicle; car registered in Australia w/ English

number plates (ASG5); Federal & State Concours

winner, Concours d’Elegance 2004 and

Masters Class Trophy 2005. AUD $275,000.

Barrie Childs P.O. Box 168, Sylvania, N.S.W.

2224 Australia 61-2-95220400 or email:

BENTLEY MARK VI (B328NZ) 1951 saloon.

RHD; large-bore engine (runs, needs some

work); new radiator/dual exh/htr-core; only

driven 600 mi./14 hrs. in the last 25 yrs.; body

and interior partially dismantled/cataloged to

repair damage (to L/R qtr.) caused by drunk

driver; no frame damage; have new parts, but

no time; too good to part out; needs a good

home; 58,000 mi. $8,000. Mark Girard MA

413-527-9532 eves/msg

BENTLEY T2 (SBX36634) 1979 saloon. All

wood, leather & chrome in excellent condition;

repainted last year in correct sand &

sable at cost of $10,000; originally a Palm

Beach car, rare Bentley in excellent cosmetic

& mechanical condition; many additional

photos available. $27,500/offer. Raymond

Steiner CO 719-635-0908 (press 1 to skip no

solicitors prompt), cell: 719-237-0813 or



1990 saloon. LHD; serviced by long-time experienced

Rolls-Bentley service shop; new

paint, midnight blue-black, parchment leather,

dark blue piping, no rips nor tears, excellent

wood, new gas shocks, total overhaul of a/c

system, new compressor and dryer including

conversion to R-134a refrigerant, new brake

accumulators and engine mounts; lambs wool

over-rugs, special 5-spoke edition 17" wheels,

all handbooks, all tools, clean AutoCheck vehicle

history report. Former owner was Lord

Phillip G. Wren, heraldry socket on right rear

fender; present owner a 45 year member of

RROC, prior club officer positions. The 30,000

series RR and B motor car is a very desirable

line. It was heavily refreshed beginning with

the 1990 model year. Principle changes included

a complex electronically controlled

adaptive damping suspension system, new

Bosch K-type of fuel injection and an improved

a/c system. The new suspension is a

marvelous improvement in the ride. Read up

on the 30,000 SZ series on pps 596-606 in the

2004 edition #1 of the Modern Lady magazine.

97,000 mi. Asking price $27,500 obo.

Robert W. McMichael Estero, FL 239-947-

1211 or e-mail: to

request pictures

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

A picture is worth

a thousand words

January / February 2009 THE FLYING LADY 9179

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1998 saloon. Black/black; only 221 Rs made;

car is flawless inside and out; leather headliner,

all tools and books; 53,000 mi. $50,000.

For addl info please contact Greg Worthington

CA 415-515-4608


1998 saloon. Blue diamond metallic w/ pale

grey custom interior; azure seats & jewelry

& “waterfall” burl cap rails; striking appearance

and in excellent condition; always garaged;

all records; 70,000 mi. $54,000. David

Craven DE 302-656-7838



BENTLEY, MARK VI, or R TYPE standard

steel saloon. Robert Nicholson P.O. Box

29281, Presidio of San Francisco, CA 94129


Pre- and postwar Rolls-Royce and Bentley

cars wanted in any condition or price. Will

travel anywhere. Glyn Morris Tel. 847-945-

9603 or email:

Wanted: Pre and Post War Rolls-Royce and

Bentley Motor Cars. Prefer Good, Original

or Restored Cars but will consider any.

Please contact Mark Hyman 314-524-6000

or email:


BLED. Postwar RR/B automobiles wanted.

Now buying worldwide. Highest prices

paid. Immediate decision and collection.

