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©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

Dedicated to Rolls-Royce & Bentley Motorcars November / December 2008 08-6

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contents

november/december 2008

features

First Drive: Rolls-Royce

Phantom Coupé 9068

Tuner Cars Part II:

Pininfarina Hyperion 9074

Bentley SenseS 9077

A Memorial Portfolio of John

Blatchley Designs 9078

Great Lakes Fall Frolic 9086

2007 Peking–Paris:

Silver Ghost 7KG 9096

Castle Ludwigsburg Concours

d’Elegance

“Retro Classic Meets

Barock” 9103

100EX Model Car 9109

technical feature

Threads 9104

A one-off Pininfarina based on the Phantom Drophead. See p. 9074 for full report.

departments

Conduit 9065

Book Reviews 9107

Bazaar 9110

On the Cover

Rolls-Royce Motor Cars presented its newest

offering to the US media this October

in San Francisco. You can’t really appreciate

the size and height of the iconic Golden

Gate Bridge unless you’ve walked on it. At

mid-span you are 220 ft above the water’s

surface, and passing ships below look like

toys. This photo is taken at the North

(Marin Side) Vista Point.

The back cover shows the car on the

famous Lombard Street. The one-way

section on Russian Hill between Hyde and

Leavenworth Streets, in which the roadway

has eight sharp turns, has the distinction

of being “the most winding street in

the world.”


RRMC/Newscast

Annual membership dues are $60. New members pay

a $25 initial processing fee. Regional membership dues

vary, but joining is highly encouraged.

Multiple Winner of IAMC

& Golden Quill Awards

9064 THE FLYING LADY November / December 2008

Sabu Advani

RROC, Inc.,

191 Hempt Road

Mechanicsburg, PA 17050 USA

800-TRY-RROC / 717-697-4671

fax 717-697-7820

www.rroc.org, email: rrochq@rroc.org

EDITOR IN CHIEF

Sabu Advani

6860 N. Alvernon Way, Tucson, AZ 85718

ph/fax 520-615-6484,

TECHNICAL EDITOR

Jon Waples

3231 Sherbourne Rd., Detroit, MI 48221-1814

313-345-5123

EVENTS EDITOR/PHOTOGRAPHER

Larry S. Glenn

8500 Reservoir Road, Fulton, MD 20759

301-470-7191,

CONTRIBUTING EDITORS

André Blaize (FRA), Tom Clarke (UK),

Barrie Gillings (AUS), Rubén Verdés (FL)

Vice-President, Communications

William Casey


ADVERTISING/BAZAAR

RROC HQ

ART DIRECTOR

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 ©2008

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.

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

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TM

PTRUTH THROUGH

MEDIA

REVAILS OVER

MIGHT


Conduit

From the

President

In my last column

I wrote about

how much I enjoy

the Annual Meets

and have always

considered it the

James family vacation.

Now I want

to tell you how

much Michelle and

I enjoy touring in our 1997

Bentley Turbo RL (PBV

59527), known as Maggie.

The three of us had the

wonderful experience of

attending the “Great Lakes

Fall Frolic Tour” in Michigan

and the Upper Peninsula

hosted by Rick and Sandy

Barrett during the last week

of September. The weather

was sunny, with temperatures

in the 70s all week and the

Michigan scenery was beautiful

beyond belief. We had

a great time touring and visiting

with members from

around the country, renewing

old friendships.

I want to mention three

events that I will remember

forever: First: driving over

the Mackinac Bridge (familiarly

known as “Big Mac” or

“Mighty Mac”) was incredible.

Recently I watched a

program, Modern Marvels,

which documented the engineering

and construction of

Feb. 20–21

May 3–8

Fall, tbd.

2009

this bridge which connects

St. Ignace on the north with

Mackinaw City on the south.

Completed in 1957, at 8,614

feet, it is the longest

suspension bridge

between anchorages

in the Western

hemisphere.

Second: taking

the ferry to

Mackinac Island and

touring the island

in a horse-drawn

carriage, arriving at the fabulous

Grand Hotel built in

1887. Here we spent a few

hours basking in the luxury

and grandeur of the beautiful

and historic old Grand Hotel

enjoying a decadent buffet

worthy of royalty.

Last: boarding a boat in

Sault Ste. Marie that navigated

us through the Soo

Locks. What an experience

to see the levels change

as the water fills the lock

to raise the boat to the

next level! They have been

referred to as one of the

great wonders of the world

and it is still the largest

waterway traffic system on

earth. I loved it.

My sincere thanks to

our tour hosts, Rick and

Sandy, and also to the members

of the Motor Region

who helped and participated

on the tour. Interestingly,

many of them had not been

on a National Tour before

but enjoyed it so much that

Calendar of Events u.s. and overseas

ABM, Mesa (AZ)

Spring Tour, VA

(Brooks)

Fall Tour (LeBoy)

Contact RROC HQ to register for RROC events

(listed in roman). Scheduling/information:

VP Activities, Gil Fuqua, ph. 615-324-7311

For regional events please visit

they cannot wait to attend

another one.

The club is very grateful

to John Crawford, former

Director of Public Relations

for Bentley Motors, North

America, who loaned the

RROC the Dealer and

Warranty records for all

Rolls-Royce and Bentley cars

delivered in North America

from 1980 to 2002. This

information includes original

specification information and

warranty work performed by

authorized dealers. We estimate

that it entails about

500,000 pages on about

20,000 motorcars, and the

RROC, in keeping with our

“mission,” is currently having

these records scanned. It is a

massive project.

Anyone who owns one

of these cars certainly ought

to have this information

on their particular car. It

would be of equal interest

to members considering the

purchase of one of these cars.

My appreciation to

Tim Younes, our Executive

Director, who worked with

JC to secure this large loan

from Bentley Motors, and

Gil Fuqua, incoming president,

who provided valuable

and strategic guidance on the

scanning project.

As soon as the scanning

is complete, headquarters

will post a notice on the club

website and in The Flying

Lady. The cost to receive

Future Annual Meets

2009, June 15–21 New Orleans (Borchert)

2010, July 19–24 Ontario (Popp)

2011 Lake Tahoe, CA (Heath/Kilburn)

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.

copies of this data has not yet

been set.

I look forward to seeing

YOU on the next National

Tour!

—Robin A. James

2009 ABM

Feb. 20–21, Mesa, AZ. The

host hotel for our Annual

Meeting of the Members and

Board of Directors will be

the Phoenix Marriott Mesa.

All members are invited to

attend. Call 888-236-2427

to make hotel reservations

($159). Further details are

still being developed.

2009 Spring Tour

May 3–8, VA. Phil and Sue

Brooks are hosting a Spring

Tour in the Shenandoah

Valley.

2009 Fall Tour

Dates and details to be

determined. Travel Route 66

from Chicago to St. Louis.

Hosted by Phil LeBoy.

Rolls-Royce News

Communications Director

Moves to BMW (Oct. 1)

Graham Biggs, Corporate

Communications Director

for RRMC since 2002, left

the company at the end

of October to take up a

new position as Corporate

Communications Director

at BMW UK with responsibility

for the BMW,

MINI, and Motorrad

brands. A successor has

not yet been appointed.

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

November / December 2008 THE FLYING LADY 9065

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RRMC


RRMC Expands October

saw the opening of a sixth

showroom in Hangzhou,

China. It is located opposite

a famous tourist attraction

known as the West Lake.

One of the new Phantom

Coupés was unveiled at

the opening.

The September opening

of a new showroom in

New Delhi, centrally located

in the heart of the city,

brings the worldwide number

to 82. Significant further

RRMC

(l–r) Matthew

Bennett, GM South

and East Asia Pacific

Region, RRMC;

Graeme Grieve, Dir.,

Sales & Marketing,

RRMC; R. Kapur,

Chairman and Yadur

Kapur, CEO of Select

Cars Private Ltd.

Phantom Coupé For

November the first US customer

deliveries are planned.

In October, the car was for

the first time shown in the

Middle East, in Abu Dhabi.

There are currently nine

dealerships in seven countries.

It was also launched in

Seoul, Korea and in Tokyo

in July. Launch activities are

underway in Europe and

South Africa, with three cars

touring the region, spending

at least one week at

each dealership or one of 23

launch events.

Bentley Motors

RRMC

APAC expansion is foreseen

for 2009.

The Regent Beijing

Hotel in the prestigious

Retractable

Flying B

hood mascot,

Brooklandsderived

20˝

five-spoke

two-piece

alloy wheels and “Le Mans” lower front fender air

vents, twin exhaust tail pipes, “Jewel” fuel filler cap

made from billet aluminum, special badging on

front fenders. Optional carbon/silicon carbide crossdrilled

brake discs (420 x 40 mm front, 356 x 28

mm rear) with eight-piston calipers are the largest

fitted to any production car on sale today.

(l–r) Tom Purves,

CEO RRMC; Jenny

Zheng, General

Manager Greater

China, RRMC;

Colin Kelly,

Regional Director

Asia Pacific, RRMC

at the Hangzhou

showroom.

Dongcheng district has

acquired its first chauffeur-driven

Phantom EWB

for VIP service. The car is

finished in Black

Kirsch, with walnut

veneers and Black

and Consort Red

leather. Bespoke

features include a

rear cool box, rear

opaque privacy curtains,

and steel

inlays of RR and

hotel logos.

BENTLEY News

Bentley Arnage Final

Series (Sept. 24) Ending

its 10-year-model run with a

limited edition of 150 cars,

the final Arnage was unveiled

at the Paris Motor Show. It

combines the performance of

the 500 bhp Arnage T with

the refinement of the Arnage

R and design elements from Body-colored headlamp bezels,

the Brooklands.

dark-tinted matrix upper and

For the first time in an lower grilles, lower front fender

Arnage, the waistrails

air vents.

will feature an inset

chrome strip and

inlaid Bentley badges.

The cabin includes many of the

most desirable Mulliner options as standard.

Rear cocktail cabinet and document stowage

trimmed in hide, shot glasses and stainless

steel flask engraved with “Final Series” (which

is also engraved on the front treadplates).

Picnic tables are available in three premium

unbleached veneers.

OTHER NEWS

New RRHT Chief Exec

Richard Haigh, RR plc Head

of Corporate Heritage and

Chief Executive of the Rolls-

Royce Heritage Trust, has

taken early retirement this

September. Richard had

been selected by the first

RRHT Chairman Mike

Evans and ably succeeded

him at the helm of the Trust,

with first Colin Green, an

Executive Director, and latterly

Colin Smith, Director of

Engineering and Technology

of RR plc, in the role of

Chairman. He had started at

RR as an archivist working

in the Library. Importantly,

during his tenure he shepherded

the Trust through the

transition of turning from

a members’ society with no

legal standing into a Limited

Liability Company.

Since its founding by

Mike Evans in 1981, the

Trust has undertaken the

preservation of the history

and engineering heritage of

Rolls-Royce and its ancestral

companies. The magnitude

of this effort cannot be overstated

and one can only

regret that so much was lost

or, worse, purposely discarded

by people who simply had

no sense of history before

the RRHT came along. Its

outstanding publication program

is only the most visible

aspect of this often quiet

and behind-the-scenes work.

From the launch of the program

in the early 1980s,

Richard took on the sales

of the books, and, in more

recent years has led the process,

undertaking planning,

progressing, much of the

editing, and contracting the

printing.

Richard’s successor is Ian

Craighead, an RR Derby

engineer latterly based in

Germany.

We wish Richard a pleasant

and healthy retirement.

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

9066 THE FLYING LADY November / December 2008

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Great News and Big Changes at the Rolls-Royce Foundation Alex Keay

A squad of volunteers assembled at RRF headquarters in

August to relocate the Foundation Library within the museum.

All existing files, records, photographs, books, and

handbooks were unloaded, moved, reshelved, and replaced.

In addition, new shelving was added and double-stacked. The

additional space is welcome to our ever-growing collection.

The museum’s collection of Rolls-Royce and Bentley

motorcars has been rearranged and now makes for a more

user-friendly tableau for visitors. The bare chassis of Phantom

II 167RY greets you at the front door, next to Silver Spirit

FCX12101 for contrast and continuity. Silver Wraith WYA16,

Phantom V 5BX38, and 3½ Litre

B140FB are arranged facing front,

with (along the back wall from left

to right) Wraith WXA102, P III

3AZ36, 20/25 GSF54, S1 B58CK,

P I S210FP, and SC I LSJF18

rounding out a great representation

of a great marque. Corniche

dhc DRH18229 is undergoing

some hydraulic work and will join

the museum display soon. Also

slated for display is an SY series

car, LRX 6599.

By relocating

the library

and thus our new

Museum Curator

and Librarian

Charlotte F.

Infantino’s workstation,

guests can

be better greeted

when they arrive.

Local press coverage

has boosted

the number of visitors

significantly in 5BX38 was driven to Williamsburg

recent months, and by Lloyd Hart.

we wanted to have

everyone up front Below: 5BX38 and WYA16 are

to greet them. circled by vintage planes at the

Wings and Wheels Extravaganza.

Denny Dilger reshelves the library

after the relocation.

President Facinelli mounts

new shelves. The old library is

visible in the background.

Left: The new arrangement in

the museum.

Below: WYA16 and 5BX38.

In July, Friends of the Foundation volunteers

Lloyd Hart and Denny Dilger took

Silver Wraith WYA16 and Phantom V 5BX38

to Bethel, PA to meet up with RRF President

Jim Facinelli for the Wings and Wheels

Extravaganza at the Golden Age Air Museum. Jim brought

his beautiful Silver Cloud I LSMH99 to the event. The three

Rolls-Royces were elegant out on the show field amidst sporty

little cars and flashy big cars. There was much oohing and

aahing from the vintage airplane crowd.

You may have seen Foundation stalwart Lloyd

Hart on the show field at the Annual Meet. He drove

our Phantom V 5BX38 from the RRF museum in

Mechanicsburg to the Williamsburg meet. Dick Jones

and Nikki (Mrs. Jones) drove their latest Bentley

Turbo caravan-style with Lloyd, stopping only for gas

(many times). Dale Clark (Post-55 chief) has a similar

Phantom V and, over dinner, was able to solve a

sputtering issue by sourcing a needed, correct thermostat.

By the time you read this, the correct thermostat

will be installed, and we will have taken 5BX38 and

S1 B58CK to the Radnor Hunt Concours in Malvern,

PA to participate in the Rolls-Royce/Bentley Corral.

Always willing to display the Foundation’s cars!

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

November / December 2008 THE FLYING LADY 9067

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First Drive:

Rolls-Royce Phantom Coupé

or

Thou Shalt Not Lust After Thy Neighbor’s Rolls-Royce

easier said than done. Good thing

I don’t have a neighbor who has a

Phantom Coupé. We first reported

on this car, the production version of

EX101, in FL08-2 when it was unveiled

at the Geneva Motor Show this March.

In October, Rolls-Royce conducted the

US press launch in San Francisco and

environs. At the core of these events are

extended, more or less self-paced drives

on a variety of roads with two or fewer

people per car. There were five Coupés to

drive, one static rhd model, and, for comparison,

two Drophead Coupés as well as

a Phantom saloon for shuttle duty.

Sabu Advani (AZ)

If you have a Drophead Coupé, or have

driven one, you know what to expect of

a Phantom Coupé. If you don’t, or have

not, you are lacking one of the most

sartorial experiences you could hope to

have. While the two models want to be

seen as separate from each other, which

they are on the micro level, the similarities

in weight, architecture, and

dimensions make for a similar driving feel

and behavior.

A few preliminary remarks are in order.

Our readers are voracious consumers of

automotive news, and some may have

seen road tests of the Coupé already.

Much of what you will read here you

will not read elsewhere. This is mainly

because our approach and our readership

are different. Since the European

press launch of the Coupé in July several

reviews have been published. Overall the

car was well received but not all reports

were enlightening, ranging from the

usual litany of pet peeves (unsupportive

front seat side bolsters, fussy seat adjusters,

the merits of the Sport mode, etc.)

to great philosophical ruminations about

the place of a car like this in the world.

It doesn’t help that these reviewers write

for an audience that is unlikely to be able

to buy such a car, even if they wanted

to. This means the writers can pontificate

with impunity because their readers

won’t catch them out. It also doesn’t

help that these reviewers, unlike readers

of this magazine, don’t actually live with

Rolls-Royces day in and day out, take

them grocery shopping or on road trips

or the 5 Star resort or the repair shop.

In other words, the very novelty of interacting

with a Rolls-Royce product and all

The Coupé is designed to do

in 2008 what the Phantom II

Continental did in 1930.

—Tom Purves, Chief Executive Officer

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

9068 THE FLYING LADY November / December 2008

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All photos: RRMC/Newscast


the attending lifestyle aspects skews perceptions

and expectations. But, you, dear

reader, know, because you have one, that

a Rolls-Royce is not a normal car and is

not intended to be a normal car and if it

were a normal car, we wouldn’t want one.

Therefore it is folly to seek to reduce the

Rolls-Royce experience to trivial talking

points such as corner roll, drag coefficient,

fuel consumption, etc. All of these

are objective parameters—but they

don’t matter to buyers of modern Rolls-

Royces. Reviewers should internalize

this bit of wisdom before expounding the

pros and cons of a product that, for all

practical purposes, is so desirable as to

sell itself. On that score, by the way, it is

noteworthy that two thirds of the names

in the Coupé’s order book are from buyers

new to the marque. This, and the long

wait lists, speak to the marque’s growing

appeal. Speaking of wait lists, RRMC

does not offer price protection. Thanks

to a poor exchange rate, US prices for the

Phantom just increased to $359K, which

makes the expected $400K base price for

a Coupé not that much of a premium.

While buyers of Rolls-Royces do pay

attention to cost, few if any orders get

cancelled. The price may be high, but so

is the perception of value.

The all-white car shows off the

sculpted body very well. As standard,

the Coupé has 21˝ Goodyear tires with

run-flat capability, sitting on sevenspoke

aluminum or two different styles

of forged aluminum rims. The car is

250 mm shorter than a Phantom and

220.8˝ or 18´5˝/5609 mm long and

78.2˝ or 5´3˝/1987 mm wide.

But, enough of this; let’s look at the car.

To say it in one sentence: for all but the

racetrack there is no other car that dispenses

with those driving situations that

most ordinary mortals will encounter

in as serene a manner as the Phantom

Coupé. If a cosseting, opulent, unique,

prestigious, effortless (c.o.u.p.e.) mode

of transport is your prime objective, nothing—except

the other Phantoms, especially

the Drophead—can match this car.

This road test is not intended to be

a comparative review but a few words

ought to be devoted to the Bentley Brooklands,

just because the car is “out there”

and readers will ask what’s what. In brief,

the Brooklands has a similar mission and

price point, but its delivery is entirely

different in terms of engine noise and

driving poise. At rest, both cars overload

the senses with sights, smells, and sounds

that bespeak enormous refinement. In

motion, neither car leaves any doubt

which marque you are in. The driver who

desires a more raucous, visceral, and, yes,

precise driving experience at the limit—

at the expense of a higher level of uniqueness

in terms of features and also crowd

reaction—will lean towards the Brooklands.

