Rolls-Royce announced the name for its new model series which until now has been known as RR4 or 200EX Concept. The new luxury car will be called the Rolls-Royce Ghost. The company did not release any details of the Rolls Royce Ghost but production will begin later in 2009 on its own dedicated production line at Goodwood but will share paint, wood and leather workshops with the Phantom series of cars.

200EX is the latest experimental car from Rolls-Royce Motor Cars. It explores a design direction for a dynamic, modern, four-door Rolls-Royce engineered for the 21st century.

PHILOSOPHY

Experimental models have always played a significant role in the history of Rolls-Royce Motor Cars, from the first – 1EX, built in 1919 – to the most recent – 101EX, built in 2006. Unlike a concept car, the experimental models developed by Rolls-Royce Motor Cars have always been fully functioning vehicles, residing in a tangible world of wood, leather and metals rather than clay and foam. EX cars offer designers and engineers the opportunity for real-world innovation and have been used to showcase new components and engineering techniques as well as exterior and interior designs. “Modern automotive engineering is a balance of creativity, innovation and application. 200EX is an opportunity to assess these new ideas,” explains Helmut Riedl, Director of Engineering.

100EX was the first experimental car unveiled after Rolls-Royce Motor Cars was relaunched under BMW Group ownership in 2003. Revealed at the Geneva motor show in 2004, the two-door, four-seat convertible was built to mark 100 years of Rolls-Royce motor car design and engineering. Just two years later, 101EX was presented, which explored modern coupé design. Both of these cars inspired production models that not only closely resemble their EX progenitors but have also redefined luxury motoring in the modern age.

Following on from this success, the same group of designers and engineers has created 200EX, itself pointing the way to RR4, a new Rolls-Royce model scheduled for production in 2010. The brief for 200EX? To create a modern, lithe and dynamic Rolls-Royce that bears all the hallmarks of the great cars that have gone before it: effortless performance, unparalleled refinement, exquisite quality and confident design.

DESIGN

“Alluring, inviting, approachable – this car captivates with each encounter” – Chief Designer, Ian Cameron

200EX has a dynamic edge to its styling and is noticeably less formal than previous models. Its size, style and expression broaden the appeal of the car, making it more appropriate for a wider range of circumstances. “200EX is a touring saloon with more than a little panache and perhaps more bravado than one might have expected from Rolls-Royce Motor Cars,” says Cameron. “What you see is a modern car that is immediately recognisable as a true Rolls-Royce, even from angles that obscure the grille and Spirit of Ecstasy. Design elements such as the elevated prow, long bonnet, short front overhang, sharply raked A-pillar and elegant tail give 200EX an air of informal presence – powerful but unobtrusive.”

The exterior design is dominated by large, uninterrupted surfaces, while finely sculptured horizontal lines add definition and geometric precision. In combination, the upward-sweeping sill line and low-cut roof create a powerful profile. The tapered rear is enhanced by powerful shoulders and flanks that draw in sharply, narrowing as they flow from the rear wings to the tail-lights.

The rear-hinged coach doors give the car a natural presence and sense of theatre. Revived in 2003 on the Phantom, this signature feature lends added functionality and style to the design. Opening through a generous 83 degrees, the coach doors offer the widest rear access in the car industry as well as providing the warmest of welcomes to those about to step inside.

At the front, a pair of LED headlamps flank the latest evolution of the world’s most famous grille. “We wanted this to be less reminiscent of the traditional ‘Parthenon’ style and more like a jet intake,” says Ian Cameron. The sides of the intake have been curved inwards and the vanes set back into the opening. It’s a more dynamic form that moves on from the design first seen on the Phantom Drophead Coupé.

The exterior of 200EX is finished in Darkest Tungsten, which contrasts with the silver satin finish applied to the bonnet and A-pillar. Seven-spoke, 20-inch wheels complete the visual impact of the exterior.

Within 200EX, Interior Designer Alan Sheppard has accomplished a contemporary atmosphere, incorporating the Rolls-Royce Motor Cars principles of fine materials and peerless comfort. The space is filled with natural light, which brings in a real sense of the outside world. However, substantial doors and a high shoulder line ensure that occupants feel cosseted and protected. In the rear, the intimate ambience of the lounge seat is emphasised by its position behind the C-pillar, heightening the sense of privacy.