Tony Handler, Inc. 2028 Cotner Ave., Los

Angeles, CA 90025 310-473-7773 or Fax:



will purchase your RR Corniche top dollar

anywhere in the country. Any year. Frank

Corrente’s Cadillac Corner, Inc. 7614

W. Sunset Blvd., Hollywood, CA 90046

323-850-1881, Fax: 323-850-1884 or email:

Wanted Rolls-Royce and Bentley - Silver

Ghost, 20-25, 25-30, Wraith, Silver Wraith,

Phantom I, II, III, IV, V and VI, Cloud I, II,

III and any Rolls-Royce and Bentley from

1900 to 2003 in any condition. Top Price Paid.

Please call Peter Kumar NY 800-452-9910

or email:



and FABRIC COUPLINGS for Rolls-Royce

and Bentley PREWAR Rolls-Royce PARTS.

Rudy Rosales 4086 East 71st Street, Cleveland,

OH 44105 800-248-RUDY, 216-641-

7711 days or Fax: 216-641-0060.

Complete CLUTCH ASSEMBLY for 20/25.

Make offer. Robert Nacvich Spring, TX 281-


LAST CHANCE. These go to the scrap metal

yard if nobody responds. VINTAGE BENT-


wings for a vintage Bentley. 1. Brand New

Steel Blade wings, still in shipping crate built

by Donald Day, includes hardware and new,

correct running boards. $5,000 invested in

them, make offer 2. Steel Flare wings for

Vanden Plas; two rear wings are new manufacture;

two front wings are good clean condition.

$2,500 invested in them, make offer.

More information and email pictures: Steve

McDonald located in North Central Florida

386-963-2527 or preferred email: Navy65@

Donald Koleman, President of Competition

Motors Ltd., as successor to the late John de

Campi, invites you to visit our website www. and view one of

the largest inventories of pre-war Rolls-Royce

and Bentley tools available. Parts are also

available upon request. You may email your

needs to

or contact Tom at 603-431-0035

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.


Rolls-Royce and Bentley models, usually

in stock, and always priced right. Howard

Schwartz NY 561-278-7394

9180 THE FLYING LADY January / February 2009

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The Vintage Garage has been the name in engine

rebuilding, mechanical restorations and

service for decades. Now at our new facility

in Vermont and ready to assist you with your

Rolls-Royce or Bentley project. Contact Bill

Cooke and Pierce Reid for restoration, parts

and rapid turnaround component rebuilding

at The Vintage Garage 802-253-9256

or Visit us online www.

We have in stock a very large selection of

tools and accessories in connection with Rolls

Royce and Bentley motor cars. We also acquire

motor cars and a complete range of

engine parts, wheels, interior fittings, radiators,

light fittings, books, instruction manuals,

badges and general memorabilia. ALL


not hesitate to contact us either by e-mail: or by telephone:

0044 (0)1282 459778. Please also visit our

web site to see our full listing of stock with


USED Rolls-Royce and Bentley parts for all

postwar models. One of the world’s most inclusive

stocks of engines, transmissions, mechanical

and electrical components. Body,

interior, trim pieces, and chassis cuts also

available. Reasonable prices and knowledgeable

assistance always. Phone calls preferred.

“Your Post-War Rolls-Royce and Bentley

used parts stockist”. Tony Handler Inc.

2028 Cotner Ave., Los Angeles, CA 90025

310-473-7773 or Fax: 310-479-1197.


copy of original on the outside with modern

core. STRONGER SPARK, better

performance, $285. Also, we will recore your

original coil, $225. Charles Tobin, River

Carriage Shop 21188 Maplewood Ave.,

Rocky River, OH 44116 440-333-0561, or

Fax: 440-356-5543 or 800-950-2415.