The Phantom Coupé is all about

stylish motoring. The engine is endlessly

tractable and unstressed. Rolls-Royce has

always liked to emphasize their engines’

stump-pulling torque of which, in the

Phantoms, 75% is on line at a mere 1000

rpm. But this big V12 likes to rev. When

accelerating in bursts from, say, 40 to 60

mph it makes its presence audibly known

during the initial run-up to the higher

speed but still in a very civilized manner.

At steady speed the engine noise recedes

to a subdued burble, barely heard or

felt unless you specifically sharpen your

senses. A 0–60 mph run takes 6.1 sec and

0–100 mph 15.7 sec. (A Brooklands hits

100 mph in 11.9 sec.) Of the three Phantom

models (four, if you count the EWB

as a separate model) the Coupé is the

most driver-oriented, more so than even

the Drophead, with stiffer rear dampers,

modified spring rates, and an even

stiffer body. The slight rear weight bias

of 49:51 weight distribution improves

straight-line acceleration and traction.

A thicker rear anti-roll bar reduces body

roll and the steering has modified Servotronic

assistance for increased road

feel. Double-wishbone suspension at

the front features a hydraulic mount to

minimize vibrations transmitted through

the steering wheel and a multi-link rear

suspension gives increased ride comfort,

with anti-lift and anti-dive technology for

stability under heavy acceleration and

braking. The self-leveling air suspension

continuously adjusts to driving conditions

and soaks up most bumps.

At 18 ft of length and 5710 lbs of weight

the car resists any attempt at pronounced

sportiness. Pressing the Sport button on

the steering wheel raises the shift points

(i.e. holds each gear longer), stiffens the

dampers, and provides faster kick-down

and quicker gas pedal response. It also

launches now in 1 st instead of 2 nd gear.

Engaging Sport mode does produce a

perceivable difference in driving characteristic

(those reporters who did not

discern this should take a desk job), but

whether it is better in terms of performance

or becoming in terms of RR philosophy

is a matter of personal choice.

On paper this decreases the 0–60 time by

a few milliseconds. In practice, you can’t

tell the difference, nor do you care. The

ZF 6HP32 six-speed automatic is well

suited to the car but being programmed

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

November / December 2008 THE FLYING LADY 9069

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With the exception of the picnic trunk, steel hood, and A-pillar

surround all the Coupé’s panels are created from aluminum, which

delivers a substantial weight saving over steel. The large, singlepiece

front fenders are made by a process common in the aircraft

industry called super plastic forming in which the alloy is heated to

500º C and then formed, without the stress of the material that a

stamping would impart, to the required shape and size in a process

applied for the first time in the auto industry.

The 6.75L V12 produces 453 bhp/338 kW of power at 5350 rpm and

720 Nm/531 lb ft of torque at 3500 rpm. Premium fuel (91 AKI [Anti-

Knock Index] octane) is recommended but the engine can run on

regular if absolutely necessary, with a reduction in performance and

efficiency. The Coupé has the larger, 26.4 US/22 Imp. gal fuel tank

from the Phantom saloon, giving the Coupé a 25% increase over the

Drophead in range to about 400 miles.

to make the smoothest possible shifts creates a noticeable

lag between gears.

Massive brakes (14.7"/374 mm ventilated discs with twin

piston alloy calipers at the front and 14.6"/370 mm discs with

single piston calipers at the rear) make for linear braking

but truly prolonged braking will induce brake fade, accompanied

by interesting and expensive smells. In emergency

stops, anti-lock systems and Emergency Brake Assist kick in.

Standard-issue tires are big 21" Goodyear run-flats but it is

the wind, just as in the Drophead, that creates unmistakable

noise/turbulence around the A pillar at speed.

Forward visibility is good. The front corners are visible from

the driver’s seat and the car can be placed with confidence.

Rearward visibility through the small rear window makes

backing up a guessing game, although there are a rearwardlooking

camera beneath the trunk handle as well as proximity

sensors. (There is also an optional forward- or rather

sideways-looking camera mounted beneath the license plate

A pair of rectangular exhaust outlets peek out from under the

rear bumper. The fold-down bottom part of the picnic boot serves

as a seating platform and can support 330 lbs/150 kg. This also

facilitates easy loading of the trunk which has a volume of 13.9

ft 3 /395 liters, enough, so RR says, for four full sets of golf clubs.

The inherent safety of the spaceframe is enhanced by other

safety systems controlled by ISIS (Intelligent Safety and Information

System). This takes readings from sensors located throughout the

car and, in the event of an impact, makes up to 4000 calculations

a second to establish its severity, deploying safety systems as

necessary. These include intelligent braking and restraint systems,

such as Dynamic Stability Control and Dynamic Traction Control,

seatbelt pre-tensioners, and any of six airbags.

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A tight corner, taken at ca. 40 mph. At no

time did our spirited driving provoke tire

squeal. Outstanding grip keeps the car

firmly planted. Loosing grip would activate

the dynamic stability control (DSC). Once

you have taken a line in a corner, you

are pretty much committed to following

through, the amount of understeer being

the only variable. In other words, this

car (unlike, say, the Brooklands) does

not respond well to throttle inputs while

cornering.

In these two photos, compare impact

of body color, aluminum vs. painted hood

and A-pillar, different wheels.

This wheel and the

Star, on the Coupé

above, are $6,275

options. DHC shows

standard wheel.

Profiles of Coupé and

Drophead Coupé.

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that displays as a split screen on the dash.) Despite its length

the car has an unexpectedly small turning circle. Drivers of

pre-Phantom cars will find it an odd experience to see the hood

falling away towards the grille. From the driver’s seat you now

only see the mascot’s kneecaps, not the feet. Rear seat leg and

headroom are adequate but the relatively low fixed roof makes

it feel smaller than it is in reality. (In the Brooklands it is quite

a bit more spacious, although ingress is harder due to the lower

roofline and, possibly, the conventionally hinged doors.) Rear

seat occupants, however, are in the best place in the house to

partake of one of the Coupé’s distinctive attractions: the fulllength,

dimmable starlight headliner. The stars are plenty bright

even in daylight but obviously “shine” in darkness. Speaking of

darkness, the Coupé’s interior lighting is, as in the other Phantoms,

very elegant at night.

Interior appointments and functions are in the main identical

to the Drophead. In the Drophead, RR explained certain

design choices by alluding to the open car’s nautical, ship-shape,

uncluttered cockpit theme. For instance, the seat controls,

among others, were relegated to the center console where they

reside below a flip-up cover. This requires both front-seat occupants

to lift their arms to access the controls. In the Coupé, with

Audiophiles will appreciate the 15-speaker Lexicon audio

system with standard-issue 6-CD changer or optional iPod

connectivity. It is controlled by a single dial. A 9-channel amp

provides a healthy 420-watt output. (Details: US readers

may have noticed recent Hyundai ads that imply that their

new $40K Genesis sedan uses the same “Lexicon-branded”

[emphasis by ED.] audio system as the Phantom and wonder

how that can be. While the maker is the same, the systems

are different.)

The Sport button on the steering wheel.

a closed roof and immune from the elements, they are still in

the same place; somewhat inconvenient. As is the iDrive system.

There is no way to operate this complex and unintuitive system

to its fullest capacity without studying the manual, which you

can hardly do while driving. For a vehicle that will in all likelihood

be used as only an occasional car, this is cumbersome.

Complex car—complex manual.

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Starlight headliner and brightness

control.

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The Goodwood Estate Company Ltd.

At the Goodwood Festival of Speed this July, a Phantom

Coupé in pace car livery led the field of competition race cars

on a hill climb in front of 150,000 spectators over three days.

This car was from RR’s test fleet, to which it will be returned,

and was driven by an RR test driver. The light bar was the

As to the exterior, there’s not much

to add to what the photos show except to

say that photos simply do not do it justice.

“Design” is meant to be seen in three

dimensions and in the context of light and

shade and scale. The car has great presence,

both in size as in impact, at rest and

in motion. All lines are well resolved and

there is nothing that does not make sense,

is purposeless adornment, or forced. The

proportions are classically Rolls-Royce.

An entirely unscientific, albeit repeatedly

made observation would be that as the

car rolls by, bystanders do not seem

to notice it as quickly as they do the

Drophead. The car will not look

dated any time soon; in fact, common

wisdom holds that the more

different it looks now the better it

will age.

Given its Phantom siblings’ success,

there is no way the Coupé

could have been a disappointment.

It is the next model—RR4—

that will take a new and as yet

unknown direction.

only special equipment. The

decals are removable transfers.

Speaking of test cars, one of

the Phantoms in the long-term

test fleet has racked up 100,000 miles already.

The Rolls-Royce dealer Trivett

Classic, Australia’s largest prestige

automotive group, just won an

award at a meeting of RR dealership

teams in Beijing for “Highest

Phantom Coupé Prospects in the

Asia Pacific Region.” They also won

“Top Salesperson in APAC” and,

especially telling, “Highest Leads

for RR4 in APAC.” Clearly a market

to watch!

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The Phantom Menace. Even after this

car goes officially on sale later this

year you’d be unlikely to see a whole

string of them together anytime soon.


Photos Pininfarina

1

Bob DeKorne/Hagerty

Tuner Cars Part II

Pininfarina Hyperion

Sabu Advani (AZ)

2

making its debut at the Gooding & Company auction

tent 1 at Pebble Beach and, later, on display on the

Concept Car Lawn 2 , Pininfarina’s latest creation

received an excellent reaction from the crowd. In the autumn

of 2007 British car collector Roland Hall commissioned the

Italian design house to create a one-off vehicle based on the

Rolls-Royce Phantom Drophead Coupé, emulating the look

of a 1930s sporting car. The typical long hood of that era and

the necessarily short tail and aft-placed cockpit were achieved

by deleting the stock car’s rear seats. This allowed the driving

position to be moved backwards by 400 mm. The soft top folds

behind the seats under a wood-lined cover. The carbon fiber

bodywork encapsulates the two seats snugly and to compensate

for the diminished storage space, two compartments were created

in front of the windscreen to house small items or sports

equipment, such as the owner’s two hunting rifles.

The interior has remained largely unchanged and there are

no significant mechanical changes.

Roland Hall dedicated the car to the memory of the company’s

late chairman and CEO, Andrea Pininfarina, who was killed

in a road accident this August. Neither Pininfarina nor the

owner are disclosing the price. Hall is himself keenly aware

of the fact that the days for such highly bespoke cars may well

be numbered. Even prior to Andrea Pininfarina’s untimely

death the firm had only recently managed to get support for its

turnaround plan to bring the company back to profitability. An

agreement with its creditors to reschedule the company’s debt

will now commit an extra 100 million Euros from shareholders

towards future product development. Pininfarina is also intent

on designing and building their own electric car, using batteries

and technology supplied by the French Bolloré Group.

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When you see the car

surrounded by people you

get a better sense of scale.

Note how tall the car

is—the hood is at elbow

height—and extrapolate

from that its length and

width. (l–r) Roland Hall

(owner), Jason Castriota

(Art Center College

of Design graduate

and now Pininfarina

Chief Designer), Lowie

Vermeersch (Pininfarina

Design Director), Paolo

Garella (Pininfarina

“Progetti Speciali” [Special

Projects] Manager).

In the drawing the rear quarter

panel has a much more

pronounced rise behind the

seat backs/rear wheel well, the

wooden rear deck extends much

farther back, the relationship of

windshield base to front door is

different, and the rear lights are

not pulled down. And the car

has no door mirrors.

Observe how the crease on the body sweeps from the front to the rear and is picked up behind the rear

wheel arch. Seen by itself, the car’s proportions give no indication as to its size: is it as big as a Miata or

a city bus The 128˝ wheelbase is only 12˝ shorter than that of the Phantom.

Vendors:

Re Fraschini: carbon

Isoclima: glazed surfaces

Proxi Design: drawings

Triom: lights and headlights

Fondmetal: wheel rims

Materialise: fast prototyping

SIGMA Navale Italiana: teak finish

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The stock car, for comparison:

Computer image vs.

real car. The shape of

the rear end recalls

Pininfarina’s sports

“berlinettas” of the

1950s, with their cut-off

tails strongly sloping

downwards.

The doors have been designed by

craftsmen that usually work on luxury

boats. Compared to the stock car, the A

pillar looks positively delicate.

Hyperion is one of the four Titan brothers, one of

the sons of Uranos (Heaven) and Gaia (Earth)

who ruled the cosmos before the Olympians

came to power. Often called the sun god [hence

the sun-like emblem here], he is more accurately

known as the god of light, and is the father of the lights of heaven—Eos the Dawn, Helios the

Sun, and Selene the Moon. His wife was Theia, lady of the aither—the shining blue of the sky.

Hyperion’s name means “watcher from above” or “he who goes above” from the greek words

hyper and iôn.

(Don’t say you’re not

learning anything here!)

The recessed Bixenon

headlights have LED

technology. The radiator

grille is slightly inclined.

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Arturo Peralta

Loosely related to the topic of Pininfarina,

here some illustrations of the Bentley SenseS

design study which was commissioned by

Bentley Motors from Arturo Peralta Nogueras

(b. 1979), a Spanish automotive designer who

in 2004 interned at Pininfarina after receiving

his first M.A. in transportation design

from the Universidad Politecnica de Valencia

(2002–2003) and before starting his second

Masters in vehicle design, sponsored by

Bentley, from the Royal College of Art (2006–

2008). He also interned at Bentley twice. The

name “SenseS” alludes to the “relationship

the Bentley SenseS would share with its driver

and the environment around it, thanks in part

to Genetic Engineering, Biotechnology, and

Artificial Intelligence.” He does not elaborate

on this lofty concept. The body consists of

translucent panels and the vehicle would be

powered by the wind. The car uses

artificial intelligence to respond to

the driver’s presence, such as pulsing

a light in synch with the user’s

heartbeat, and to operate the vehicle’s

in-wheel electric motors. The

driver uses reins rather than a conventional

steering wheel for directional

inputs. Don’t expect this any

time soon in a showroom near you.

“The driver connects with

the vehicle in the same

way a rider connects with

his horse . . . There is

trust and understanding,

a friendship based on

natural values. Imagine

a vehicle that recognizes

you, is able to feel,

to trust: it is almost a

part of you.”

—Arturo Peralta

The Swiss watchmaker Girard-Perregaux created a custom

mechanical automatic wristwatch in white gold for the Hyperion.

Like the car, the watch’s design harkens back to earlier days. By

modern standards, it is of almost diminutive size (32 x 32 mm). It is

a modification of G-P's Vintage 1945 Tourbillon with gold bridge. The

most remarkable feature is that the head is detachable, thanks to a

sophisticated system of spring balls, from the alligator strap and can

be placed into a cradle resembling the signature Girard-Perregaux

Tourbillon cage that is recessed in the car’s dashboard. The dial color

is the same one-off blue of the car’s exterior. The cutout in the leather

strap reveals a silhouette of the car when the watch is removed.

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A Memorial Portfolio of

John Blatchley Designs

Jack E. Triplett (MD)

Editor’s Note: The author is writing, with Tom Clarke, a history

of the coachbuilder J. Gurney Nutting & Co. This article has

been adapted from material from the in-progress book.

john P. Blatchley (1913–2008) was one of the great

automobile designers (see his obituary in FL08-2).

He is best known for his postwar designs for Rolls-

Royce—the Silver Cloud/Bentley S series saloons,

and their replacements, the Silver Shadow/Bentley T

series saloons. During his time at Rolls-Royce, he also

designed special bodies that began with Park Ward

drophead and two-door coupes on the Bentley R Type

Continental in the early 1950s and ended with the Mulliner-Park

Ward two-door model (renamed the Corniche

well after its birth) whose production extended

through the Silver Shadow period and beyond.

Popular as those postwar designs are, and they are

deservedly so, Blatchley’s design accomplishments in

the 1930s were never excelled. Part of the reason was

not the designer, but the period.

In the 1930s, Blatchley designed bodies for the

coachbuilder J. Gurney Nutting & Co., located off

Kings Road in London. Nutting produced true custom coachwork,

frequently unique “one-off” designs for an individual customer,

or designs that were produced in a small series, but still

built one or two at a time. In that world, the designer was constantly

turning out new designs, and it was, as Blatchley once

remarked, a “very short period that you’ve made the design and

. . . could drive it along the road.” A new design might be created

in a day or two, and they had to be, since orders depended

on them. Once the order was taken, the body would be built in

a matter of weeks. In the 1930s, John Blatchley created many

automotive designs.

The postwar world was different because production considerations

entered in. A design remained in production for a

long period (the Silver Cloud lasted 10 years), so details had to

be worked out for production, considerations that were simply

not factors in custom coachwork of the 1930s. Accordingly, the

roster of Blatchley designs

was inevitably smaller during

the postwar period than

it was prewar.

This Memorial Portfolio

contains examples of

John Blatchley’s earliest

designs, some built, some

not. They are less familiar

designs than his postwar

work, but they are

superb accomplishments

in design that deserve to

be better known.

Vanden Plas design 1123. This, the earliest surviving professional

automotive design drawing by John Blatchley, dates from his several

months at Vanden Plas in the second half of 1934. It was not his

first design, for he retained in retirement a portfolio of even earlier

designs—some of them quite striking and exotic. Brian Smith, in his

book Vanden Plas Coachbuilders, says that the company made two

examples to design 1123, GAE30 and GAE56, bodies 3263 and 3270.

Neither was painted in the dark olive green (a popular color in the

1930s) of Blatchley’s drawing.

Nutting design 39. One of the first three designs Blatchley created

soon after he came to Gurney Nutting in late 1934, this sedanca de

ville was possibly the first original design he did there (his designs 37

and 38 are re-workings or modifications of earlier Nutting designs).

Note the “JB” signature behind the wheel. The original drawing

was in color—black car on a beige background—but this is F.N.

Birkett’s b/w photo of the original (he was Nutting’s photographer

at the time). Like his Vanden Plas drawing, Blatchley’s design 39 is

a bit conservative, not advanced at all for its day, but an attractive

design nonetheless, with the striking feature of a bold chrome waist

accent. When I showed this design drawing to him, John recalled that

it was built for Alexander Korda, the Hungarian-American-British

film director and producer. Korda’s most famous film was probably

The Third Man, produced after the war, but he was already well

established when he moved to London in the early 1930s.

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An anonymous collector

Sir Henry Royce Memorial Foundation


Sir Henry Royce Memorial Foundation

Peter Brocke

Nutting body 1651. The designer normally

also drew the 1 / 12 scale line drawing, which

contained crucial dimensions. It provided

the basis for a full-size drawing that in

turn was used by the patternmakers. The

line drawing had thus to be accurate,

GYH14, a duplicate of

Korda’s car, was the

second body Nutting

built to Blatchley’s

design 39. When

originally delivered by

the dealer Jack Olding in

July 1935, GYH14 would

have had a metal cover

over its spare, and would

not have had whitewall

tires. Nutting built three

other design 39 bodies,

GEH27, GOH39, and

GRM56. By Gurney

Nutting’s usual short

production runs, quite a

successful design.

though the design drawing might be

stretched out a little, for effect. Note

carefully worked out styling details, such

as the door handles that mimic the ends

of the wide chrome waist accent. Blatchley

was quite proud of “hiding” the handles

in this chrome accent, a new effect for

the time. This drawing records the dealer,

George Miller & Co., and the customer,

Alexander Korda, just as Blatchley

remembered. Built on GRF20 and

delivered to Korda in March, 1935.