Naturally, the finest materials have been used. Elegant, frosted lamps and chrome door handles feature, while details include traditional violin key switches, eyeball air vents, opaque dials and refined instrumentation.

“As with any Rolls-Royce, detail is crucial,” says Alan Sheppard. “We want the lasting impression for owners to be that their car was made just for them by someone skilled and caring.”

The dashboard has been kept deliberately clear; it is spacious
in its design and has an intuitive layout. The controls are neatly sculptured, with more important functions emphasised by accents of chrome. The soft light of the instrument panel glows through the familiar black-rimmed steering wheel, which itself incorporates a number of violin keys as well as an ergonomic roller-ball control.

The interior of 200EX is finished in supple, natural grain Crème Light leather, with Cornsilk carpets and cashmere blend headliner. The featured wood veneer is Santos Palissander, chosen for its contemporary look and striking grain.

“200EX is a modern execution of timeless Rolls-Royce elegance, breaking with some areas of tradition but retaining the core values that make our marque unique,” says Chief Executive Officer Tom Purves. “We expect the more informal, agile design to broaden the appeal of Rolls-Royce Motor Cars, attracting people who appreciate its fusion of refinement, new technology and contemporary style.”

200EX TECHNICAL SPECIFICATION

No. of doors/seats: 4/5
Vehicle length: 5399mm
Vehicle width 1948mm
Vehicle height: 1550mm
Wheelbase: 3295mm
Engine: new V12
Wheel and tyre size: 20 inch, 255/45 R 20 front and 285/40 R 20 rear

Rolls-Royce Motor Cars is pleased to announce details of a product update to the 2009 model year Phantom and Phantom Extended Wheelbase. Building on a successful sales year in 2008, the phased introduction of a number of subtle model year enhancements will reinforce Phantom’s position as the pinnacle product of the super luxury segment.

Harmonising the front appearance of the car with that of the Phantom Drophead Coupé and Phantom Coupé, a new streamlined front bumper has been designed and integrated with a shallower grille, finished in stainless steel.
Other new exterior features include LED door handle illumination and the fitting of 21-inch cast aluminum wheels as standard. Two further wheel options exist, both manufactured in forged alloy and available in either painted or part polished finishes.

Inside, rear passengers will benefit from a new RCA component input which provides auxiliary audio and visual connectivity to the 12-inch monitors mounted within the picnic tables. Further features include new front and rear door cappings with integrated grab handles and new bi-directional double reading lights in the C-pillar provide additional illumination. Rear climate control, volume control and electric window switches are now conveniently repositioned, housed in a wood veneer panel in the door.

Production will commence at Goodwood in the spring.

Rolls-Royce Motor Cars will unveil its new Phantom Coupé at the 78th International Geneva Motor Show on Tuesday, 4 March 2008. Production of the new car will start at Goodwood in the summer of 2008.

The Coupé is the most driver-orientated model in the Phantom line. A number of subtle but significant modifications have been made that change its character. It is noticeably more dynamic, whilst still offering incredible levels of comfort.

Marrying cutting-edge technology with a beautifully proportioned, muscular body that exudes power and style, it incorporates timeless Rolls-Royce design cues in an utterly contemporary manner.

Designed to cover great distances effortlessly, the Coupé is the perfect choice for a transcontinental trip. Power is provided by the Phantom’s 6.75-litre V12 that produces 453 bhp, 720 Nm of torque and has segment-leading fuel economy. A 25 per cent increase in fuel capacity, compared to the Drophead Coupé, adds significant driving range. Agile, fast, long-legged and virtually silent, the Phantom Coupé allows both driver and passengers to emerge unruffled, even after an all-day run.

Rolls-Royce Motor Cars Chief Designer, Ian Cameron, said “Rolls-Royce has always been about pace, performance and style. For the Coupé design we gave the quintessential Rolls-Royce design a dynamic twist. This adds a sense of drama to the outstanding engineering and drivability that are fundamentals of Rolls-Royce cars. The dynamic drive of the Phantom has always come as a surprise to customers and the Coupé takes it one step further.”