Prewar windshield strips and running board

rubber (only). Call or fax for list. Replacement

Parts, Inc 770-459-0040

Grille Assy’s, shells, vanes, new and used,

1947 through Spirit/Spur. Replacement

Parts, Inc 770-459-0040

Cloud/Shadow/T, Spirit/Spur dismantling,

most parts. Replacement Parts, Inc 770-


Water pumps all postwar, new & rebuilt. Replacement

Parts, Inc 770-459-0040

Windshield seals, rear window seals, trunk

seals, door seals, headlamp, seals, parklamp

seals, trunk handle seals and much more, for

all postwar standard and coachbuilt Rolls-

Royce and Bentley Motorcars. Replacement

Parts, Inc 770-459-0040


ROLLS-ROYCE/BENTLEY, large selection

of original sales literature, handbooks,

manuals, press kits, books, Questes etc., most

postwar models; some prewar. CALL OR


examples – late Silver Wraith automatic -

$350; Bentley Continental S2 coachbuilder

supps - $120 each; 66 Shadow/T coupe (rare!)

$145; 71 Corniche - $125; 87-88 Spur w/extras

- $160; 89 Turbo R - $110; Seraph w/extras

- $250. SALES LIT: from Silver Wraith, MK

VI thru current; Examples -- SCI, II or S1, S2

spiral bound - $65 - $85; 90’s R-R or Bentley

full-line catalogues or press kits – most

years - $30 - $45. Handbooks, service manuals

and sales literature wanted! Jeff Trepel NC,

704-866-4636 (eve/wknd) or email: jtrepel@


Brakes sleeved and rebuilt: masters, wheels,

clutch, slave. Rebuilders of: calipers, servos,

air conditioner throttle valves, ride control

valves, actuator valves, shoes relined. Better

than new. Quick service. Lifetime written

warranty. White Post Restorations One Old

Car Drive, PO Drawer D, White Post, VA

22663 540-837-1140,

Brake backing plates: complete units, restored

with cylinders and shoes. White Post Restorations

One Old Car Drive, White Post, VA

22663 540-837-1140


accepting complete or partial restorations

on all postwar models. Coast to coast closed

car carrier service available. Contact us for

more information. LONE WOLF ROLLS-




steering racks, hydraulic systems, water

pumps, carburetors. For these and others


BENTLEY SERVICE at 909-464-1877.

SWITCHES LIKE NEW. Dash switches refaced

to showroom perfection. Re-engraved

by hand, repainted, repaired. Master switch,

carb, fog, wipers, or any other engraved plate.

Pre-1976. Three week turnaround. Call for

quote. Also: refinish sill plates. The Frawley

Company 138 Main St., Parkesburg, PA

19365 610-857-1099. 2

Wood, leather, trim restoration. Factory

trained Rolls/Bentley specialist, Gold Coast

Auto Interiors, Inc., Philip E. Howland

16 N.E. 9 St., Ft. Lauderdale, FL 33304

954-467-1500 or Mobile: 954-205-1500,

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.


Tel. 0031(0)252-527875 (The Netherlands)

January / February 2009 THE FLYING LADY 9181

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COVERS custom made by Easirider (UK) for

all models RR/B, others. Outstanding quality,

comprehensive color selection. Contact

American distributor Phil Brooks, Kexby

Ltd. Co. 102 Carnoustie, Williamsburg, VA

23188 757-258-8550, fax: 757-258-8850 or


Offering RR and Bentley Service, repairs and

restoration since 1976 in Houston, TX 281-


Lever type shock absorbers rebuilt, Rolls/

Bentley 1967 and earlier. $345 each (most).

Brakes resleeved and rebuilt, masters $265

each, wheel cylinders $95-$145 each. Just

sleeving $50-$95 each. Apple Hydraulics

1610 Middle Road, Calverton, NY 11933

631-369-9515, 1-800-882-7753,


STORED. Broken arms replaced. Solenoid

and light repaired. New original type bulb

installed. Send disabled trafficator for a

prompt quote on cost. If you are looking for

a trafficator, we have a large assortment of

NEW OLD STOCK, and reconditioned

trafficators, and self-cancelling switches.

Charles Tobin, River Carriage Shop

21188 Maplewood Ave., Rocky River, OH

44116 440-333-0561, or Fax: 440-356-5543

or 800-950-2415.