Nutting design 43. Coachbuilders

often made a closed version of

a sedanca de ville design, and

Blatchley’s design 43 four-door saloon

is clearly derived from his design 39

sedanca de ville. The new drawing

might have been prepared to show a

potential customer the appearance

of the saloon version. Note extended

and pleasingly up-curved rear wing

tips, a characteristic of most early

Blatchley designs for Gurney Nutting,

including others in this Portfolio.

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Real Car Co.


Nutting design 65. Another early

John Blatchley design for Gurney

Nutting, created in early 1935 for

the dealer Jack Olding and his

customer, the Countess of Warwick.

Integration of styling detail is

remarkable on this design. For

example, the unusual rear wing

kickup matches the lower line of

the side sweep panel, and curved

door windows, when raised, match

the sweep panel’s upper line. The

rear-mounted spare is partially

integrated into the trunk lid,

and the car’s fully-lined top has

a countersprung mechanism, so

raising it is a one-hand operation.

Jack Triplett

The only example of Gurney Nutting design 65, Nutting body 1659,

built on B166DG. Owned by the author since 1985. I asked Blatchley

about the contours of the top when folded (compare photo and

Design 43 had a side-mounted spare, but

customers sometimes preferred a rearmounted

one, as on this car, GOH77.

Changing the spare sometimes implied a new

line for the trunk (evident from comparing

GOH77 with the design 43 drawing), and

sometimes required structural changes. For

these reasons, a new design number might

have been assigned to GOH77, and a new

drawing prepared, but the car is nevertheless

similar to design 43. Dark red, as on this

car, was unusual for the 1930s, but was not

unknown. A sister car, GYH4, is owned by

John Shadroui in Michigan.

©The ©The Rolls-Royce

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Owners Owners Club, Club, Inc. Inc.

design drawing). He laughed and said they never really got the tops

to fold so flat as the drawing. Though now painted in a two-tone

color scheme, it was originally a single tone of very dark green.

9080 THE FLYING LADY November / December 2008

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Sir Henry Royce Memorial Foundation


Sir Henry Royce Memorial Foundation

Nutting designs 169 and 169A.

John Blatchley first drew this

design for a neat, uncluttered

20/25 saloon in his usual style, a

colored car on a light background

(as with the previous design

drawings in this portfolio). It had a

rear-mounted spare inset into the

trunk lid, an arrangement that

had become increasingly popular

with Nutting’s designers after mid-

1935. Blatchley acknowledged in a

conversation that the inset spare

cost more, but Gurney Nutting

& Co. were specialists in style,

never in low-cost bodies! About the time the

25/30 came out, he began to experiment

with illustrating the car against a dark

GHL35 is probably the only car built to

Nutting design 169A. It does not look that

much like the design drawing for 169A. In

fact, its body contours are more accurately

depicted by Blatchley’s drawing for design

169 (except for the spare wheel location,

that is). The wonderful thing about GHL35

is its amazing originality: Black with tan

leather interior, it has resided with Marilyn

O’Carroll’s family for nearly 50 years and has

never been sullied by a restorer’s touches.

Today, you can open the doors and still see

an interior as Gurney Nutting’s workmen

made it, and allowing for the passage of

time, it still looks good. It is not in judging

perfect condition, but it is much rarer and

more interesting than that.

background or doing the car the same color

as the background (for example, beige on

beige). Additionally, he changed his drawing

style to make the car look even sleeker than

before, and he began to sign his drawings

“JPB.” These changes are demonstrated by

comparison of Blatchley’s

drawings for design 169

(with rear-mounted spare)

and 169A (the letter “A”

designated a modification

to the design, in this case

side-mounted spare and

a smooth trunk line). It

was the same body, really,

but what a difference his

drawing style made. John

told me he changed his

signature to “JPB” because

some people thought that

“JB” stood for Jack Barclay.

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Tim O’Carroll Sir Henry Royce Memorial Foundation


Jack Triplett Sir Henry Royce Memorial Foundation

Press coverage of the 1936

Motor Show dwelt on the

angled “B” post on this Alvis

saloon. It was a solution to a

styling problem. With the very

wide rear doors, a vertical

pillar would have generated

disproportionate door windows;

the slanted pillar caused the

eye to perceive them as nearly

equal in width, and hence as

more harmonious. Creating

such subtle harmonies is the

skill of a great designer.

Nutting design 202. This Alvis saloon

was one of Gurney Nutting’s exhibits

at the 1936 London Motor Show. The

company’s stand that year contained

four saloon bodies—Bentley fourdoor,

Talbot four-door, Lagonda

two-door, and the Alvis—all of them

in the rounded-off, “curvilinear”

styling mode that Nutting & Co.

promoted then. Though Blatchley’s

styling was marvelous, none of the

show exhibits garnered even a single

additional order.

©The ©The Rolls-Royce

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Owners Owners Club, Club, Inc. Inc.

Design 46, a four-door allweather for Phantom II. Blatchley told me that he created this design for Lord Glentanar, and the negotiations

were carried out by his nephew, Lord Waleran. Something apparently happened and the sale did not go through—too bad, we would

love to see this car today. Glentanar does not appear on the list of P II owners, though he had a 20/25 by another coachbuilder. FL page

884 shows a similar allweather, perhaps for the P III; design number unknown. It was not built either.

9082 THE FLYING LADY November / December 2008

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Julian Collins


Sir Henry Royce Memorial Foundation

Designs by Blatchley

That Were Not Built

In the custom coachbuilding world,

designs were created to make a sale,

which the drawings presented so far in

this portfolio did do. Sometimes, however,

a design drawing did not generate

a sale. Perhaps the customer changed

his or her mind and did not go through

with it, or perhaps several designs were

created for a certain customer, who

in the end selected only one. In a few

cases, a designer might create a design

on speculation without an explicit customer

in mind, but these cases were

rare. For whatever reason, some of the

most outstanding Blatchley designs for

J. Gurney Nutting & Co. never became

completed bodies. Some examples are

presented in the following section.

Design 250, a streamlined saloon on

the Phantom III. This stylish saloon

was another of Blatchley’s attempts

to interest a customer in a flowing

rear line, but despite the designer’s

best efforts, British customers did

not find the line appealing. The

design also displays a very unusual

split molding line, pillarless rear

quarter window construction

(giving an unobstructed view from

the rear seats), and polished wheel

disks. Most buyers of P IIIs had

tastes that were too conservative

for designs such as this one.

Two-door saloon for 20/25 or 25/30 Rolls-Royce. John Blatchley did not remember this one, so

we don’t know for whom it was designed, or even its design number. Several design themes

that occupied Blatchley around 1935–36 are present in this design. John drew a streamlined,

swept-back tail, similar to this saloon, on a number of designs, but they were more successful

esthetically than commercially. He also tried the V-shaped waist molding on various

designs, including even a sedanca de ville (it was a feature that he borrowed from a French

design he admired). Some other British designers, including Hooper’s Osmond Rivers, were

also enamored with the V-molding line. And finally, in contrast to the typical raised waist

molding, the molding on this saloon is recessed, a device featured on some other Nutting

designs of this period. This would have been a wonderful car; too bad we will never see it.

“Two-Seater Fixed Head Coupe with Dickey

Seat” on 25/30 Rolls-Royce. Design 267 dates

from late 1937. It would certainly have made

a unique and spectacular car, had it been

built. Note the curved line at the back of the

body proper: It makes the short passenger

compartment almost a separate entity,

in a day when designers normally tried to

integrate the elements of coachwork. The

design resembles the “fiacre” styles built on

Bugattis, and might have been a preliminary

study for Blatchley’s razor-edge sedanca

coupe design that Gurney Nutting exhibited

at the 1938 Motor Show. This coupe likely

was not seriously intended for production,

for the design number itself was re-used for a

large sedanca de ville design (on a Buick!).

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John de Campi

John de Campi


Design 279, “Four-Door Sports Roadster” on 25/30

Rolls-Royce. This stunning allweather tourer was

dual numbered (design 279.W for the Wraith). Few

British buyers were interested in so exotic a body

in 1937–38. Possibly Nutting were trying to sell it to

one of the Indian maharajas, who were potential

customers for flamboyant coachwork. Note

Blatchley’s use once more of the V-shaped line at

the end of the waist molding, and also the stylized

comet motif to the rear wheel covers (again a

favorite Blatchley styling theme), plus the rear spare

integrated into the trunk lid. Had it been built, this

would have made a super collector car today.

Design 263, sedanca coupe

for 4¼ Bentley. During early

and mid-1937, Blatchley

created a series of five

sedanca coupes for Jack

Barclay—Nutting designs

188, 222, 224, 262 and 263.

Barclay had Blatchley’s

design drawings printed on

cards with his logo at the

end and circulated them

to potential customers. All

were superlative designs,

but oddly only one of them

found buyers: design 222,

which sold five copies, including B70KT, which has many times appeared in The Flying Lady. The other designs,

including this fine one and a nearly identical 25/30 Rolls-Royce (design 262), remained unbuilt. A shame.

Design 306, “Sports Coupe” on

Phantom III. This two-seater

would have made a fabulous

car. The design drawing itself has

disappeared, but we attribute the

design to Blatchley because of his

exquisite hand on the lettering on

the drawing. He always executed

the lettering with great care and

style, treating it as part of the

artistic whole, in contrast to some

other designers who just set down

the information. I suspect the target

for this one was again one of the Indian

maharajas. It resembles very closely the twoseater

that Nutting built for the Maharaja

of Indore on a V-12 Lagonda. Indore bought

many cars, sometimes taking delivery of a

group of them at the same time. He had

already bought nearly identical Gurney

Nutting limousines on V-12 Rolls-Royce and

V-12 Hispano Suiza chassis, and perhaps

having similar two-seater bodies on two V-

12 chassis also appealed to him. In the end,

though, no one bought this fine P III design,

which is a great loss to present-day collectors

and enthusiasts for fine design.

John Blatchley

The designer, John Blatchley, in

the V-12 Lagonda two-seater he

designed for the Maharaja of

Indore. This photo, taken out of

the window of Gurney Nutting’s

styling office, gives some indication

of what Nutting design 306

would have looked like, had it

been built. Blatchley told me that

the photo was taken as he was

about to drive the Lagonda to

Southampton, where it was to be

put on a ship.

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9084 THE FLYING LADY November / December 2008

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Sir Henry Royce Memorial Foundation

Bentley Drivers Club

Sir Henry Royce Memorial Foundation


RRMC

From the very beginning of Project

Rolls-Royce the key players left no stone

unturned to immerse themselves in the

history of Rolls-Royce and internalize

the design cues and philosophy. While

the Goodwood Phantom—purposely—

turned out to look radically different from

its predecessors it nevertheless was a fitting

continuation of Rolls-Royce’s classic

styling idiom and parameters. And it

should have given the naysayers pause

for thought to consider that none other

than John Blatchley himself looked upon

the Goodwood Phantom favorably.

On the occasion of Blatchley’s death,

the May issue of RRMC’s in-house newsletter

The Marque ran this tribute. We

are obliged to Corporate Communications

Manager Andrew Ball for sharing it

with us.

John Blatchley: Shaper of the

Modern Rolls-Royce

John Blatchley, chief styling engineer,

Rolls-Royce Limited, died this February.

Generally recognized as the “shaper of

the modern Rolls-Royce,” Blatchley was

responsible for the styling of the Silver

Cloud and Silver Shadow. He was asked

for his opinion of the then secret design

for the Phantom in 2002 and surprised

many traditionalists with his approval.

“BMW showed me their possible designs;

there was literally only one I thought was

any good, and it’s the one they’ve built. I

think they’ve done a marvellous job.”

Ian Cameron (l) and John

Blatchley at an early

viewing of the Phantom at

Goodwood. After graduating

in Vehicle Design from

the Royal College of Art in

London Cameron went to

Pininfarina for six years, then

to Fiat’s commercial vehicle

division, and joined BMW in

1992 where he was in charge

of the BMW 3 Series exterior

design. He also worked on the

Z8 roadster and Range Rover.

The Marque talked to Ian Cameron,

Chief Designer and Kris Sukhu, Interior

Designer about their experiences of the

great man:

Ian Cameron, Chief Designer

on visiting John Blatchley at his home

in Hastings back then in the very early

days of “Project Rolls-Royce” as the

Phantom project was then called,

the attending members of the Rolls-

Royce design team (Charles Coldham,

Marek Djordjevic, “our” Miss Moneypenny

Sally Young and myself) were

at once astounded, and then relieved,

firstly at the then 86-year-old Blatchley’s

alacrity and understanding of current

technical issues together with his

eye for line and detail, and secondly at

his approval of the design with which we

were proceeding.

John assured

us that since taking

early retirement

on the completion

of the Silver

Shadow, he had

never looked back

or intended to

preoccupy his

days with thoughts

about car design

ever again—but

that day the conversation

was on a

John Blatchley (r) at his home with Charles Coldham, Interior Designer. Coldham, a former Rover

designer, had the winning interior design for the Phantom.

RRMC had whittled down the proposals to three exterior designs that were done in clay at 2 / 5 ths

size. These models were built at a facility in Holborn called “The Bookshop” (so named after a close-by

business) and this project was christened “Roger Rabbit” because BMW was not allowed to use the

“RR” or “Rolls-Royce” moniker until after VW turned over the use of the trademark in 2003.

level playing field, between the old master

and a few admiring designers of another

generation, all fired by the same desire to

perfect the best car in the world.

It was a day I think we have all since

treasured, and one which we think also

gave John considerable pleasure—in any

case, the drive back to London gave us

ample time to appreciate the time and

exchanges that we had just shared with

one of the most revered figures of the

Rolls-Royce world.

Kris Sukhu, Interior Designer

The one time I spoke to John Blatchley

was back in 2000 whilst I was still relatively

new to Rolls-Royce. I asked Sally

Young, a good friend to the project in the

early days, that it would be great to have

some guidance from the great man, as I

was stuck on a supplier selection issue. I

wrote down the question for Sally to ask,

not daring to address him directly myself.

Next thing I knew a phone was thrust into

my hands and I was told that John wished

to speak to me face to metaphorical face.

I should not have worried. He was lovely

as we spoke about the issues I faced and it

appeared that he had faced similar issues

with the same supplier! He advised me

that there was no need to follow what

had gone before, but instead do what

was right. The conversation continued

in depth, covering a number of related

color, material, and application subjects.

We covered much useful ground

in a single telephone call, finally

hanging up almost an hour later.

This was a phone conversation

I have often remembered and

the general advice has steered

me easily through a number of

focused discussions.

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Great Lakes Fall Frolic

Jon Waples (MI)

Photos by Pete Kohnken and Jon Waples

St. Ignace offered this sunrise looking east from our hotel and is know as the gateway to the Upper Peninsula of Michigan. Founded as

a mission in 1671 by French explorer and priest Jacques Marquette our hearty group of tourers spent a week exploring the region and

enjoying all of its natural beauty and hospitality.

Let it be known that I’m not really from Michigan. I have

merely lived here for the past 15 years. During this time, I

have learned to embrace saturated fat and detest Ohio. My

Rhode Island sarcasm remains, having been advised that fully

suppressing it might lead to hypertension or stroke. The 2008

Great Lakes Fall Frolic (Sept. 21–27) was my first RROC Fall

Tour as it was for many Motor Region attendees and also my

first experience touring in a prewar car. From this perspective

of sarcasm and eccentricity, our story begins.

Glen Arbor

On a beautiful Sunday we made our way north towards The

Homestead, a large waterfront property on Lake Michigan

slightly west of Glen Arbor proper and the first of three hotels

on our multi-hub tour. Morning fog quickly made way for bright

sunshine and mild temperatures. In fact, not a single day went

by without bright sunshine, blue skies, and highs in the seventies.

Upon arrival, we were greeted by our hosts Rick and Sandy

Barrett, 2009 Annual Meet hosts Bill and Laura Borchert, and

RROC Motor Region Vice Chair George Gugino and his wife

Above left: Behind our hardy tourers it’s a 460-

foot drop down to Lake Michigan.

Above right: On the porch at The Manor on Glen

Lake.

Left: An impromptu reunion near Cadillac,

Michigan as we work our way to our first evening

at The Homestead.

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Rarely seen, Charles Puttkammer’s 1919 Silver Ghost (PP20) Kellner

laundaulette de ville, drew a crowd off the porch of The Manor on Glen Lake.

Janie. Check-in could not have been smoother with enormous

goodie bags plus donuts and fresh apple cider while we waited

to sign in.

When asked for directions, most native Michiganders, will

hold up their right hand and point to it. This approximates the

shape of the Lower Peninsula of Michigan, and since 97% of

the state’s population lives there, that usually works. Glen

Arbor is located near the tip of the pinky finger on the

Michigan hand map and about as far from Detroit as you

can get in the Lower Peninsula. Subjected to aggressive

glacial activity during the last ice age, this area is dotted

with many small inland lakes and graceful undulating

hills covered with a diverse mix of deciduous and

coniferous trees. Summer homes with spectacular views

are scattered tastefully throughout the area. Not a bad

place to be.

As we gathered at The Manor on Glen Lake for cocktails

and dinner that first evening, it became obvious that

this 40-car tour would be special: two Silver Ghosts, six

Derby Bentleys, plus one each P II, P III, 25/30, and

Wraith. Especially noteworthy, Chuck LaRocco and Joel

Cutler drove the 2,350 miles from Palm Springs, CA in

their 1958 Rolls-Royce Silver Cloud.

Driving birds from the trees with a loud

backfire, Charles Puttkammer interrupted

cocktails and conversation on

The Manor’s charismatic old porch when

he arrived with a bang in his rarely seen

1919 Silver Ghost.

After breakfast Monday morning the

group made its way to the Maritime

Rescue Service Station near the Sleeping

Bear Dunes National Lakeshore for a

guided walking tour. The Maritime Rescue

Service predates the Coast Guard

and this station was one of many set up to

Parking for the beach party could not

have been more scenic and was a test

for everyone’s parking brake.

retrieve victims of the shipwrecks that seemed to

occur with frightening regularity on this part of

the Great Lakes during the late Nineteenth and

early Twentieth centuries.

Following the walking tour, the group meandered

through the Sleeping Bear Dunes National

Lakeshore in a loosely organized motorcade

stopping at the many scenic overlooks for

photographs. Lunch and the remainder of the

afternoon were spent at our leisure. For most

this entailed a relaxing meal in town or a leisurely

tour of the local vineyards.

For the Attens, however, a small fire aboard

their Silver Spirit rendered the transmission inoperative

for the remainder of the week. Bill Wetzel

helped put the fire out and our Chief Mechanic

in Residence, Dan Docherty, arranged to have the transmission

removed locally and shipped to his transmission shop in Windsor,

Ontario for repair.

Evening activities at The Homestead began with a picturesque

Beach Party on the deck of Café Manitou sponsored by

Hagerty Insurance followed by a BBQ dinner at The Lodge. A

succulent barbecue with various sides and later dessert provided

Filling up in Glen Arbor, WEC40

and SAE-09238.

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November / December 2008 THE FLYING LADY 9087

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Dave Deppe stand by his 1935 3½L (B69FC) H.J. Mulliner saloon at

The Music House Museum.

sufficient caloric intake

for the hardest working

farm hand. Alas, our collective

level of aerobic

activity for the day was

rather less intense.