The Phantom Coupé features rear-hinged coach doors which add considerably to the ease of access to the rear lounge seats as well as to the overall aesthetics. Crucially, they aid the overall stiffness of the body as the rear hinged doors allow for an uninterrupted A-pillar helping to make this the most torsionally rigid Rolls-Royce ever. A brushed steel finish of A-pillar and bonnet, as seen for the first time on 100EX, is also available for the Coupé.

At the rear is a spacious picnic boot. A split tail compartment that opens in two parts, gives easy access to 395 litres of space. The lower tailgate also provides a comfortable seating platform for two adults when lowered.

At the core of the Phantom Coupé is an advanced aluminium chassis, perhaps the single most significant component in delivering the marque’s legendary refinement. Lightweight and exceptionally strong, it impacts positively on ride comfort, handling and safety. Hand made, it requires over 130 meters of welding to create each body.

Rolls-Royce Motor Cars Chairman and Chief Executive, Ian Robertson, said, “The Coupé has been designed and engineered to be the most dynamic interpretation of our values. Our 2007 sales figures illustrate how successful the entire model range has been with an increase of 25 per cent over the previous year.”

Rolls Royce first produced the Silver Ghost in 1906. It was powered by a six-cylinder engine and was registered AX-201. It competed in the 1907 Scottish Reliability Trial, for which it won the gold medal in its class for hill climbing speed and reliability. The Silver Ghost went on in that year to break the world record for a non-stop motor run, covering a London to Glasgow route 27 times, with mileage totaling 14,371 miles.

Rolls Royce built more than 6000 units Silver Ghost that were sold in every corner of the world. The majority are still in good running order.

The Phantom Silver is finished in a new Bespoke paint, Metallic Ghost Silver. The 21-inch wheels have chrome centres and on top of the grille sits a hallmarked solid silver Spirit of Ecstasy. Inside, Rose Leaf or Crème Light leather is accompanied by seat piping and headrests embroidered with the Rolls-Royce interlinked RR badge. Straight grained Santos Palissander wood veneer is used throughout. The same veneer is also used on a specially designed presentation box that houses the key, two solid silver key fobs and a specially commissioned solid silver Conway Stewart fountain pen.

Phantom Silver specification

• Bespoke Ghost Silver paintwork
• 21-inch alloy wheels chrome centre caps
• Roseleaf or Crème Light leather interior trim
• Santos Palissander veneered wood
• Coolbox
• Solid silver and enamel Conway Stewart pen
• Solid silver key fob
• Solid silver Spirit of Ecstasy
• Bespoke drinks holder
• Bespoke champagne flutes and tumblers detailed with silver
• White instrument dials
• Bespoke clock matched to instrument dials
• Phantom Silver tread plates

The new “baby” saloon will be based on the same BMW F01 platform that will be used on the next 7-Series set to be unveiled in 2008. The next ultra-luxury saloon is currently codenamed the Rolls-Royce NGS (Next Generation Saloon).

During an interview at Shanghai motor show, Rolls-Royce boss Ian Robertson has revealed more details of the next saloon: “The design is finished, and the first prototypes should be running very shortly. We’ll aim to produce around 800 of them a year. That should more than double our overall sales.”

As Robertson said, the new baby RR will share parts with both next generation BMW 7-Series and CS Concept, but the car “will be unmistakably a Rolls-Royce.”

The NGS will measure around 5500mm, shorter than a standard Maybach, with a massive 3500mm wheelbase. Although the engineers are tinkering with Phantom-style rear coach doors, the smart money is on a more conventional entrance.

It will feature a conventional steel body with a minimum weight of 2300 kg. Under the bonnet you will see BMW’s new 6.0-litre V12 engine with an output of around 544 hp. Another possibility for the next Rolls Royce is a turbocharged engine that will help it to compete with the Maybach 57 S (that has an output of 612 hp).

It will be limited to 155 mph and is expected that the 0 to 60 mph sprint to be made in 5.2 seconds.

As Robertson said, the new car will be “unmistakably” featuring automatic cruise control, adaptive cornering lights, multi-media ICE, head-up display, rear-seat entertainment, keyless entry and go, widescreen in-dash monitor, top-grade hi-fi, soft close doors and, of course, self-aligning wheel centers.