Rolls-Royce Phantom I, II and III, ALUMI-

NUM CYLINDER HEADS, blocks, exhaust/

intake manifolds, mfg’ed to OEM Spec., made

to order, other cast items mfg’ed on request.

Empire Motors, Inc. 13451 Montana Ave.,

El Paso, TX 79938-9616 USA 915-856-9607

or email:

Rolls-Royce & Bentley Engine & Chassis

Restoration & Service and Parts. The Touring

Shoppe, 3050 Sirius Ave, Las Vegas, NV

89102 Wayne McMiniment, 702-940-0978,

fax 702-943-1530 Web site Touringshoppe.

com, e-mail


Professional leather restoration/maintenance

products, “Simply the Best since 1968” rejuvenator

oil, prestine clean, crack filler, custom

color Connolly dyes LEATHERIQUE




PARTS. Now available to fit prewar: Rolls-

Royce, Ghost to P III, Bentley 3½L to 8L,

Jaguar, MK IV, Hispano-Suiza, H&J Series,

Lagonda, Bugatti, Type 44, 46 & 57, Cord

L-29, Delage, Delahaye, Talbot 110, Lincoln

A-B, Isotta Fraschini, Alfa Romeo, Voisin,

over 35 different discs. Write, phone or fax

for full information. Lmarr Disk Ltd. P.O.

Box 910, Glen Ellen, CA 95442-0910 707-

938-9347 or Fax: 707-938-3020

VINTAGE TIRES for RR & Bentley motor

cars. Most brands and sizes. Personalized

service from a fellow RROC Member. Over

52 years selling tires. Wallace W. Wade

530 Regal Row, Dallas, TX 75247 214-688-

0091, 800-666-8973, 972-661-3366 or email:

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

9182 THE FLYING LADY January / February 2009

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We would like to congratulate these winners of the 2008 RROC National Meet

Phantom II 230 AJS


and thank them for allowing us to share in their success.

Virgil Millet, Jr. Award

First in Class

Dennison-Jayne Motors, Inc.

322 South Concord Road

West Chester, PA 19382


Phantom III 3 BT 187

First in Class

Specializing in Mechanical Restoration, Service, and Parts

for Antique Rolls-Royce and Bentley Motorcars

Electronic Ignition Conversions

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

January / February 2009 THE FLYING LADY 9183

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Rolls-Royce Motor Cars

• Over 30 years technical


• State of the art indoor facility

• Uncompromisable attention

to detail

Bentley Sports Cars

• Available Transport

• World Class Customer Service

• Well known and established

in the classic and modern car



1882 136th place ne

Bellevue, WA 98005

T: 425 646 3111

F: 425 643 1114

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

9184 THE FLYING LADY January / February 2009

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“The brakes don’t

stop your car?


Whether you drive a Silver

Ghost, a Shadow or an S3

Bentley, you expect the

brakes and every other

component to behave

properly, as Henry Royce

and his successors

intended. As a mechanic, Royce’s goal was to design the finest

motorcar in the world, one that had sufficient power to climb

mountains, the agility to take the curves, enough braking power

to slow the descent down the other side, and the quality to last

lifetimes — yours and your great, great-grand child’s.

At The Frawley Company our

goal for nearly thirty years has

been to maintain, or to return

customers’ cars to peak

performance. That means fully

understanding how every

component works as well as

the principles behind each of

the cars’ systems and how they

interrelate. That kind of

experience doesn’t come from

a manual, it comes from doing.

If you want your Rolls-Royce or

Bentley motorcar to perform its

very best, please call for an

appointment. We’re pleased to

discuss your concerns on the

phone or in person and will

help you learn as much you

care to about what keeps your

car on the road instead of in a

garage. There are no foolish

questions. And the coffee’s

always on.

Royce would have felt at home here.

You will, too.