Rick Barrett organized

a few prize drawings that

evening including gift

certificates donated by

Restoration Supply. An

autographed copy of The

Shadow Owners’ Companion

contributed by Roy Margenau III with his 1934 3½L (B14CR) Thrupp & Maberly dhc.

this author went to a genuinely

thrilled Laura Borchert. USB thumb drives generously

donated by automotive supplier American Yazaki went to members

that seemed more thankful once the purpose of the device

was explained to them. After-dinner cocktails were served at

the outdoor fireplace immediately outside of The Lodge.

Fortunately, our rooms were within walking distance.

Majestic view of our caravan

arriving at the Mackinac Bridge toll

Tuesday was moving day on our multi-hub tour. The first plaza in St. Ignace.

stop on the way to St. Ignace was the Music House Museum

northeast of Traverse City. One of the docents took

us on a guided tour which included demonstrations of various

Nickelodeon, player pianos, and an enormous 1924

Wurlitzer Theater Organ originally constructed for use

with silent film screenings at the Cinderella Theater in

Detroit. The highlight of the museum tour was a haunting

and emotive rendition of the last movement in “Rhapsody

in Blue” rendered on a 1925 Weber Duo-Art Reproducing

Grand Piano as originally played by George Gershwin

himself.

A pie-making demonstration by Michael Busley,

President of the Grand Traverse Pie Company

at the Traverse City Opera House was next on the

agenda accompanied by a marvelous catered lunch.

St. Ignace and The U.P.

The Upper Peninsula, or U.P., is the part of Michigan that

looks like it should instead be part of Wisconsin. It also does

not fit on the hand map. When Michigan became a state

in the 1830s, the U.P. became part of Michigan as a compromise

in a border dispute with Ohio. Then as now, Ohio

was a swing state in Presidential politics. Democratic President

Andrew Jackson served his party’s best interest and sent representatives

to arbitrate the dispute. Finding a compromise that

left the Toledo Strip with Ohio cast the Democratic Party in a

positive light (with Ohioans) thus avoiding the loss of critical

Electoral College votes. Subsequent discoveries of copper and

iron in the Upper Peninsula, however, meant that Michiganders

would ultimately have the last laugh.

St. Ignace served as our gateway to the U.P. at the north end

of the Mackinac Bridge (pronounced MACK-in-aw). Opened

for traffic in late 1957, “Mighty Mac” is five miles from shoreline

to shoreline with a 3,800

ft center span. After a pleasant

drive up Route 31, we gathered

at the south end of the bridge so

that we could proceed en masse

for a prearranged photo opportunity

at the toll plaza on the

far side. Along the way, Charles

Puttkamer’s Silver Ghost ran

out of fuel, but he had plenty of

help and was not delayed long

enough to miss the rendezvous

at the bridge.

After descending upon the

Holiday Inn Express in St. Ignace

that afternoon, we made

our way to the Mackinac Grill

for a fish fry. Our server was a

robust woman whose name conveyed sturdiness and a matterof-fact

outlook. It may have been Gladys or Blanche. When

queried as to the whereabouts of our meal her response was

“Holy Hell, you haven’t had your salad yet” We had a good

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The Grand Hotel on Mackinac Island comes into view as we approach our terminus.

laugh on our way to the salad bar. Once

the floodgates of fine fare opened, the allyou-can-eat

barrage of fried perch, fried

walleye, (fried) French fries and random

vegetables was a sight to behold. Absolutely

tasty, but if there is a dyno test for

gall bladders, this was it.

Back at the Holiday Inn Express, our

youngest tourers Sam and Alex, teenage

sons of the Stockwells, made it known

that they would not mind horribly if

perhaps they could go for a ride in Doug

Wolford’s 2006 Bentley Continental

GT. Not one to disappoint, Doug borrowed

back the car he graciously loaned

to Harvey Moyses and Don Moehring

for the trip. Upon returning to the hotel

lobby where an impromptu happy

hour was well underway, the boys had

smiles on their faces that simply would

not go away. It turns out Dr. Wolford

let them take turns driving up the semidesolate

Interstate.

Allegedly, all 552 bhp came into play

at some point.

Todd Nagler tests out Griot’s Garage products on his 1937 25/30

(GRP18) Gurney Nutting sedanca de ville.

On Wednesday, most of us made way to

the Star Line Ferry terminal for the ferry

trip to Mackinac Island. Located within

view of the Mackinac Bridge, the island

is a 3.8 sq mi mix of clapboard houses,

horse drawn carriages, and fudge shops.

With the exception of a few municipal

vehicles and snowmobiles during the

winter, Mackinac Island prohibits motorized

vehicles.

The Grand Hotel is quite a sight from

the water as the ferry approaches. It is

reminiscent of the late nineteenth and

early twentieth century hotels that you

might see in the Adirondacks or northern

New England. After coming ashore,

a brief carriage ride or brisk walk up the

hill is the perfect precursor to the legendary

lunch buffet at the Grand Hotel.

The buffet is so long that if you stand at

the salad end, the curvature of the Earth

may very well preclude you from seeing

what’s for dessert.

After we consumed quantities of food

known only to Olympic swimmers and

Ironman triathletes, island resident and

tour participant Charles

Puttkammer gave those

of us that could still move

a very interesting walking

tour before we set off for

the mainland.

Returning to the hotel

that afternoon, many took

the opportunity to perform

maintenance and car

cleaning. Bill Vatter demonstrated

how to install

a new inner tube on an

Early Post War wheel. For

those who missed it there

was to be at least one encore

presentation later in the week. Griot’s

Garage was kind enough to supply

an elaborate care package for our wash

station at the hotel, which allowed us to

sample all of their latest wares. The Bug

Off! seemed to be the favorite.

An impromptu test driving session followed

which allowed quite a few folks to

drive Todd Nagler’s 1937 25/30 Gurney

Nutting sedanca de ville, Roy Margenau’s

1934 Bentley 3½L Thrupp & Maberly

three position drophead coupé, this author’s

1939 Wraith Park Ward enclosed

limousine, and Andrew Dunn’s 1999

Bentley Arnage Green Label. Smiling

faces were abundant and bobbled gear

changes scarce.

On Thursday, we set off to Sault St. Marie

for the day. “Sault” is a 17 th century French

word for rapids, which is exactly what

this area was before locks were built to

enable cargo vessels to safely navigate

the 21-foot drop from Lake Superior to

Lake Huron. Even today, approximately

25% of the iron ore consumed in the

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Bill Vatter (l), ably assisted by Bob Cowley, demonstrates proper

tube replacement on an EPW wheel.

November / December 2008 THE FLYING LADY 9089

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Jim Tamblyn (l), Sandy Barrett, Doug Wolford and this author

entertain a black bear cub at Oswald Bear Ranch.

At Van Dam Custom Boats you get what you pay for: bespoke

design, superlative craftsmanship, solid mahogany.

United States passes through “The Soo Locks.” Moving iron

ore through the locks was such a critical element in World War

II, 7,000 infantrymen and several anti-aircraft batteries were

stationed here to defend against German attack. Exactly how

a German incursion would escape detection this far inland is

not clear.

Although the morning was a bit brisk, strong sunshine prevailed

and made for a very pleasant

tour of the locks by boat. The Sault St.

Marie Chamber of Commerce greeted

us with smiles and warm handshakes

as we boarded the Bide-A-Wee—a very

nice touch!

After the boat tour, the plan was

to have lunch on our own. The staff at

Freighters Restaurant in the Ramada

Plaza Ojibway had no idea we would

all decide to have lunch there, but responded

without flinching. Listening

to my impromptu dissertation on the

possibility of desktop Cheetos manufacture,

Doug Wolford lapsed into a

bout of convulsive snorts and guffaws

that had our entire table paralyzed

with side-splitting laughter.

We had a number of suggested destinations

in the Upper Peninsula for an

At the Plouffe’s Motor Region Wienie Roast, the local news

wanted to know all about Bill and Rita Wetzel’s Phantom III

(3AZ182) Gurney Nutting saloon.

Our youngest tourers, Alex and Sam Stockwell.

afternoon’s drive: Tahquamenon Falls and Oswald Bear Ranch.

Both options took us past Whitefish Bay, which is quite near

where the Edmund Fitzgerald sank with all hands during a gale

in November 1975.

At fifty feet, Upper Tahquamenon Falls is the second largest

waterfall east of the Mississippi by volume, although not quite

to the same scale as Niagara. The water is characteristically

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Castle Farms in Charlevoix.

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Dave Brooke’s 1929 Phantom II Thrupp & Maberly tourer (3XJ).

brown which is a result of the tannin leached from the hemlock,

spruce, and cedar swamps upstream.

The Oswald Bear Ranch is a family-run attraction whose primary

purpose is to rescue orphaned cub bears from all over the

US. We had the opportunity to have our picture taken with one

of the cubs—the bears are clearly intelligent and are not lacking

in personality.

Back in St. Ignace, the evening’s wienie roast (literally) was

hosted by Jim and Margaret Plouffe and sponsored by the Motor

Region of the RROC. The out-of-towners really got a taste

of popular Michigan-made goodies: Dearborn hot dogs, Faygo

pop (soda to non-Michiganders), Vernor’s ginger ale, and Better

Made potato chips. Many thanks to the Plouffe’s for allowing

us to overrun their wonderful waterfront estate and to Mark

Kretz for hauling the lion’s share of the food up from Detroit

earlier in the day.

Charlevoix, Boyne City, and Petoskey

For those signed up to see the Gnome Houses and take the

Castle Tour on Friday, a fairly early departure was required to

cross Mackinac Bridge and travel down to Charlevoix. Stragglers

had a leisurely breakfast at Java Café and motored down

to Boyne City just in time to rendezvous for lunch in Veteran’s

Memorial Park. Rick and Sandy arranged for a fabulous boxed

lunch of deli sandwiches. Given our location, lunch turned into

an impromptu car show for the local folks who came by to see

what all the fuss was about.

After lunch, we drove a few blocks to Van Dam Custom

Boats. I thought this would be interesting, but had no idea how

David and Christine Seidman pose with their 1936 4¼L Van

Vooren (B125GP) saloon.

Dan and Phyllis Strayer's 1934 4¼L Park Ward (B111CW) dhc.

good this part of the tour was going to be. Steve Van Dam

opened the shop for us to roam freely with an invitation to talk

with anyone we bumped into and ask questions. Each sailboat

or motorboat commission starts with a clean sheet design with

Michelle on his Computer Aided Design station. Once all of

the details are worked out with the customer, the boat moves

on to production where a dozen craftsmen with various trade

skills make all of the individual pieces, assemble the frame, lay

up the hull with alternating layers of wood and adhesive, and

finish the entire ensemble into one of the finest luxury conveyances

this author has ever seen—absolutely extraordinary.

There were audible groans as we climbed aboard our Rolls-

Royces for the next destination: wheel barrows by comparison.

Our next stop was Great Lakes Motor Works across the

street: a treasure trove of restored and hot rod vehicles and a

full-service shop. It also serves as the headquarters for Classic

Instruments. As the name suggests, they make reproduction

instruments for classic cars. We saw some relatively rare

cars, mostly Fifties and Sixties American with a few Amphicars

thrown in for good measure.

Our final tour hub, the Holiday Inn Express in nearby Petoskey,

was our next destination. After settling in, we made our way

to cocktails and dinner at the Bay Harbor Golf Club. This

was an extremely impressive setting with the club house

overlooking the 18 th hole with the sun setting over Lake Michigan

beyond. I missed the memo on wearing a silly hat for

cocktails, but after a Manhattan or two before dinner, my selfconsciousness

subsided.

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Bram Over (l) with Bob and Elizabeth Ann Cowley and their 1956

SC I Hooper (SZB27) saloon.

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On Saturday, we were off more or less

on our own to charming Harbor Springs

for a stroll amongst the galleries, clothing

stores, and marina before we set off for a

very memorable drive through the “tunnel

of trees” to Cross Village. Officially

Michigan Route 119, it twists and turns

through rolling terrain dense with hardwood

as it meanders northward along the

Lake Michigan coastline. The speed limit

is 45 mph; however that is not possible

even on a sport bike. (Ten years ago, this

author attempted that feat on a 1998 Triumph

Speed III but to no avail!) What

waits at the north end of the tunnel is a

very unusual bar and restaurant known

as Legg’s Inn. Made from antlers, sticks

and root balls and perhaps designed by

Dr. Seuss, the building stands defiantly

against all things rectilinear.

The owner opened a half hour early,

by popular demand. Polish Bloody Marys

were the drink du jour, complete with

a pickle, olive, and slice of kielbasa as

garnish. We would have stayed longer,

but were expected at Jervis and Diana

Webb’s summer home on Burt Lake for

lunch. They welcomed us like family and

after lunch we explored the Webb’s car

collection including a brace of Morgans

all tucked away on two floors in an old

dairy barn adjacent to the main house.

Our final dinner was at the Hidden

River Golf and Trout Fishing Club. One

last nightcap at the hotel exhausted the

remainder of our happy hour combustibles.

We toasted our hosts Rick and Sandy

and recounted how fortunate we were to

spend time in our magnificent cars with

such pleasant company in a place of such

breathtaking natural beauty.

Sunday morning was a somber scene of

handshakes and hugs. One by one, cars

left, southbound mostly, on their own

and in small groups, back to so-called

civilization. Roy Margenau and I caravanned

homeward on state roads. Our

cars continued to run effortlessly, exhaust

manifold leaks notwithstanding. Roy calculated

that his 3½L achieved 21 mpg

and my Wraith saw 15 mpg—not bad at

all for a 5,000 lb limousine and a relatively

green engine.

Certainly this tour will not be our last!

People and Cars on Tour

1913 SG 2442 Saoutchik tourer Mermie Karger

1919 SG 20PP Kellner laundaulette Charles Puttkammer

de ville

1929 P II 3XJ Thrupp & Maberly tourer Dave Brooke & Frank Heidler

1936 P III 3AZ182 Gurney Nutting saloon Bill & Rita Wetzel

1937 25/30 GRP18 Gurney Nutting

Todd Nagler

sedanca de ville

1939 W WEC40 PW limousine Jon Waples

1949 SW WGC66 PW saloon Bill & Lynn Vatter

1955 SC I SWA190 saloon Tim, Kathleen, Alex & Sam

Stockwell

1956 SC I SZB27 Hooper saloon Robert & Elizabeth Ann Cowley

1958 SC I LSHF213 saloon Chuck LaRocco & Joel Cutler

1959 SC I LSLG4 saloon George & Janie Gugino

1961 SC II LSZD385 saloon Driver: Kelly Kyle & Hal Caudell

1961 SC II LSWC44 saloon John & Marcy Lovick

1971 Corniche DRH10887 MPW dhc Raymond & Barbara Bain

1972 SS LRA14777 saloon Mary Lou & Scott Hastings

1973 SS SRB15956 saloon Dan Docherty & Gloria Hannon

1977 SW II LRF30586 LWB saloon Jim Stryker & Joy Stevens

1982 SSpirit SAC-03962 saloon James Atten & Georgia Derrick

1984 SSpur NAE-09252 LWB saloon Mike Logozzo & Lynn Golonka

1984 SSpirit SAE-09238 saloon Jim Tamblyn

1985 SSpur NAF-12056 LWB saloon Jim Godwin & Lynnda Bradley

1987 Corniche DAH-20374 MPW dhc John & Judy Pachi

Robin James, RROC President, presents tour hosts Rick and Sandy

Barrett with an award acknowledging their hard work.

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George and Janie Gugino

John Pachi and Maryann Rock

9092 THE FLYING LADY November / December 2008

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1987 Corniche DAH-16920 MPW dhc Drivers: Bill & Laura Borchert

1989 SSpur NAK-27317 LWB saloon Mansel “Ken” Battles III

& Kenneth Steel

1934 3½L B111CW PW dhc Dan & Phyllis Strayer

1934 3½L B14CR Thrupp & Maberly Roy Margenau

3 position dhc

1935 3½L B69FC H.J. Mulliner saloon David Deppe

1936 4¼L B30HK PW dhc Rick & Sandy Barrett

1936 4¼L B125GP Van Vooren saloon David & Christine Seidman

1937 4¼L B147KU H.J. Mulliner saloon Mike & Christine Heroy

1948 Mark VI B340DA saloon Drivers: Rick & Nancy York

1949 Mark VI B189LFU saloon Charles & Carol Cook

1950 Mark VI B240HR saloon Richard & Joyce Pofahl

1953 R Type B15UL saloon Doug Wolford

1967 T Type SBH3097 saloon Gary & Maryann Rock

1989 Mulsanne SBK-26557 saloon Paul & Kit Racette

1988 Mulsanne SBJ-22782 saloon Bloor & Molly Redding

1997 Turbo RL PBV-59527 lwb saloon Robin & Michelle James

1997 Brooklands EBV-59378 saloon Dick & Nikki Jones

1999 Arnage LBX-02221 saloon Andrew Dunn &

Doug Shimosaka

2006 GT CR6-34633 coupe Drivers: Harvey Moyses

& Don Moehring

Luggage Van Hagerty Insurance Bob DeKorne

Riders: Howard Fradkin, Vernon Frost and Buddy Shurtleff, Peter Kohnken, Bram Over

Unique hats were de rigueur for cocktails on

the deck at the Bay Harbor Golf Club.

A Silver Ghost heads south, back

across the Mackinac Bridge.

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November / December 2008 THE FLYING LADY 9093

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Howard Krimko

This photograph was taken at an Atlantic Region

RROC event hosted by Peter and Barbara Regna

on September 7, 2008. Excluding the region’s

Annual Meet at Greenwich, this is their most

popular event, drawing 165 attendees this time.

The day began with a luncheon at the Tuxedo

Club in Tuxedo Park, New York, followed by

a caravan procession to tour three homes in Tuxedo

Park. This was the first gated community in

the United States, founded in 1885 by tobacco

millionaire and sportsman Pierre Lorillard and

is now a designated Historic District. Lorillard

acquired some 5000 acres of land from his relatives,

some by purchase and some by winning at

a poker game.

Architect Bruce Price and engineer E.W.

Bowditch brought in 1800 workmen from Italy

who completed the 30 miles of roads, the infrastructure,

the mansions called “cottages,” a

police station, club-house, village and stores in

nine months. It became the capital of the leaders

of American wealth and society, where the

“New York Four Hundred” came to play. The

New York debutante season always started with

a young lady’s presentation at the Autumn Ball

at the Tuxedo Club. It was at this ball that Lorillard’s

son, Griswold Lorillard, first donned in

America what is now called the “tuxedo.” He was

described by a reporter at the time as appearing

“in a tailless dress coat and a waistcoat of scarlet

satin, looking for all the world like a royal footman.”

Because a Lorillard wore it, the Tuxedo

quickly became accepted by society.

Located a mere 38 miles from NYC in the

midst of the Ramapo Mountains Tuxedo Park

offers three private lakes, 2500 acres of mature

forest, and some of the finest examples of residential

historic architecture in the US.

The home in this photograph is owned by

Mr. & Mrs. James Cacioppo and was built in

1900. The cars in the photo range from a Springfield

Silver Ghost to modern ones.