Robertson also said that the new sedan will cost just two thirds the price of a Phantom, this means around $250,000. Rolls Royce expects to deliver 2000 units in 2009, and will increase the number to 3000 units in the next years.

Competitors

Bentley Continental Flying Spur

Sharing heart and soul with its highly successful stablemate, the Continental GT, the Continental Flying Spur is a four-door Grand Tourer born of a coupé. The new Continental Flying Spur is the fastest four-door in the company’s history, and the fastest in the world, with a top speed of 195mph. It marries the excitement, power, refinement and craftsmanship of the Continental GT with enhanced luxury and space to provide a supreme combination of performance, style and comfort.

The Continental Flying Spur was created at the state-of-the-art Crewe factory, where a 550-strong team of engineers has worked alongside Bentley’s renowned designers, craftsmen and craftswomen. Access to parent company Volkswagen’s worldwide engineering test facilities has also been of prime importance to the development of the car and the Continental Flying Spur has benefitted from the use of the group’s advanced windtunnels, proving grounds and prototyping facilities.

“The Continental Flying Spur is a brilliant example of how to match world-beating technologies with renowned craftsmanship,” says Bentley chairman Dr Franz-Josef Paefgen. “It is a performance car but not at the cost of comfort and as such represents a unique proposition – a sumptuous and spacious four-door Grand Tourer with the heart and soul of a high-performance coupé.”

The heart of the Continental Flying Spur is its magnificent 6.0-litre, twin-turbocharged 12-cylinder engine which will propel the car to 60mph in 4.9 seconds and on to a top speed of 195mph. This awe-inspiring piece of engineering was created for both the coupé and four-door versions of the Continental and delivers phenomenal power (552bhp/411kW) as well as that legendary wave of torque (479lb ft/650Nm) from low revs that is the hallmark of every Bentley.

Maybach 57 S

With the new model 57 S, Maybach offers a high-end luxury saloon whose performance and dynamic handling need fear no comparison with a sports car. Particularly discerning motoring enthusiasts who wish to drive their Maybach themselves seek a symbiosis of luxurious comfort and sporty handling. The latter is provided by an improved Mercedes-AMG 6.0-litre V12 biturbo engine with 45 kW/62 hp more output than the Maybach 57, as well as a tauter suspension configuration.

This combination makes the Maybach 57 S high-end luxury saloon the ideal car for owner-drivers who expect the very latest high-performance technology and the perfection typical of the Maybach brand. With an acceleration from standstill to 100 km/h in only five seconds, the new Maybach 57 S impressively demonstrates its outstanding performance potential.

The new, even more powerful twelve-cylinder engine in the Maybach 57 S has a displacement of six litres and an output of 450 kW/612 hp by virtue of a twin turbocharger and a water-type charge-air cooler. The impressive maximum torque of 1000 Nm (electronically limited) is available over a wide engine speed range between 2000 and 4000 rpm. This provides the more sportily inclined Maybach driver with effortless power reserves at all times. Each of these muscular twelve-cylinder units has a newly designed cover and a model plate bearing the signature of the Mercedes-AMG technician who assembled it by hand on the “one man, one engine” principle.

Maybach developers have succeeded in reconciling, to a near-perfect degree, different requirements with the modified, more stiffly configured suspension of the 57 S. While transferring the impressive performance and outstanding dynamic potential safely and effortlessly at all times, it also retains the very high level of comfort for which Maybach luxury saloons are known.

Introduction

Rolls-Royce Phantom – Driving Impressions: In the realm of automotive performance, more than one thespian has scribed these words: Porsche, there is no substitute. After a few hundred miles behind the wheel of a 2006 Phantom, we’d like to propose a similar distinction for the luxury sedan market: Rolls-Royce, there is no more obvious sign of wealth. During the same week that the Rolls resided under our care, our lot played host to a Bentley Arnage and a striking new Mercedes-Benz S-Class, neither of which elicited more than a passing glance in money-saturated Orange County, Calif. Ah, but the Rolls, that was a different story. All along the 405 freeway, in and around the local office parks, and while hitting local spots for photography, everyone tweaked the vertebrae to get a good look at the Phantom, an odd name for a 5,577-lb. collection of steel, aluminum, and enough leather to shoe the NBA for a decade. The Phantom’s presence and allure is undeniable, though its value at $350,000 is questionable. Yes, the looky-loos will stare from afar until dust comes from their eye sockets, but buyers may be disappointed and surprised to learn that features such as a rear entertainment system and rear seat adjustment controls are optional, and that no amount of money will buy a bigger trunk.