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

138 Main Street Parkesburg, PA 19365


January / February 2009 THE FLYING LADY 9185

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One of North America’s Largest Authorized Retailers

of Crewe Genuine Parts for Crewe Built

Rolls-Royce & Bentley Motorcars


Refinishing, Reveneering

& Repair

How is your woodwork looking??



We Can Restore it to “Showroom”


• “Concours” Quality

• Fastest “Turn-Around”

• Unsurpassed Service

• Expert Color/Veneer

• Complimenting

. . . Automotive woodwork is all we do!

55-B Depot Road, Goleta, CA 93117

Toll Free 800-800-1579 • Fax 805-962-7359








Foreign car engineering



©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

75 N. Congress Avenue, Delray Beach, FL 33445

Tel: (561) 276-0114, (561) 276-0119 – Fax: (561) 274-9127

9186 THE FLYING LADY January / February 2009

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In Association with Healey Brothers

Buy direct from the UK!

The largest range of original, re-manufactured, re-conditioned and used products

for Rolls-Royce and Bentley Motor Cars 1945 – 2000, including the full Healey

Brothers product range. Illustrated below are just a few of the brand new additions

to the range of re-manufactured spares we stock.




(incl. RROC


Large Master Cylinder for Silver Cloud & S Series

Chromed Hub Nuts and Washers

for Silver Dawn, Silver Wraith,

Mk VI & R-Type

Twin Air Filter

for all models 1995-98

Replacement Smiths Clock for

Rolls-Royce Silver Cloud II, III and

Bentley S2 & S3

Brake Accumulator assembly

(all cars 1980-98)

In recent months Introcar has embarked upon an ambitious programme of product

manufacture and will be introducing a large number of high quality new

components to the range in each issue, new examples will be illustrated here.

Simply call or email for more details.

Exclusive Rolls-Royce Owners’ Club, R-REC, Bentley Drivers Club and

Specialist Association discounts apply to the majority of the range.

Introcar Limited

Small Master Cylinder for Silver Cloud & S Series

Decoke Sets for all cars

1965 to 1998




(incl. RROC


High Pressure Braided Brake Hoses

(all cars 1965-87)

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

1 Manorgate Road, Kingston-upon-Thames, Surrey KT2 7AW, UK

Tel: +44 20 8546 2027 Fax: +44 20 8546 5058

January / February 2009 THE FLYING LADY 9187

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largest Bentley dealership in the world, nobody is closer to the finest

luxury marques than Jack Barclay. Even more reassuring is the fact

that we have the largest stock of Bentley parts there is, and as the

only authorised global supplier of pre-1955 Bentley and Crewe-built

Rolls-Royce parts, there is no finer choice when it comes to

maintaining the definitive driving experience. So, whether it is timing

gears for an R-Type Continental or an exhaust manifold for a Silver

Dawn, Jack Barclay’s dedicated team has 80 years behind it to keep

your car in perfect shape for the road ahead.


2-4 Ponton Road, Nine Elms, London SW8 5BA, United Kingdom.

Pre-1955 parts hotline: +44 (0)207 978 2223.

Parts hotline: +44 (0)207 738 8333.

e-mail: or visit

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

The name ‘Bentley’ and the ‘B’ in wings device are registered trademarks. © 2007 Bentley Motors Limited.

9188 THE FLYING LADY January / February 2009

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Whatever the age of your Crewe-built Rolls-Royce or Bentley thoroughbred, you can rely on Crewe

Genuine Parts and servicing to maintain both performance and originality. Every Crewe Genuine Part

comes with a limited warranty that covers replacement of defective parts for three full years, if fitted

by an Authorized Bentley Retailer.

You will find the latest information and special offers on Crewe Genuine Parts on our website at Alternatively, you can contact your local Authorized Bentley Retailer

for more information.

©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

January / February 2009 THE FLYING LADY 9189

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©The ©The Rolls-Royce


Owners Owners Club, Club, Inc. Inc.

9190 THE FLYING LADY January / February 2009

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