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November / December 2008 THE FLYING LADY 9095

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2007 Peking–Paris:

Silver Ghost 7KG

Tom King (NZ)

Photos by Bruce McIlroy and Stephen Fowler

Editor’s Note: Rather than wasting space here on describing

the event itself, we direct the reader to the various books

about the 1997 and 2007 rallies we have reviewed in these

pages; see FL08-3 for the most recent.

The author is the editor of the New Zealand Rolls-Royce

& Bentley Club’s bi-monthly magazine which may be perused

on the club’s web site at www.nzrrbc.co.nz.

new Zealand is a small and sparsely populated country

(think Colorado; about the same size and population,

with the bulk of that population stuck in grid-lock

around the respective major cities of Denver and Auckland),

situated about as far as is possible from anywhere. The bigger

of the two islands has just one million residents, and driving

here is still fun, while the scenery changes radically every 50

miles or so. Our isolation and the relatively benign nature of

our climate has meant that, until our recent discovery of the

disposable car, our cars would live to a ripe old age, cared for

like one of the family.

Our dependence upon farming has meant that we are subject

to wild fluctuations in our currency, and consequently there

has been a steady flow of Rolls-Royces and Bentleys both into

and out of the country. Over 100 years ago a Rolls-Royce Heavy

20 Long Chassis and a Light Twenty Short Chassis arrived here

new, as well as several Bentleys in the 1920s.

The New Zealand Rolls-Royce and Bentley Club (Inc.) was

founded in the early 1970s, and now has around 300 members

scattered from the far north to the far south, divided by Cook

Neville Jordan and Bruce McIlroy all decked out in their driving garb

but with apprehensive expressions at the start on May 27, 2007 in

Beijing. Their mascot, Kingi Kiwi, had its own web page “Talk to Kingi

Kiwi” where people could leave messages for the team. Many kids

posted here, prompting Kingi to say: “If I have inspired young Kiwis to

get out of their cozy burrows and learn more about the world, then

the anguish and trials of this Rally will have been well worthwhile.”

7KG at rest in the Gobi Desert

Strait, a rather pesky stretch of expensive and stormy water

between the capital city of Wellington and the port of Picton at

the north-east of the South Island.

The account which follows reflects what we like to think of

as our rugged ability to cope under arduous circumstances, in a

car which has been a part of our history all of its 85 years.

Some History

Robert McDougall, a businessman and philanthropist from

Christchurch, New Zealand, ordered 7KG, a 1922 Silver Ghost

with Regent Carriage Company V-windscreen saloon coachwork,

and went to Britain to fetch it. He and his family toured

Europe in the car and then shipped it home. Unusually in those

days of rapid depreciation, he kept the car for 25 years, and

such was his affection for 7KG that there is a story that its keys

were in his waistcoat pocket when he was buried.

After McDougall’s death in 1942, 7KG went into storage

until it was bought in 1947, for £150, by alto saxophonist

and bandleader Pete Davey, and the car had a new career as

band bus. In 1954 the car was sold again, to John Soutar, who

intended to use it as a taxi based at Arthur’s Pass in the Southern

Alps, but since a public service vehicle required four-wheel

brakes, an unsuccessful attempt was made to graft front brakes

from another car, probably a Hudson. Instead, 7KG became a

private car again, this time in the hands of Roly Parker, and was

based at Otira on the western side of the main divide for 30

years, during which time a flood swept away it and its garage.

There is a press report of a wheel being found two miles downstream,

caught in some willows. Arthur’s Pass, then a gravel

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Neville, Stephen Fowler, Diane Jordan, and Bruce at the start.

9096 THE FLYING LADY November / December 2008

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oad, was until the recent construction of the viaduct always a

challenge, the more so with two-wheel brakes.

Restoration was undertaken progressively by several owners,

and the decision was made to re-body the car as a copy of

14KG, a very attractive Windovers barrel-sided tourer also in

the South Island. 14KG is a short-wheelbase chassis, so the six

inches of extra length on 7KG was used to make a four-door

tourer, rather than the three-door body on 14KG. After its purchase

by Neville Jordan, a new wooden dashboard and a new

top were made by Bruce McIlroy Ltd. in Ashburton, who also

completed the mechanical and chassis work, and have continued

to look after 7KG.

Neville and Diane Jordan took part in the Centennial Tour

of New Zealand in 2004 using 7KG, and so enjoyed this experience

that they decided to replace the fairly serious long-distance

yacht racing, from which Neville had recently retired,

with some ambitious touring in 7KG. The Silver Ghost was

prepared in Bruce McIlroy Ltd.’s workshop for its trans-continental

tour of North America, which was completed successfully.

Next came a drive from Seattle to San Francisco, and in

2006 the Jordans and 7KG attended the Silver Ghost Association

event in Tennessee.

What next With the centennial of the 1907 Peking to Paris

drawing near, and a Peking to Paris Challenge being professionally

organized, Neville decided to enter the Silver Ghost, inviting

Bruce McIlroy to be his co-driver. An event celebrating the

1907 run had taken place in 1997 but followed a more southerly

route, whereas the centennial celebration would follow the

original course, including the detour to St. Petersburg where

the winning entrant of 100 years ago, Prince Scipio Borghese,

attended a ball in his honor.

The Preparation

A quite formidable amount of planning went into the preparation

of 7KG, actually consisting of four months of continual

work. The equipment and modifications were extensive but

were designed with the intention of easily returning the car to

its original specifications afterwards.

An auxiliary 150L fuel tank augmented the original 85L fuel

capacity and supplied fuel via electric pumps. The tank was

installed in the rear passenger compartment which also held a

locker for tools and spare parts. Fuel pumps and spare pumps

were carried, together with spare tubing and hoses. The electric

pumps were used only to supply the transfer of fuel to the

original rear-mounted tank. A hand pump primes the system to

half a pound for starting. From there on the original air pressure

pump supplied fuel at 2 psi, and it continued to perform

faultlessly throughout the Challenge.

The original exhaust cut-out was eliminated, and in view of

the car’s all-up weight of 2900 kilograms instead of its original

2500 kilograms, an extra leaf was added to each rear spring.

To ensure accurate distance recording, an electronic pickup

was added behind the gearbox and connected to the rally

computer. In the event, the rally computer rattled to destruction

within a week and the spare lasted only ten more days. The

GPS navigation system was relied upon implicitly, and a target

average speed of 50 kph was combined with approximately 8–9

miles per gallon. As someone has commented, “About the same

as a Silver Shadow around town!”

An extra water overflow tank (the dark cylinder mounted vertically

behind the radiator) was fitted to 7KG.

A first aid kit, fire extinguisher, GPS navigation equipment,

and satellite telephone were of course mandatory fitments. Two

efficient air filters and a radiator overflow tank which blend in

very well with the original under-hood machinery were fitted.

Sand ladders, to assist with the anticipated bogging down in

places where roads were sketchy or non-existent, were carried

under the running boards, and a comprehensive undertray in

two pieces was built to protect the underside of the car. Protective

shields were also installed under mudguards, in an attempt

to minimize stone damage, and as an afterthought a mesh radiator

screen was made, carried in a box in the aeroplane to China,

and installed with rubber mountings.

The months of thought, planning, and preparation contributed

by Neville, Bruce, and the team seemed to be in some

contrast to the approach by others, as a great deal of fairly rudimentary

work was being carried out by many competitors in the

Beijing hotel car park just before the official departure. Scrutineering

to FIVA standards was carried out in Beijing.

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Owners Owners Club, Club, Inc. Inc.

This Vauxhall 30/98 crew from Britain, Michael Power and Anthony

Malcolm-Green, impressed the New Zealanders with their attitude and

commitment. Michael Power has recently bought a 1920 Silver Ghost,

which might be a comment on the impression the Rolls-Royces made.

November / December 2008 THE FLYING LADY 9097

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“Can you hear me now”

Modern Beijing

The first sight of modern Beijing traffic was from the relative

security of a bus on the way to retrieve the cars from the warehouse

where they were stored, and then it was total immersion

as Bruce and Neville navigated their way to their Shangri-La

Hotel base.

About this time came the pleasure of meeting the other

competitors and renewing acquaintances, and Bruce stresses

the feeling of camaraderie throughout the Challenge. This is in

some contrast to the intensely nationalistic feeling of 100 years

ago, when the Italian prince’s single-minded determination to

win in his Itala has been reported as his neglecting to advise of

the breakdown of the Contal tri-car in the Gobi Desert, with

the consequent near death of its crew, Auguste Pons and Octave

Foucault. M. Pons does not seem to have been deterred by his

experience, though, for he entered the New York–Paris race

the next year, in a Sizaire Naudin. This was still a single-cylinder

car, albeit one with four wheels, but it broke an axle at

Peekskill, NY after only 40 miles, and could not be repaired.

Opera buffs will know that his daughter was the noted coloratura

soprano Lily Pons (1898–1976).

The other two Silver Ghosts were both built in Springfield,

MA. Team 16 were Frederick Brown (USA) and Thomas Stevenson

(CAN) in 1923 Silver Ghost 333HH, which had had

its RRCCW ¾ convertible body replaced for the Challenge

by a plywood deck and a roof incorporating a roll bar. They

took one of the Gold medals in the Pioneer class, as did 7KG.

Bruce McIlroy and 7KG “somewhere” in the Gobi Desert. Bruce is

the go-to man in matters RR/B. He is a member of the Rolls-Royce

and Bentley Specialists Association, an authorized Rolls-Royce

and Bentley dealer, and his firm deals exclusively with these two

marques. He has a Ghost of his own: 1922 tourer 60ZG.

This car was rebodied in the 1960s by Cassini & Tonolo of Nairobi,

Kenya. Due

to climatic

conditions, they

specialized in

aluminum panels

on metal frames.

They did four

other Ghosts, a

P I, and possibly

two Bentleys.

Number 17 was a 1926 Brewster Stratford S348RL, entered

by Albert and Monique Eberhard of Portugal, and although

they encountered many problems, they still took one of the

Bronze medals. Together, the Ghosts took the Team Prize.

Conditions

As can be imagined, with the northern spring, high latitudes

and altitudes all contributing, the weather varied wildly. On

one occasion, because of Neville’s and Bruce’s running position,

they had arrived at the camp site in Saynshand (Mongolia)

before the worst of a sandstorm arrived, and were able

to secure their tent to best make use of

7KG’s shelter and weight. Bruce speaks

admiringly of competitors’ determination

to keep going, no matter how bad conditions

seemed at the time.

Neville and Bruce shared the driving

60/40%, with 2-hour stints on the longest

days. The level of navigational concentration

needed to cross-reference the

many amendments to the instructions

meant that anything other than a state

of heightened alertness was insufficient.

Interestingly, the B.F. Goodrich “Silvertown”

tires on 7KG were still up to New

Zealand Warrant of Fitness standards on

its return.

This Bugatti Type 44 did

not leave Mongolia under its

own power and was replaced

by the Type 35 (above) for

the European section of the

Challenge. (Always good to

have an extra Bug on tap.)

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9098 THE FLYING LADY November / December 2008

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No rest for the wicked. 7KG being worked on in Ulaan Bataar.

Below: the team and their equipment

during the front spring repair to 7KG.

Soviet leader (1964–1982) Leonid Brezhnev did this to a 1966 Silver Shadow

(a gift to the Soviet state from British Prime Minister Harold Wilson) when

he drove it in Moscow in 1980, and his shade is at its wheel in the Riga

Motor Museum, Latvia.

Mongolia

The relative ease of travel on the roads through China was in

stark contrast to the almost complete lack of roads as soon as

they crossed the border into Mongolia, apart from a short distance

around the capital city of Ulaan Bataar. To give some idea

of the damage that could be inflicted upon the competing cars,

imagine the forces required to break the steering box off an R

Type’s chassis.

Accommodation was in “cities” of collected yurts or ghers

constructed on brick bases and bare earth or in tents, with toilet

and shower facilities appended. The harshness of life in Mongolia

is perhaps reflected in the Mongolians’ attitudes. Even

our New Zealanders were unable to achieve much rapport with

them, and were relieved to make the border crossing into Siberia.

Of the 134 cars that started at Peking, 34 did not emerge

from Mongolia under their own power.

Trick road signs in Russia: some destinations are

listed only in Cyrillic script.

Russia

Our travellers were overwhelmed by the beauty of the

countryside as spring transformed it, with a wealth of

silver birch forest and rolling wheat fields. What life

must be like here in the winter is hard to imagine,

for although the Stalinist apartment blocks presumably

have some insulation, the wooden houses so often

encountered did not appear to make any concessions to

human comfort.

On the day they drove from Perm and approached

Kazan, a black Volga with darkened windows and an

impressive collection of antennae overtook 7KG and

indicated with honking and flashing that Neville and

Bruce should stop. They were reluctant to do so, but

after the Volga drew alongside its occupants left no

doubt that they were determined. Neville stopped but

left the car in gear in case of any difficulties, and two

occupants of the Volga got out and insisted, despite all

protests to the contrary, that Neville and Bruce accept

1,000 roubles in cash “to help with the police.” They

then shook hands all round and departed.

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November / December 2008 THE FLYING LADY 9099

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7KG is carbon neutral—the Russian factory in the background

obviously not.

Neville and Bruce enjoyed the Russians they encountered,

but the closer they travelled to Moscow, the more attitudes

seemed to harden. Near the border to Estonia, after rain had

left the road greasy, a Russian truck made a U-turn in front

of the Ghost, forcing them off the road and into a ditch. That

truck departed, but another stopped and helped Neville and

Bruce by towing them back onto the road.

As can be imagined, the “rest days” provided during the

Challenge were notional rather than actual, but Neville hit

upon the idea of hiring a taxi whenever some spare time was

available, so that the two New Zealanders had a chance to see

these cities with the benefit of an experienced guide.

Estonian countryside.

Europe

Again fortunate in their early starting position, Neville and

Bruce had minimal delay in leaving Russia, with none of the

“traffic infringements” which seemed to have been attached

to so many other cars. They were, however, very glad to leave

Russia for the delights of Estonia and the special sections

organized on gravel roads through beautiful countryside. The

Challenge stayed overnight in Tallinn, Estonia’s capital city, and

then toured and rallied through Latvia and Lithuania, staying

for a rest day in Gdansk, Poland, where 7KG was treated to a

thorough servicing.

Enquiries led them to a workshop vacant on that day where,

behind a closed door, they met its owner. As the day progressed,

and relations warmed, he became more and more interested in

7KG and its crew’s ministrations, and kept industrial-strength

coffee flowing. He was a retired admiral from the Polish Navy,

late of a rocket ship in the Baltic Sea, who now runs a business

converting vehicles to hand controls for the disabled.

The Challenge route took competitors to Potsdam, in the

former East Germany, and Sanssouci, the vast former palace of

King Frederick the Great of Prussia, where the Potsdam Treaty

was signed by Churchill, Stalin, and Truman in 1945. Driving

the two-wheel-braked 7KG in 2007 traffic conditions in Europe

was a major challenge, and the crew could not afford to relax

as they approached their goal. An Itala crew, apparently as a

result of communication problems, actually spent a night in jail

in France, and the driver of a Lancia, who had driven solo since

his co-driver had jumped ship at an early stage, was involved in

a traffic accident with a modern Mercedes.

Bruce stresses that the best possible way to see Paris is from

a Silver Ghost as it makes its triumphant way to the Place de

Vendôme. The satisfaction at having achieved their goal is evident

on Neville’s and Bruce’s faces in photographs taken both

there and at the final dinner, held at Intercontinental Hotel.

To round off the saga of 7KG’s exploits over its 85 years, Robert

McDougall’s granddaughter, who lives in Paris, sat in the car

at the finishing venue at the back of the Ritz Hotel. She had

brought photographs taken when her family owned the car.

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Robert McDougall’s granddaughter lives in Paris, and appears in

Stephen Fowler’s photograph while sitting in 7KG’s passenger seat

chatting to Diane Jordan. The mark on the mudguard visible beside

its mounting was caused by conditions in the Gobi Desert, and is the

only evidence of the car’s recent adventures.

9100 THE FLYING LADY November / December 2008

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We are assured that this is the best way to view Paris. A little over a

month after the start in China, the end is near.

S348RL, the1926 Ghost entered by the Eberhards from Portugal.

Man and machine cleaned up nice for the final dinner at the

Intercontinental, Paris. From left, Bruce McIlroy, Neville Jordan,

Malcolm Fair, and Diane Jordan.

Caption not required!

Rick Brown (USA) took a Gold medal in the Pioneer class.

While the Peking–Paris was his first rally/time trial, he’s

taken this Ghost to 55 countries since he bought it in

1996! (He likes to do solo trips to where “no Ghost has

gone before.”) The original RRCCW cabriolet body is being

restored presently and the pick up-style body that is now

in use is a replica of a 1907/08 utility body that Graham

Mead (UK) is using on one of his Ghosts.

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Some Anecdotes

The New Zealanders’ position at the start of each day meant

that they were in close touch with only those in their starting

group, and they tended to be somewhat busy, when not

driving or navigating, in tending to the car, securing tents, and

maintaining communication. Some epics of improvisation were

achieved. Car #6 was a 1911 Knox Type R, an American 7166

cc car of heroic proportions. A cylinder literally burst quite

early on, so it was disconnected and the car became one of

three cylinders. Later breakages were repaired by cannibalizing

parts from the remains of the redundant cylinder, and the Knox

reached Paris, having run on three for 10,000 kilometers.

One Itala ended up with a Volga engine and gearbox

installed.

Some cars travelled for considerable distances aboard trucks

when an immediate repair was impossible, and the owners of

a 3L Bentley had to sit up there in it for several days because

there was no room in the truck’s cab for them. A 1910 Talbot

suffered a badly bent front axle and was driven with pronounced

negative camber to Novo Sibursk, where help could

be expected. A Peugeot agency was first call, but staff with a

clipboard appeared, a Land Rover agency could not help, so

the Talbot team approached a railway workshop. They could

not gain access there for security reasons and were reluctant

to leave the car, but after they took some officials to lunch they

returned to find the Talbot sitting repaired and ready for the

road.

An American couple, Robert Pattison and Julie Fitzsimmons,

in a very original Chrysler 65, suffered a run big-end

bearing in Mongolia. The engineer they were lucky enough to

find tapped the connecting rods to determine which one didn’t

ring true, and repaired the problem. They later broke an axle,

and after this was repaired they drove day and night to resume

their place.

The “Fangio Replica” Chevrolets, so popular among competitors,

had leaves removed from their springs, and this made

them handle well on sand and rough surfaces, but on sealed

roads they were quite awful.

Fuel

Fuel was a problem for many cars; Aston Martin DB5s were not

designed to run on fuel that varied between 65 and 85 octane

points, but the Ghosts thrived on it. 7KG was fed an upper

cylinder lubricant as a supplement. Fuel had to be ordered

before it was pumped, and the uncertain nature of the pumps’

calibration—and language difficulties—were other variables,

along with uncertainty of how much fuel was needed.

How 7KG Fared

7KG had just one tire problem, caused by a rock which went

through the sidewall and also bent the wheel, but this was later

repaired by Russian hammers in Novo Sibursk. The most serious

problem occurred when a front spring leaf broke in Mongolia.

A garage was eventually located, and to give some idea

of the conditions under which transport and communications

are maintained in Mongolia, some details of the methods used

are worth setting down here. The garage was built with mud

bricks and had a dirt floor. An electric welder, powered by an

extension cord with wires wrapped around and held by a support

person, and an angle grinder powered by bare wires comprised

the equipment, while sunglasses protected the eyes. The

welder was used for cutting steel and boring holes as well as

more conventional tasks. A spring leaf and u-bolts from an old

truck behind the garage were used, with the spring cut to the

right width, the u-bolts cut and rewelded. The threads were

damaged, but oil and a very long extension pinched up the nuts.

Food and drink arrived at about midnight, Bruce and Neville

refuelled at an all-night fuel station, drove to the campsite, had

some breakfast, and departed on their day.

The repair eventually failed, but Bruce and Neville were

able to clamp the axle and improvise a strop to the dumb-iron.

This held until a replacement spring leaf was obtained. Bruce

had made a call to his colleagues P & A Wood in England,

and Andrew Wood brought the leaf with him when he flew in

a business jet to service some of his customers’ cars in Novo

Sibursk. Bruce speaks slightly nervously of the experience of

dismantling the front of 7KG again, using bottle jacks, in the

hotel car park, while the nuts installed in Mongolia were a

challenge to undo.

Neville and Bruce became bogged in sand only

once and so made the decision to jettison the sand

ladders. They now sit somewhere in the Gobi Desert.

The protective aluminum undertrays which

had been so carefully fabricated for the journey

were removed in the hotel car park at Novo Sibursk

and may still be there.

©The ©The Rolls-Royce

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Owners Owners Club, Club, Inc. Inc.

After there was no further use for the undertrays they

were left behind and are now probably gracing a Novo

Sibursk hotel car.

9102 THE FLYING LADY November / December 2008

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This Duesenberg

Model J won

First in Class.

B55GP (1936 4¼ Litre). This

pillarless 4-door saloon by

Carlton started out as a

Rippon saloon. The elegant

lines are enhanced by the

delicate two-tone paintwork

(Hendrik Lüddemann).

Castle Ludwigsburg

Concours d’Elegance

“Retro Classic Meets Barock”

Klaus-Josef Roßfeldt (Germany)

visitors from the US

would have felt

almost at home at this

year’s “Retro Classic Meets

Barock,” an event now in its

5 th year at the Ludwigsburg

castle near Stuttgart in Germany.

A major topic of the

event was to celebrate the

100 th anniversary of Ford’s

legendary “Tin Lizzie” and an

impressive array of Model Ts

was on display. An immaculate

1929 Duesenberg Model

J represented the other end of the scale of American motorcar

production from a by-gone era.

Rolls-Royce and Bentley motorcars were represented in limited

number, uncommon for a FIVA A-ranked event. This may

have been due to a scheduling overlap this year between the

RREC Annual Rally and the Castle Ludwigsburg Concours.

Only Bentley 4¼ Litre B55GP Carlton pillarless saloon had a

German registration; the others came from France and Switzerland.

The sole Rolls-Royce car was 25/30 GMO37, from

Switzerland, with Jarvis replica body. It won the Rolls-Royce

History Award.

GMO37 (1937 25/30), 2-door saloon. Originally delivered

with a fabric limousine body by H.J. Mulliner the car

was rebodied by N.C. Jarvis in conjunction with Clanfield

Restorations (Stephan Steinmann).

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

1929 Moon 6-28 Dual Windshield Tourer. At first glance this

car could be mistaken for a Rolls-Royce open tourer. But the

similarities are only as superficial as the imitation RR grille.

The 1920 Moon 6-28 was the biggest model ever built by

that company from St. Louis, Missouri (1905–1931).

November / December 2008 THE FLYING LADY 9103

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Make Your Own

Threaded

Components

Jon Waples (MI) © 2008

From time to time, situations may arise when you have a

threaded part such as a stud, brake rod, or throttle linkage that

needs replacement. If there is no replacement part available, the

next stop is the local machine shop. When it comes to threaded

items, it is quite often easier to make it yourself rather than try to

describe the nuances of antediluvian threadforms to your machinist.

The clutch adjuster from a 20/25 1 is an excellent example.

Once disassembled, the only part that needs to be replaced is a

threaded rod with a hex in the middle, right hand threads on one

side and left hand (reverse) threads on the other.

In order to duplicate this part, there are a few things that

need to be ascertained: (1) threadform, (2) material selection,

and (3) sequence of steps to yield a good part.

Threadform

Rolls-Royce and Bentley cars used several different threadforms

over the years. One could make a career out of describing

the minutia associated with these threadforms, but for the

purpose of duplicating parts, only the basics are required.

Outside diameter refers to the overall diameter formed

by the peaks of the threads as they wind around the part. This

1

Broken clutch adjuster from Rolls-Royce 20/25.

Outside

Diameter

Core

Diameter TPI

Std. Hex

Size

3/16˝ Prewar Rolls-Royce fasteners that fit 3/16 BSF tools

are typically 2BA threadform

1/4˝ 0.2500 0.2007 26 0.445

5/16˝ 0.3125 0.2543 22 0.525

3/8˝ 0.3750 0.3100 20 0.600

7/16˝ 0.4375 0.3664 18 0.710

1/2˝ 0.5000 0.4200 16 0.820

9/16˝ 0.5625 0.4825 16 0.920

5/8˝ 0.6250 0.5335 14 1.010

11/16˝ 0.6875 0.5960 14 1.100

3/4˝ 0.7500 0.6433 12 1.200

7/8˝ 0.8750 0.7586 11 1.300

Table 1 – Common BSF Threadforms

is effectively the size of the rod stock from which the part is

made. Angle of thread refers to the steepness of the slope

of the thread (the lower the number, the steeper the slope).

The number of threads per inch (TPI) is self explanatory.

Core diameter is the diameter formed by the thread valleys

as they wind around the part.

There were many types of threadforms in common use prior

to WWII. The majority of the threads found on prewar Rolls-

Royce and Bentley cars are known as British Standard Fine

(BSF). You may find an occasional British Standard Whitworth

(BSW) as well as Unified Fine Thread (UNF) on Bijur

fittings and British Standard Parallel Pipe and 20 TPI “Engineer’s

Thread” on certain pipe fittings. UNF (and UNC, Unified

Coarse Thread) threaded fasteners are the “normal” parts

found in US and Canadian hardware stores. The UNF, BSF,

and BA families have different thread angles: 60, 55 and 47.5

angles of thread, respectively. Similarly, these three families do

not have the same number of threads per inch for any given

outside diameter. (It is possible to confuse the UNC, the coarse

thread version of UNF, with BSW which is the coarse version

of BSF. Fortunately for us, UNC was “never” used on a Rolls-

Royce or Bentley, although an astute reader may prove this

statement wrong for a small number of cases.)

The early postwar cars (Bentley Mk VI, et al.) were conceived

prior to WWII as the “rationalized range” and perpetuate the

use of BSF and BA threadforms. The Silver Cloud and Bentley

S use UNF for all sizes between ¼ and ¾ and BA for sizes

less than ¼ with the exception of purchase parts such as the

dynamo, starter, carburettors, and exterior lighting. According

to the Silver Cloud Service Manual, all sizes ¾ and above

use 16 threads per inch and thus fall under the Unified Special

category. The

Silver Shadow

carries this philosophy

forward with

no notable exceptions.

Inasmuch

as the Silver Spirit

and Spur resemble

the Shadow

Measuring outside diameter.

3

Handy thread gauge, BSW/BSF shown.

underneath, the

same scheme carries

forward with

metric fasteners

9104 THE FLYING LADY November / December 2008

2

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

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Outside

Diameter

Core

Diameter

TPI

Std. Hex

Size

0 0.2362 0.1890 25.38 0.412

1 0.2087 0.1663 28.25 0.365

2 0.1850 0.1468 31.36 0.324

3 0.1614 0.1272 34.84 0.282

4 0.1417 0.1105 38.46 0.248*

5 0.1260 0.0980 43.10 0.220

6 0.1102 0.0852 47.85 0.193

7 0.0984 0.0758 52.91

8 0.0866 0.0664 59.17

*Prewar Rolls-Royce fasteners that fit 4BA tools often have the

5BA threadform

Table 2 – Common BA Threadforms

Outside

Diameter

Core

Diameter TPI

Std. Hex

Size

#8 Silver Cloud Era and newer Rolls-Royce fasteners

that fit 11/32˝ inch-size hand tools are typically

2BA threadform

1/4˝ 0.2500 0.2270 28 7/16˝

5/16˝ 0.3125 0.2850 24 1/2˝

3/8˝ 0.3750 0.3480 24 9/16˝

7/16˝ 0.4375 0.4050 20 5/8˝, 11/16˝

1/2˝ 0.5000 0.4680 20 3/4˝

9/16˝ 0.5625 0.5260 18 13/16˝, 7/8˝

5/8˝ 0.6250 0.5890 18 15/16˝

3/4˝ 0.7500 0.7090 16 1 1/8˝

Table 3 – Common UNF Threadforms

infiltrating on supplied parts as the car evolved through the

1980s and ’90s. Naturally, Spirit and Spur owners will find this

information the least useful as just about everything is still

available at the dealer parts counter.

For Derby and Crewe cars through the end of the Shadow

series, most small fasteners less than ¼ inch in diameter are typically

British Association threads. There are some quirks: 2BA

Alloy Description Machineability

Yield

Strength

(psi)

12L14 Ultra machineable Excellent 60,000

carbon steel,

contains lead

1215 Easy to machine

carbon steel

Excellent 60,000

1144 High strength, easy

to machine

Very Good 100,000

41L40 Like 4140 with Very Good 85,000

lead added for

machineability

4130 Easy to weld

Good 63,000

aircraft grade,

similar to 4140

4140/4142 Multipurpose

Good 60,000

alloy steel, a.k.a.

“chrome moly”

Table 4 – Steel Alloys Suitable For Threaded Parts

fasteners on Derby-built cars often used a nut with a hex size

that would fit a 3 / 16 BSF wrench. Thus, a set of BSF wrenches

is all that will be needed unless you delve into the electrical or

chassis lubrication systems. If you do delve, you may find 5BA

nuts with 4BA size hex size and 1BA nuts with 10mm hex size.

Silver Clouds and Silver Shadows use 2BA fasteners with a hex

that fits an 11 / 32 inch wrench.

Why is any of this important Knowing the model year of the

Rolls-Royce or Bentley from which the threaded part came

narrows the field before you get started. Next measure the

outside diameter with a caliper. With your knowledge of what

type of threadform it may be, consult tables 1–3. For example,

our clutch adjuster has an overall diameter of 0.3665, which

is pretty close to 0.375 inches 2 . Because the part is from a

prewar car, it is most likely BSF. Thus the threads should be 20

threads per inch. This is verified in with a thread gauge 3 , a

handy tool available from your specialty tool supplier.

Material Selection

Almost all of the threaded parts on your car are made from a steel

alloy. It may be possible to research the specific alloys if you dig

deep enough into the General Arrangement drawings. Oftentimes

they only specify “grey bar” or “black bar” which is not

much of a clue. In the absence of a specification, there are plenty

of steel alloys to choose from. The most important considerations

for a threaded part are machineability and yield strength.

Table 4 shows a list of steel alloys that would be easy to work in

a home workshop environment and offer good tensile strength.

In order to keep it simple there are no stainless steel alloys specified

in this article. It is tempting to switch to a corrosion-resistant

alloy, but there is a major tradeoff: lower tensile strength

(usually) and poor machineability. It can be done, but not in a

home workshop and probably at the expense of originality.

If you are looking to fabricate rod bolts, flywheel bolts, or head

studs, the subject requires careful study beyond the scope of

this article. The specific geometry and composition of these

components is very carefully chosen so that the part operates

in the elastic region of its design envelope when torqued to

specification.

Suggested internet sources for the alloys listed are onlinemetals.

com, mcmaster.com, and mscdirect.com. If you live in a town

with some semblance of industrial activity you may very well

be able to source it locally. For the most part, the material is

inexpensive but it is dense and shipping charges will quickly

double the price of your order. When ordering, choose the bar

size so that the diameter is the same or slightly larger than the

outside diameter of the threads on the finished part. Since BSF

and UNF outer diameters are in the same fractional inch sizes

as commonly found bars, all is well. The only hitch is in the BA

sizes, but you can get close. 2BA dies will work nicely on 3 / 16 in.

diameter rod.

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

For our example part, I chose 3 / 8 rod made from 12L14 steel.

Because the clutch linkage is a mission-critical part, some mathematical

analysis is in order. Once the part is threaded with 3 / 8-20

November / December 2008 THE FLYING LADY 9105

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4

Round bar marked and fixed in vise.

5

3/ 8 BSF thread cutting die.

6

Die in die stock ready to cut threads.

7

Right hand threads complete, bar cut to final

length.

8

High strength Loctite 262 applied to adjusting nut.

BSF threads, the core diameter will be

0.310 inches. Thus the area of the minimum

cross-section through the part

will be 0.0755 in. 2 (Area = π × (diameter

÷ 2) 2 = 3.14159 × (0.310 ÷ 2) 2 =

0.0755 in. 2 Tensile strength of the part

is calculated by multiplying the area of

the minimum cross section by the yield

strength of the material. (P = 0.0755

in. 2 × 60000 lb./ in. 2 = 4529 lbs)

In the Machinery’s Handbook (Tenth

Edition, ca. 1939), a safety factor of 6

is specified for steel parts that experience

varying tension such as this clutch

adjuster. Thus, this part can comfortably

receive a tensile load of 755 lbs.

(4529 lbs. ÷ 6) and expect a long life.

Since the mechanical advantage from

the clutch pedal to this part is seven

or eight to one, reaching 755 lbs load

at the part is not possible because the

clutch pedal will begin to disengage

long before ~100 lbs of force can be

exerted at the pedal. Therefore, the

easiest to machine steel (12L14) can

be used and still yield a robust part.

Sequence of Operations

Forming threads with a die requires

a respectable amount of force to be

applied to a firmly gripped workpiece.

When gripping the part firmly

enough, using either a vise or a

chuck in a lathe, damage to the bar

stock will inevitably occur. Thus,

you need to plan out the sequence

of operations so that the damage will

be where it can be machined or cut

away in the final steps.

For example, our clutch piece

requires a 5 inch part with two inches

of useable right hand 3 / 8 BSF thread on

one end and two inches of left hand 3 / 8

BSF thread on the other. There is one

9

The finished product.

complication: the 3 / 8 BSF sized hex in the

middle of the part. Unlike the original,

which was machined from 0.600 hex bar

stock, our reproduction will run right hand

thread past the center of the part which

will allow a 3 / 8 BSF nut to be threaded

down to the center and fixed in place with

high strength Loctite 262.

Our sequence of operations:

1 Cut a 6 or 7 inch piece of 3 / 8 round bar

stock. Install it in the vise at one end

and mark the point where the threads

will stop. 4

2 Cut right hand 3 / 8 BSF threads down to

the mark. 5 , 6 , 7

3 Install the center nut and temporarily

lock it in place with the second locking

nut. Grip the piece in vise by the

center nut and cut it to length.

4 Cut left hand 3 / 8 BSF threads for two

inches.

5 Remove locking nut and use Loctite

262 to secure remaining nut in place.

Assemble finished product. 8 , 9

Thread Cutting Tips

There are a number of ways to thread

a part, but the best and easiest for one

or two parts is to use a threading die.

UNF dies can be purchased at better

hardware stores, Sears, mcmaster.com,

and mscdirect.com. Dies with more esoteric

threadforms and left hand threads

are available from online specialty suppliers

such as britishfasteners.com and

rdgtools.co.uk.

Make sure you have a die stock that

will securely hold the die. Fix the part

firmly in position. Lubricate the part with

light oil or WD-40. Rotate the die stock

clockwise (CCW for left hand thread

dies) while applying firm, even pressure

down the axis of the part. It is very

important to start the die evenly, otherwise

the threads will be uneven

from side to side and as a result,

the part may bend or the die

might break.

Admittedly, a little practice is in

order, so purchase extra material,

and perhaps an extra die.

Wear eye protection and watch

out for and file down sharp

edges. Do not ingest the metal

chips or lubricants and hold off

on the adult beverages until

after the project is complete.

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

9106 THE FLYING LADY November / December 2008

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Follow-up: FL 08-1 “Mallalieu”

Reader John Parker (CT) sent these photos and writes:

“I knew Denny [Mallalieu] when he built the first roadster.

It was a very quick motorcar. He was a fun fellow, and

Sybil was such a good lady, and fond of amusement, too.

She and Denny were

instigators and major

participants in the

filming of the classic

The Great Rolls-Royce

Bank Robbery.

Shortly after meeting

them, Amy [John’s

wife] and I took one

of a number of holidays

in Britain. This

time, in 1969, we came across

the car in these photos. It was

not a Mk VI but a prewar chassis,

probably a 4¼L. The craftsmanship

was superb and I can

personally attest that it went like

the proverbial scalded cat. The

owner and creator was in the process

of creating another similarly

attired chassis in his shop, which

I believe was in either Midhurst

or Goodhurst. He said he did not

Books

My

Lifetime in

Motorsport

by S C H

“Sammy” Davis

Herridge &

Sons (in US:

MBI, www.

motorbooks.

com), 2008.

192 p., 140

b/w illos.

Hardcover.

ISBN-13: 978 1

906133 02 3. $44.95/£22.50

The subtitle “His Final Autobiography“

alludes to the fact

that this is Sammy/Sydney Davis’

third version. The first two were

published in 1932 and 1949.

This last one was first submitted,

unsuccessfully, in the 1960s for

publication when Davis (1987–

1981) already was in his eighties.

It remained a work in progress

and passed, posthumously,

through several custodians until

editor Peter Heilbron undertook

to edit and illustrate it, as

well as append it

with supplemental

materials. Among

the latter is a transcription

of one of

Davis’ logbooks

that records all his

motoring activities

in 1913/14, from

picnics to races to

road tests. Aside

from being one of

the early Bentley

Boys, Davis had a

colorful professional, and private,

life that mainly revolved around

anything to do with motorbikes

and cars. Belying an unassuming

almost nondescript appearance,

Davis’ formidable Welsh temper

and dry wit could find expression

on the racetrack as much as

on the page. While being a race

driver he also assumed, for several

decades, the role of Sports

Editor of The Autocar.

One must assume that Davis

intended for this third version to

supplant the earlier ones but it is

know Denny, but it is amazing to see the resemblance of his

car to B146FV on FL p. 8776.

Perhaps someone can shed light on this chap and

his work”

not clear if he deemed them deficient

or unsatisfactory or just

incomplete. At any rate, this version

tells the whole story of his

life from childhood to old age and

everything in between. The writing

is largely as he set it down but

edited to remove duplication etc.

(Despite a career in writing,

Davis was dyslectic.) An epilogue

talks about his son Colin, who

wrote the Foreword. Many of the

photos have not been published

before; there are a large number

of Davis’ cartoons. Extensive

appendices, Index.

Car Collecting

by Steve Linden

Motorbooks, 2008. 160 p. Softcover.

ISBN-13: 978 0 7603 2809

5. $24.95

Collecting is not cheap, and

expensive mistakes are easily

made. Written by an appraiser

and restorer, this book dispenses

advice on all stages of

collecting, from deciding what

type of car you want to sourcing,

Readers are reminded that 1969 was the very

year in which the Parkers were introduced

to 83AG, the chassis-only 1921 Silver Ghost

that prompted the epic 10-year-long project

of John resurrecting the car and building his

own body.

acquiring and, ultimately, maintaining

it. While the book seeks

to address both novice and seasoned

collector it is really mostly

the former who should expect

to gain from it, especially in the

sections on the not-so-obvious

aspects of auction buying (premiums,

financing, registration, etc.)

and insurance and appraisals.

On the other hand, the section

on valuation and trends is best

ignored. (“Today’s $20,000 cars

will become $30,000 cars” hardly

explains why last year’s $250K

1970 Plymouth Superbird strug-

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

November / December 2008 THE FLYING LADY 9107

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gles to bring half that today—

and it has nothing to do with the

depressed economic climate.)

The book is written in a conversational

style, with lots of

quotes and anecdotes, and well

illustrated with mostly modern,

mostly American cars. Index.

The reader is reminded

of Keith Martin’s Guide to

Car Collecting, reviewed in

FL07-3, which remains our top

recommendation.

The Model T

A Centennial History

by Robert H. Casey

The Johns Hopkins University

Press, 2008. 166 p., 110 b/w illos.

Hardcover. ISBN-13: 978 0 8018

8850 2. $24.95

I am the Ford.

I lend wings to the feet

of all men.

I am the magic carpet

of the multitude. (1915)

Not hyperbole, this. The world

as we know it today was made

possible by delivering on this

promise.

New and Noteworthy

II PY, by Edward Evans. Book

Guild Publishing [www.

This fine book was supposed

to be reviewed alongside our

“Two Henrys” article in FL08-4

but hadn’t been published yet.

This centennial year of the Model

T has begot a host of publications

on the subject. One would not

think it likely that this well-trodden

ground should yield new discoveries

or unexplored facets,

and while this book does not do

that (although it does introduce

new photos), it tells a complex

story uncommonly well. Written

by one of the curators at The

Henry Ford, it makes its case

with great economy, precision,

and clarity of expression. On a

mere 120 pages, not counting

Notes and Appendices, it tells not

just the history of this one model

but how it fits into the world at

large, or, rather, how it and the

infrastructure and societal changes

it spawned, indelibly shaped

American, and, by extension

world society. A brief survey of

“Automobility in 1908” lays out

the context and is followed by

well-illustrated chapters on various

aspects of the Model T story,

including ownership experiences

and driving impressions. Very

nicely illustrated. Chapter notes,

bibliography, index.

50 Cars to Drive

by Dennis Adler

The Lyons Press [www.globe

pequot.com], 2008. 256 p. Hardcover.

ISBN-13: 978 1 59921

230 2. $45

A panel of car guys consisting of

Jay Leno, Carroll Shelby, Stirling

Moss, Bob Bondurant, Dan

Gurney, Sam Moses, Bruce

Meyer, and Luigi Chinetti, Jr.

surveyed the automotive firmament

and settled on 25 of these

bookguild.co.uk], 2008. 308 p.

Hardcover. ISBN 978-1-84624-

238-0. £17.99

A crime novel revolving

around cocaine concealed in

an auction-bought 1933 P II.

Written by a RREC member

who owns 2PY. Minimal RR

content.

Fisher Body Craftsman's Guild

Exhibition Catalog, by John

Jacobus, Ron Will, F.A. Sharf.

50 cars, the remainder being

chosen by the author based “on

discussions over the years” with

experts. It is not disclosed how,

or even if, the panel deliberated

amongst themselves or how consensus

was achieved or ties broken,

etc. The MO was to select

from only those cars that “are

greater than the sum of their

parts.” (Don’t ask. No point overthinking

this.) At any rate, the

idea here is to present the reader

with the choices “professionals”

would make for the cars they’d

most like to drive. Since the driving

experience is the common

denominator, the choices are not

at all the “usual suspects.” (Yes,

Rolls-Royce is included, the Silver

Ghost, in rank #13.) Each

car is described in 4–6 pages,

with lots of photos (some period)

and basic narrative. Many

cars have their unique driving

characteristics or cockpit impressions

called out, in red type.

Adler’s claim to fame is photography.

It is thus puzzling to note

that several, especially the largesize

chapter opener photos, are

Museum of Fine Arts Boston,

2008. Item 900680. 64 p., 93

oddly unsharp. Artistic choice or

improper enlargement

An appendix lists the 50 most

interesting car museums by state.


Engines & Enterprise

The Life and Work of Sir Harry Ricardo

by John Reynolds

Haynes (in US: MBI, www.

motorbooks.com), 2008. 264 p.

ISBN 9781 84425 516 0, $49.95

Now in a revised and expanded

2 nd edition, this prize-winning

book recounts the story of

“one of Britain’s best-kept technological

secrets,” the Ricardo

engine research establishment in

Sussex founded by Harry Ricardo

in 1919. Ricardo’s influence

on engine design was enormous,

both through his books

and through his firsts like the turbulent

cylinder head, the world’s

first diesel car, fuel octane ratings,

and the engineering for

air-cooled sleeve valves for aero

engines. Ricardo (1885–1974)

knew Rolls from around 1907,

and in later years was friendly

with Royce. Ricardo was closely

involved with Rolls-Royce Ltd. in

various projects (early examples

being the Kestrel and Buzzard

illos. Softcover. ISBN-10: 0

9818865 2 3. $20 + S/H,

contact

So what’s your 13-year-old

doing Building model cars

from scratch—and winning

$4000 for it, in 1946 dollars

See FL06-1 for full details on

the book and the organization

on which this retrospective at

the MFA is based.

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

9108 THE FLYING LADY November / December 2008

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aero engines), and the biggest of

all, the Crecy aero engine. Had

the jet not come along this would

have been the ultimate piston

engine: a two-stroke V12, fuel

injected, turbocharged, and with

single sleeve-valve construction.

Several were tested and Ricardo

established that it would have

produced 5000 hp from a weight

of 2000 lbs.

It’s an extraordinary story

of a largely unsung engineering

giant. His company thrives today

as the world’s foremost research

consultancy with centers around

the world. It has been involved

with most of the breakthroughs

of recent years. Two examples of

recent work include the transmission

of the Bugatti Veyron and

powertrain software for the JCB

Dieselmax land speed record

car. John Reynolds is known for

his books on that heroic French

figure Andre Citroën, and on

Citroën cars, but in this book he

has found a British hero with an

enduring legacy. Index.

—Tom Clarke

100EX Model Car

This handmade 1:24 scale model

of the Rolls-Royce 100EX Centenary

Experimental Car is now

available to ordinary mortals.

RROC members may even obtain

it at a temporarily reduced price

of $2700 (price subject to change;

dealers may further discount).

This limited-time offer is available

through the dealer network,

which is aware of the reduced

price and can order the model

through RRMC’s online After

Sales system.

Only 50 of this limited edition collectors’

item were originally made and will never be

repeated. Only a few of these models still

remain. Each of the 35 individual parts of

which the model is made up was first modeled

in wax using technical details drawn

from the original Rolls-Royce computer files

used to create 100EX. Based on these wax

models, special molds were then produced

from which the individual components of the

model were cast in metal. Each mold can be

used only once. Every individual part of the

model was then perfected and finished by

hand. In order to replicate

the two-tone appearance of

100EX, certain areas of the

model have been polished

to a high gloss, contrasting

with the matte silk finish

used on other components.

The whole surface finish has

been enhanced through the

application of a layer of platinum

to the whole model. This was achieved

through a special galvanizing process, also

done by hand.

In order to add even more value to

this beautiful model, the Spirit of Ecstasy

radiator mascot, door handles, inner and

outer mirrors, windscreen wipers, and steering

wheel and column were made in solid

silver (925/000) and then plated with platinum.

Following these steps each individual

component was carefully checked and then

assembled by hand to create the finished

model. The authenticity of the model is

assured by the enclosed certificate.

RRMC has models of all their current

cars but 100EX is the only one now available.

(In September RRMC was to release

a 1:43 model of the Phantom Drophead

Coupé manufactured by Minichamps. Price

is expected to be below £45.)

The model was exclusively designed and

produced by Robert Gülpen Engineering

in Germany [www.guelpen.com]. Gülpen

founded his company in 1999

after being a DaimlerChrysler

R&D engineer. The investmentgrade

models, in 1:24, 1:18 or

custom scales, are solely made

of precious metals such as sterling

solver, gold, or platinum.

Different surface colorations are

achieved by applying gold or

platinum alloys and the company

can accommodate all sorts

of custom specifications. Car

windows may be done in mountain

crystal and wheels in black

onyx. The models are mounted

on a black marble base and

come with a protective case.

One model may take 150–200

hours to complete.

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

November / December 2008 THE FLYING LADY 9109

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RRMC


©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

9110 THE FLYING LADY November / December 2008

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Bazaar

CARS FOR SALE

Fax to:

RROC Headquarters at

717-697-7820

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.

SILVER GHOST (46LM) 1924 Brewster

Newmarket. This convertible sedan is an

excellent touring car; see ad on p. 8911 of

FL. $230,000. Bob Mace 5305 Gresham,

SC 29546 843-362-1134 or email: r.g.mace@

wildblue.net

PHANTOM II CONTINENTAL (27TA)

1934 H.J. Mulliner sedanca coupe (3-position

dhc). Original chassis, original engine,

original body, Yes original body.

Cook’s roller cam added a few years ago,

new top, front seat cushions, radiator rebuild.

Driven at freeway speeds to shows and never

trailered. Wife is happy because of roll up

windows (it’s a hair thing) and now 27TA is

ready for her new driver and/or Pebble Beach

restoration. Pictures on pages 93 and 241 of

The Rolls-Royce Phantom II Continental by

Raymond Gentile. $550,000 Brent Heath

CA brentp2@comcast.net

20/25 (GAU3) 1932 Jack Barclay shooting

brake. Brewster; daily runner; new clutch,

new head for unleaded gas, all repairs done

by Vintage Garage; a real head turner,

nothing needed except attitude; cruises at 50;

includes picnic basket. Great summer vehicle,

no heater, must see; my daily driver

(summer) since 1984; illness forces sale.

$125,000 firm. Christopher Hutchins ME

207-947-4242 or call Alex Finigan, MA 978-

768-6919

20/25 (GAE73) 1934 Hooper saloon. Black

and maroon paint w/ maroon leather trim;

purchased in 1975 and carefully restored &

maintained and driven every summer since;

or mail to:

Rolls-Royce Owners’ Club,

191 Hempt Road,

Mechanicsburg, PA 17050

ready to be driven anywhere; photos available

on request. $40,000. Bruce Sadler Brockville,

ON Canada 613-345-2885.

25/30 (GZR17) 1938 Park Ward saloon. One

(club member) owner since 1970; was recently

w/ Sam Rawlins RR Service for major

mechanical and coach work; since driven to

the Rebel Region Annual Meet, round trip

of over 1000 trouble free miles; car runs very

strong; has much documentation of service;

leather looks extremely good as do the carpets,

woodwork, etc. Some of the body panels

could use a little fine tuning but overall

very smart and rare 25/30. I value the car at

$48,000 and will sell it for this amount.

Vernon Smith Chicago area 847-284-0966

or email: helvern@comcast.net

SILVER WRAITH (LALW7) 1952 H.J. Mulliner

lwb limousine. LHD; 7 Passenger; black

w/ silver side panels; brown leather front,

electric rear windows and glass partition; beverage

cabinet and jump seats; former U.S.

Embassy car; R100 headlamps; functioning

trafficators; mechanically sound and in good

condition; standard transmission; 92,856 mi.

$40,000 Nick Manoy NJ 201-501-0650 or

email: nmanoy@aol.com

SILVER WRAITH (LELW92) 1956 H.J.

Mulliner touring limousine. A very famous

car from the 1981 Oscar winning movie

“Arthur”, starring Dudley Moore, Liza

Minnelli. The car has automatic transmission,

a/c, power window divider, bar. All missing

tools have been found and all is working; car

is being driven at least once a week; a perfect

daily driver car; the sale includes the movie

rolls from the Arthur movie for movie

theatres. Asking $ 129,900 obo For more

details / history call Kai Hessemer FL

561-843-6664 or e-mail: khessemer@pmc

motors.com

SILVER CLOUD I (LSDD404) 1957 saloon.

LHD; white w/ burgundy leather; 6 cylinder;

power steering, power brakes, automatic; a/c;

new white wall tires; old restoration; nice car.

$30,000 Rudy Langer Kansas City, MO 816-

931-1188 or www.kcvintagecars.com

SILVER CLOUD I (LSGE214) 1958 saloon.

Black w/ grey hides. LHD; power steering,

factory a/c (with rare clear plastic discharge

ducts); an E series car, w/ all factory updates

up to time of manufacture, including 4.9 liter

six in its ultimate form (8.0:1 compression,

twin HD8 carbs); last series to have complete

Bijur one-shot lubrication system; numerous

major and minor repairs, updates, and improvements

over past six yrs.; a presentable,

solid, dependable and most enjoyable driver;

can be driven anywhere, right now; displayed

at 2008 Annual Meet; always garaged (with

cover); 105,000 mi. $45,000. Mark Dwyer

NC 919-671-4637

SILVER CLOUD III (SGT89) 1964 saloon.

$16,600. Tom Kindler IL 815-539-7146

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

A picture is worth

a thousand words

November / December 2008 THE FLYING LADY 9111

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SILVER CLOUD III (SKP181) 1965 saloon.

RHD; great condition; original interior with

beautiful wood; 4 speed automatic gearbox;

owner for the past 25 years. Available

immediately! 47,000 mi. $39,000 obo. Jeremy

Bernard NJ 917-797-8629 or email: her

shee212@hotmail.com

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 (SRX6894) 1967 saloon.

Repainted exterior w/ original dark green

leather interior; a/c, power brakes, power

steering; very nice driving car; one owner;

27,000 mil. $21,500. Rudy Langer Kansas

City, MO 816-931-1188 or www.kcvintage

cars.com

SILVER SHADOW (LRA12624) 1972 lwb

saloon. Silver/black w/ red pinstriping; Everflex

vinyl top; beautiful award-winning

Shadow; last of the all-metal bumpers; just

In house abilities include paint, upholstery,

woodwork, mechanical repairs, metal forming,

coach building, and all structural repairs.

www.enfieldautorestoration.com

returned from service at Rolls-Royce certified

mechanic; everything works with the exception

of the cruise control; original tool set and

most records; if you want an early lwb formal

sedan, this is the one for you. Unfortunately,

an out-of-state move forces sale. $25,000.

Bernie Rowe CA 562-397-5066

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: jhnading@comcast.net

SOLD

SILVER SHADOW II (SRX31434) 1978

saloon LHD; dark green hides in excellent

condition with factory dyed matching lambswool

carpet overlays; interior wood in great

condition; all glass in perfect condition; excellent

compression; new tires; excellent condition

overall; original owner’s manual plus

other documents; garaged always; photos

available by request; aggressively priced to

sell, come and drive it; 73,000 mi.; $13,000.

Dan Collins Lawrenceville, GA 770-277-

4326 or email: dan300@bellsouth.net

SILVER SHADOW II (SRL39777) 1980

saloon. Flawless maroon w/ biscuit interior;

repair & maintenance history; service by Jeff

Palmero (International Motorcar, Hopewell

Jct., NY) personal/private use, never a limo or

film car; summer use only, in alarmed/heated

Over 40 years experience restoring Rolls

Royce, Bentley, and other fine marques

to levels ranging from quality drivers to

Pebble Beach standards.

Complete or partial restorations, accident

repairs, service work, detailing, and show

or tour preparations.

Enfield Auto Restoration, Inc.

Enfield, CT • 860-749-7917

garage; all owner’s manuals/tools included;

photos emailed to interested parties; 42,000

mi. $35,000. Anthony LoBalbo Stormville,

NY 845-878-6078/cell 914-548-5450 cell or

email: Anth1634@aol.com

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.

$49,500. William Newman Valdosta, GA 229-

292-0220 or email: w.j.newman@earthlink.net

CORNICHE (CRK50090) 1979 Mulliner,

Park Ward coupe. Silver sand/chestnut color

scheme w/ tan leather and woodwork interior

in superb condition. All records accompany on

meticulous maintenance since new; a pleasure

to drive; very little needed to make this car a

show winner. Always in California - first eleven

years in Rancho Santa Fe; offered by fourth

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

9112 THE FLYING LADY November / December 2008

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owner. Coupe body style is twice as rare as

dropheads; less than 50 made worldwide in

1979; 187,879 mi. $28,750 Lee Horstman

One Whitehouse Creek Lane, P.O.Box 263,

Davenport CA 95017 Cell: 415-710-7286 or

email: lee_horstman@yahoo.com.

CORNICHE (DAB-03809) 1981 Mulliner,

Park Ward drophead coupé. Champagne/tan

leather; Everflex top, lambswool carpets; well

maintained, straight & solid; no door dings

or road rash, little wear noticeable w/ interior,

dash, windows, wood in very nice condition;

fog lights, always garaged & covered;

this beautiful auto runs like new, but alas, I

can no longer drive her; 37,888 mi. $55,000.

Roger Semerad VA 540-554-4858 or email:

rsemerad@hughes.net

SILVER SPIRIT (SAF-13787) 1985 saloon.

Silver w/ two-tone grey leather interior, grey

carpet, footrests & matching lambs wool overlays;

all orig. owner’s manuals & binder intact;

show condition or drive daily; 43,575 mi.

$29,500. Gary Ketchum St. Cloud, FL 407-

908-2893

Silver Spirit (SAF-13832) 1985 This car

is a daily driver with less than 107,000 miles.

The car is white outside w/ beige interior;

nearly everything is still original; in very

good shape for a daily driver; the car drives

excellent since it is daily driven; service was

just done and a new radio w/ cd, bluetooth

and iPod connection was added to it; less

than 107,000 mi. Asking price $23,900 obo.

Kai Hessemer FL 561-843-6664 or e-mail:

khessemer@pmcmotors.com

SILVER SPUR (NAG-14251) 1986 lwb sedan.

White w/ tan Everflex roof, tan leather

NEW ORLEANS VIA ENGLAND TOUR

June 4–15, 2009

Interregional Group tour of England (Rebel & Florida Region)

Organized by Martin Mayer, host of the legendary EPW tour

“Days of Wine and Redwoods”

Start from New Orleans (or home), travel to England, attend the RREC Annual Rally, visit

the Crewe Factory and other points of interest, and then, return in time for the RROC

Annual Meet in New Orleans. The currently estimated tour to England price of $3,500 will

include airfare, transportation, hotels and two meals per day. Space is limited.

For details, contact host Martin Mayer at: mmayer110@netzero.net / (334) 264-3046

interior; very fine condition Inside and out;

drives superbly; in excellent shape mechanically;

car is driven daily; serviced by RR dlr.

& mechanic; Michelin radial tires and upgraded

hubcaps; Blaupunkt stereo radio w/6

cd changer and front & rear cell phones;

owner for 14 years. 172,000 mi. $15,500.

John Sullivan Bedford, MA 781-275-9227

SILVER SPUR (NAG-15866 1986 lwb saloon.

White w/ brown Everflex roof; all books, shop

manuals, etc.; good condition; located near

Traverse City, MI; 51,000 mi. $24,000 or best

offer over $21,000 by 1/09. Jerry Dietrich

MI 231-645-4496

SILVER SPUR (NAH-16869) 1987 lwb saloon.

Finished in Mason’s black w/ mushroom

hides w/ black piping and black Everflex roof;

recently serviced and properly maintained; all

accessories work; ready in every respect for

enjoyable & comfortable motoring; excellent

condition throughout having traveled only

34,000 orig. mi. $32,500. Philip Goodwin

Chicago area 708-209-1060.

SILVER SPUR (NAJ-22631) 1988 lwb saloon.

LHD; grey w/ grey Everflex roof and

red interior; tool kit, overlays, manuals; serviced

with Mobil One; I am second owner; a

California car, garage kept in Maryland; not

concours, but very good condition. $21,000

firm. William Morstein MD 410-988-9688

SILVER SPUR (NAK-25034) 1989 lwb saloon.

Stunning midnight blue w/ blue hides

and piping; this beautiful classic has been

maintained to the highest standards; options

incl power steering, brakes, windows, seats,

cruise, a/c, picnic tables, Lambswool overlays,

am/fm/cd, unused toolset, chrome RR alloys,

and more; excellent throughout; 34,000 mi.

since new. $35,900. Norm Cohen GA 770-

883-9115

SILVER SPUR III (NAT-57042) 1996 lwb

saloon. Black leather interior w/ red roping;

meticulously cared for 6-7 passenger; private

use only by family in Boston area; vehicle has

been regularly maintained; kept in garage

when not in use; amenities include cocktail

caddy, audio system, flat TV, dvd/vhs player;

additional photos available by request; 46,000

mi. $80,000. Peter Roy MA 781-210-0285

or email: pauljoleary@hotmail.com.

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

Sell it in the B a z a a r

November / December 2008 THE FLYING LADY 9113

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Neal or Jackie Oliver 3023 Manning Dr.,

Marietta, GA 30062 770-509-1647 or email:

bridgetiger@aol.com

SILVER SERAPH (LAX-01699) 1999 saloon.

Meteor (blue/grey metallic) exterior;

cotswold hides (including headliner);

French navy carpets; dash cover and steering

wheel; veneer door panels; sunroof,

phone, footrests, carpet overlays, factory

optional car cover. Second place in class at

2008 Annual Meet at Williamsburg, scoring

378 out of possible 400; an exceptionally

handsome car in exceptional condition.

34,000 mi. $90,000. Mark Dwyer NC 919-

671-4637 or email: mdwyer1@nc.rr.com

SILVER SERAPH (LAX-02608) 1999 saloon.

Beautiful black w/ tan interior; always gets

lots of thumbs up and photos on the road &

at restaurants; gorgeous paint job; all new

hose system; wood paneling; wood tray tables;

recent full computer check-up; all the extras

you would want; only two owners; 37,000 mi.

$69,900 Richard Honaker TX 972-625-

2030 or email: drhonaker@familymedtx.com

BENTLEY 3½ LITRE (B34BN) 1934 3-

position drophead coupé French body by

Kellner (very rare 1 of 6 built). Green w/ ivory

leather interior; Marchal headlamps; engine

rebuilt; has been on many tours; 61,000 orig.

mi. $195,000. Lee Wolff OH 216-496-9492

or e-mail: lwolff@mbjmanagement.com

BENTLEY SPECIAL (B67PU) 1952 converted

from a Mark VI saloon. Believed to be

one of seventeen built in the 1970s by John

Guppy & Dudley Beck at Blandford Forum

in Dorset, England (see Road & Track article

January 1977); engine #B183P; custom fiberglass

body similar to an Excaliber-like sportscar;

runs and looks good, but in need of some

TLC; a remarkable unique motorcar. $17,500

or near offer. Art Lewis MI 616-874-5967

or email: arthurklewis@comcast.net

BENTLEY S3 (B196GJ) 1965 saloon. RHD;

exterior blue, interior ivory leather w/ blue

carpet and orig. wood trim; meticulous restoration,

pw, stereo & a/c; all work performed

by Bentley specialist, paperwork available;

overall excellent condition; always garaged

and covered; serious buyer, for additional

information or pictures send email; low mileage

29,579 mi. $46,000 somewhat negotiable.

BENTLEY T2 (SBL41568C) 1981 saloon.

British racing green w/ tan leather; new tires;

a very sound, beautiful automobile. $17,500

obo. Ray Alexander 205 W. Chickasaw

Pkwy, Memphis, TN 38111 901-458-9912 or

email: aralexander@bellsouth.net

BENTLEY TURBO R (RBK-25694) 1989

saloon. Black w/ black leather interior; professionally

maintained; excellent condition;

ready to drive anywhere; 46,650 mi. $22,000.

Ben Paster RI 401-474-1300 or email:

Werkswell@hotmail.com

BENTLEY TURBO RL (PBN-44567) 1992

lwb saloon. Black, black, black; all records

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

9114 THE FLYING LADY November / December 2008

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from day one; 2 phones; 3 TVs; DVD; navigation;

cd and X-M radio; leather headliner;

California/Oklahoma car; garage kept; Less

than 100 mi. on new Avon tires; 68,000 mi.

$43,000. George Pickens OK 918-457-1999

or Cell 918-931-2183

BENTLEY ARNAGE RED LABEL (LC1-

05869) 2001 saloon. Crème exterior; elegant

interior w/ crème hides w/ autumn piping and

magnificent Birdseye maple veneer throughout;

doorpane & picnic tables; 4 Bentley umbrellas;

navigation; cd; autumn Lambswool

overlays; built-in factory automatic trickle charger;

Turbo 6.8L PFI engine; car has everything;

absolutely perfect w/ no dings, marks or

scratches; handled only by an authorized Bentley

dealer for service; truly, one of a kind, stunning

vehicle; 19,850 mi. $79,000. Jim Hairston

TX 800-878-8136 or email: 3par@msn.com

CARS WANTED

MARK VI, R TYPE or SILVER DAWN standard

steel saloon. Robert Nicholson P.O.

Box 29281, Presidio of San Francisco, CA

94129 415-346-8486.

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: glyn@belmontgroup.net.

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: mark@hymanltd.com.

WRECKED, RUSTED or DISASSEM-

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:

310-479-1197.

ROLLS-ROYCE CORNICHES wanted. We

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:

correntecadillac@sbcglobal.net.

Bentley Continental R, T, SC and S3 wanted

by club member as there is now room in the

garage. Must be immaculate. Desire full records

if possible. Brent Heath CA 510-430-

0368 brentp2@comcast.net

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: gullwingny@aol.com

PARTS FOR SALE

Custom made GAITERS, LEATHER BOOTS

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.

CARS, PARTS & RESTORATIONS

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

www.braboparts.com

Donald Koleman, President of Competition

Motors Ltd., as successor to the late

John de Campi, invites you to visit our

website www.competitionmotorsltd.com

and view one of the largest inventories of

prewar Rolls-Royce and Bentley tools available.

Parts are also available upon request.

You may email your needs to rrparts@competitionmotorsltd.com

or contact Tom at

603-431-0035

MASCOTS and RADIATOR CAPS for all

Rolls-Royce and Bentley models, usually

in stock, and always priced right. Howard

Schwartz NY 914-273-8949

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 rpreid@pshift.com Visit us online www.

vintagegaragevt.com

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

DIRECT FROM ENGLAND. Please do

not hesitate to contact us either by e-mail:

worspares@yahoo.co.uk or by telephone:

0044 (0)1282 459778. Please also visit our

web site to see our full listing of stock with

photographs: www.rollsbentleyspares.com

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.

NEW MUSHROOM IGNITION COIL. Exact

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.

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

November / December 2008 THE FLYING LADY 9115

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Rebuilt postwar six SHORT BLOCK, RR

PISTONS. $6,000 obo. See photos at http://

picasaweb.google.com/53Bentlley/RebuiltRollsBentleyEngine#

Seattle, can deliver to

your shipper. (Will need to be crated.) John

Chattin-McNichols WA 206- 937-0310 or

email: johnc-m@comcast.net

DERBY BENTLEY SPANNER SET &

TOOL ROLL - 7 piece reproduction jaw

spanner set - includes the 6 open end spanners

& distributor spanner w/ low tension

contact feeler; are cold cad plated for concour

only; hard to tell from original; black leather

reproduction oil tanned tool roll; has tooled

belting leather straps exactly like originals of

the 30’s; approximately 25 x 12, holds approximately

25 tools; very professionally made; can

be used on any RR & B of the 30’s. Price,

$300 ea. or $550 for tools & roll plus shipping.

Noel Cook WA 206-232-6413 For

pictures email: noelnjan@comcast.net.

STARTER for 1955 Bentley, left hand drive,

like new, rebuilt by Albers of Zionsville,

$600.00 plus shipping. Russell B. Lamb

1511 Bamboo Circle, Harlingen, TX 78552

956-421-4606

Reproduction IRVING SEAT BELT LABELS

as supplied to 50’s and 60’s RR/B optional

British seat belts. $10./label - $15.00/pair.

Gary B. Klein CA 310-476-3955 or email:

dsmclinic@sbcglobal.net

PARTS WANTED

WANTED FOR 1925 20 HP SERIES E

ROLLS-ROYCE, as replacements for some

of many original parts which have not been

returned to me by a well-known restorer, the

following: F52213 - Front spring shackle, NS;

F51517 - a Front friction damper connecting

tube, both sides; F51516a - Ditto, inner

links, both sides; F51337 - Bottom end cap

for above; F51377 - Top end cap for above;

Correct Cambridge thermometer (calibrations

at 5 degree intervals). Gordon T. Best United

Kingdom +44-0-28-7083-3758, or e-mail:

gordontbest@talktalk.net

Wanted - a PAIR of 6 volt external TRUM-

PET HORNS. I have a genuine British Silver

Ghost Klaxon in excellent condition plus

an early stop light made by the F.W. Stewart

Corp. of Chicago as a swap. The horns

I want were fitted on many 1920/1030s US

cars, externally on either side of the car at the

front. Mac McMeekin New Zealand email:

mcmeekin@xtra.co.nz

Still seeking a STARTING HANDLE

CRANK for Derby Bentley 3½. Other small

horsepower RR crank handles will likely fit.

Please send details if you have a spare. Usable

condition is fine. Ed Joy ID 208-664-4210 or

email: emjoy43@hotmail.com

PARTS LEFT OVER from your postwar

Rolls-Royce or Bentley Turn them into cash

or trade for needed parts at Tony Handler,

Inc. 2028 Cotner Ave., Los Angeles, CA

90025 310-473-7773 or Fax: 310-479-1197

SERVICES OFFERED

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, www.whitepost.com.

Brake backing plates: complete units, restored

with cylinders and shoes. White Post Restorations

One Old Car Drive, White Post, VA

22663 540-837-1140 www.whitepost.com.

RESTORATIONS BY LONE WOLF. Now

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-

ROYCE/BENTLEY SERVICE 909-464-

1877 www.lonewolfrrbentley.com.

IN-HOUSE REBUILDING PROGRAM:

steering racks, hydraulic systems, water

pumps, carburetors. For these and others

contact LONE WOLF ROLLS-ROYCE/

BENTLEY SERVICE at 909-464-1877.

www.lonewolfrrbentley.com.

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, goldcoast@fdn.com.

SHEEPSKIN RUG OVERLAYS & SEAT

COVERS custom made by Easirider (UK) for

all models RR/B, others. Outstanding qual-

ity, comprehensive color selection. Contact

American distributor Phil Brooks, Kexby

Ltd. Co. 102 Carnoustie, Williamsburg, VA

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

email: philip.brooks@wap.org

Offering RR and Bentley Service, repairs and

restoration since 1976 in Houston, TX 281-

448-4739 www.britishcarpartsco.com.

TRAFFICATOR TURN SIGNALS RE-

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: info@empiremotorsinc.com

Concours Chrome Plating, Die Cast Restoration,

and Stainless Steel Restoration. All work

is 100% guaranteed. The Finishing Touch,

Inc. 5580 Northwest Highway, Chicago, IL

60630 800-403-4545

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 wayne@touringshoppe.com

INTERIOR WOOD RESTORATION and

REFINISHING for all models. Meticulous

workmanship combined with UV resistant finish

creates an authentic appearance with enhanced

durability. For additional information

contact: N.S. Refinishing 3186 Irishtown

Rd., Gordonville, PA 17529 717-768-0751

MISCELLANEOUS FOR SALE

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

Professional leather restoration/maintenance

products, “Simply the Best since 1968” rejuvenator

oil, prestine clean, crack filler, custom

color Connolly dyes LEATHERIQUE

WWW.LEATHERIQUE.COM 877-395-3366

9116 THE FLYING LADY November / December 2008

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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 or email: wallacewade@earthlink.net

TRUNK w/ leather attachment straps in

fine condition, 36"x17"x19"; covering is some

kind of black rubberized material w/ brushed

nickel steel hardware; interior has three fitted

suitcases that are green, one of which has a

“Charring Cross” station, London sticker on

it. Purchased several years ago to use on my

’39 Wraith, I found that it is not quite wide

enough to accommodate to the trunk stops on

my car’s boot shelf. Lester Wolff Lithia, FL

813-689-5309 or email: Leswolff@aol.com

RARE FRANKLIN MINT 1:24 scale Rolls-

Royce and Bentley CARS. Complete set of 18

@ 1:24 scale, plus other Rolls-Royce cars and

set of 13 Mercedes Franklin Mint. Robert

Mouser, MD IN 317-663-8155.

Put Yourself in the Picture

NEW WHEEL DISCS AND RELATED

PARTS. Now available to fit prewar: Rolls-

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

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

www.pmcmotors.com

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

We are enthusiasts, we are RROC

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

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

members and now we are serving

over 35 different discs. Write, phone or fax

you. Contact the owners direct:

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

info@pmcmotors.com

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

~ Rubén Verdés +1-305-505-3062

938-9347 or Fax: 707-938-3020

~ Kai Hessemer +1-561-843-6664

YOUR AD

COULD BE

HERE

South Florida, U.S.A.

worldwide service

Purveyor of fine pre-owned Rolls-Royce & Bentley motorcars.

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

November / December 2008 THE FLYING LADY 9117

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

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

Phantom II 230 AJS

Virgil Millet, Jr. Award

First in Class

Dennison-Jayne Motors, Inc.

322 South Concord Road

West Chester, PA 19382

610-436-8668

Phantom III 3 BT 187

First in Class

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

Member

Specializing in Mechanical Restoration, Service, and Parts

for Antique Rolls-Royce and Bentley Motorcars

Electronic Ignition Conversions

9118 THE FLYING LADY November / December 2008

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“Think it’s only an

investment

Hogwash!”

Whether you bought a

Springfield PI, T-Type Bentley

or a Silver Dawn, you’d like

to think that it was a

shrewd move — a sound

investment. And it can be.

But getting your motorcar

to perform as Henry Royce and his successors intended can

double the expense if not the value. You’ll enjoy it more if you

regard it as entertainment. By restoring and driving the car

you’re having as much fun as money can buy. What’s more,

you’re preserving the tradition of motoring excellence

for the generations still to come. Well done.

Whether you paid top-dollar for

your car, or found it on e-bay

for a song, it will still need work.

If If not now, then some day

soon. Seals leak, wires degrade

and things you never imagined

could break will. It’s It’s the the nature of of

the beasts. Or Or you’ll want to to

upgrade the the sound system,

improve the the handling, handling, add add air air

conditioning, redo the dial and

conditioning, redo the dial and

switch faces. Why not

switch faces. Why not

At The Frawley Company our

goal is to keep your car running

well and make every step

enjoyable. We can handle prepurchase

evaluations, normal

maintenance, component

repairs, engine or gearbox

rebuilds, body-off restorations

and insurance appraisals. Plus,

once your car is on the lift,

you’ll become part of of our family.

Here the coffee’s always on. on.

Royce would have felt at home here.

You will, too.

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

138 Main Street, Parkesburg, PA 19365

610-857-1099

November / December 2008 THE FLYING LADY 9119

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©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

9120 THE FLYING LADY November / December 2008

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Woodwork

Refinishing, Reveneering

& Repair

How is your woodwork looking

CHIPPED, SCRATCHED, CLOUDY,

CRACKED OR DELAMINATING

We Can Restore it to “Showroom”

Condition!!

• “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

ROLLS-ROYCE a n d BENTLEY

M O T O R C A R

S P E C I A L I S T S

LARGEST INDEPENDENT DEALERSHIP

IN PALM BEACH COUNTY

PARTS - SERVICE - BODYWORK

INTERIOR/EXTERIOR - RESTORATION

Foreign car engineering

CERTIFIED ENGINEERS

FOREIGN TRAINED MECHANICS

©The ©The Rolls-Royce

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

November / December 2008 THE FLYING LADY 9121

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IC

IntroCar

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.

$720.00 $450.00

Silver Cloud / S-Type Brake

Drums

Radiator Hoses for all cars

1945 - 98

Rubber Suspension Bushes

for all cars 1945 - 98

Body Seals for all post-war

models

Modern Valve Stem Control

Seals for all cars 1945 - 98

Electronic Goods

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 sales@introcar.co.uk for more details.

Exclusive Rolls-Royce owners Club, R-REC, Bentley Driver’s Club and

Specialist Association discounts apply to the majority of the range.

Introcar Limited

Early Silver Shadow Viscous

Coupling

Brake Discs & Rear Hub

Nut

Suspension Pins & Bushes

for cars 1945 - 65

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

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

Tel: +44 20 8546 2028 Fax: +44 20 8546 5058 www.introcar.com

9122 THE FLYING LADY November / December 2008

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PRE-1955 BENTLEY CREWE-BUILT ROLLS-ROYCE

TRUST JACK BARCLAY TO KEEP IT IN PERFECT SHAPE.

THE LEADING SPECIALIST IN GENUINE PRE-1955 BENTLEY

AND CREWE-BUILT ROLLS-ROYCE PARTS. As the oldest and

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.

JACK BARCLAY LIMITED

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: parts@jackbarclaybentley.co.uk or visit

www.bentleymotors.com/jackbarclay

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

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

November / December 2008 THE FLYING LADY 9123

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Preserve our past

and secure our future

THE

ROLLS-ROYCE FOUNDATION

RESEARCHR

LIBRA

RY AND EDUCATIONAL MUSEUM

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

literature.

MEMBERSHIP APPLICATION



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

Name ....................................................................................................................................................

Mailing Address:....................................................................................................................................

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

City: ...................................................... State: ................... Zip: .........................................................

Mail to:

ROLLS-ROYCE FOUNDATION, 189 HEMPT ROAD, MECHANICSBURG, PA 17050 • 877-795-4050

9124 THE FLYING LADY November / December 2008

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TRUST CREWE GENUINE PARTS TO KEEP IT ORIGINAL.

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

www.crewegenuineparts.com. Alternatively, you can contact your local Authorized Bentley Retailer

for more information.

www.crewegenuineparts.com

©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

November / December 2008 THE FLYING LADY 9125

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©The ©The Rolls-Royce

Rolls-Royce

Owners Owners Club, Club, Inc. Inc.

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