Motivation for the 5,577-lb. 2006 Rolls-Royce Phantom comes from an aluminum 6.75-liter, 48-valve, 60-degree V12 with direct fuel injection and variable valve timing. Engine output is rated at 453 horsepower at 5,350 rpm and 531 lb.-ft. of torque at 3,500 rpm, all directed to the rear wheels through a six-speed automatic transmission. Michelin Pax run-flat tires are standard, with Goodyear Eagle tires measuring 255/50R21 front and 285/45R21 rear optional. Behind either set of rubber is a suspension system comprised of front double wishbones and a multi-link, self-leveling setup bolted to the rear; anti-sway bars are standard. With a top speed electronically limited to 130 mph and sprints to 60 mph requiring only 5.7 seconds, the Phantom takes full advantage of its four-wheel-disc antilock brake system, using large vented discs and benefiting from dynamic brake control as well as traction and stability control systems. The whole luxurious package – consisting of aluminum, composite, and steel body panels – is situated on an aluminum space frame and is directed by a variably-assisted, speed-sensitive rack-and-pinion steering assembly with a barge-like 45.3-foot turning radius. Mileage is EPA rated at 12 mpg city, 19 mpg highway; we recorded 9.4 mpg during a couple hundred miles of mixed driving around our offices in southern California.

Dismal fuel economy probably isn’t much of a concern for buyers considering a vehicle that starts at $332,750, including a $3,000 gas guzzler tax and $1,000 for destination charges. In exchange for that enormous amount of loot the 2006 Rolls-Royce Phantom delivers coach-style power-closing rear doors, leather and genuine wood on nearly all interior surfaces, front and rear parking sensors, front heated bucket seats with memory and fold-out trays on the seatbacks, heated rear seats, Bluetooth connectivity, BMW’s central iDrive controller, a GPS navigation system that also picks up local television programming, a multi-zone climate control system, and front side airbags. A power sunroof, power trunk lid, and illuminated mirrors, all optional features when the Phantom made its debut in 2004, were moved to the standard features list for the 2005 model year. Also included free of charge, so to speak, is a 420-watt sound system with dual subwoofers, a six-disc CD changer, and satellite radio; Rolls-Royce umbrellas integrated into each of the rear doors; and a hood ornament that can be set to retract whenever the vehicle is turned off (sorry, thieves).

That’s the basic Phantom, which was not to be confused with the car Rolls-Royce loaned to us for testing. Our Silver Sand 2006 Phantom, with its Mocassin interior, carried with it a suggested retail price of $346,650. Here’s a breakdown of what that extra $13,900 bought: a veneered instrument panel ($1,100); veneered steering wheel spokes ($600); veneered backs on the rear fold-out trays ($1,800); the Rolls-Royce logo stitched into all headrests ($600); front and rear cameras for the parking systems ($3,300); 21-inch alloy wheels with Goodyear Eagle tires ($3,000); a crossbanded elm cluster veneer ($2,200); and something labeled a “bespoke option” ($1,300). Not tacked onto our car was an optional rear bucket seat option with a DVD player, screens located in the back of the front headrests, a lower center console, power rear and side sunshades, and power rear seats. And not available at all on the 2006 Rolls-Royce Phantom are seemingly common features like cooled rear seats, rear footrests, or a host of outlets and accommodations for the laptop-carrying, business-conducting, chauffeured executive.

The two-door, four-seat convertible is a less formal interpretation of classic Rolls-Royce design. Using the lightweight rigidity of an all-aluminium spaceframe, it marries modern technology to a sleek, streamlined convertible body.

Its exterior lines echo the timeless styling of the great Rolls-Royce cars: a long bonnet, large-diameter wheels, short front and long rear overhangs and the quintessential dynamic line descending along its flanks. Inside, the design emphasises the airy openness of top-down motoring, embracing the elements and creating a stunning, social environment.

Rolls-Royce Motor Cars Chief Designer, Ian Cameron, said, “This car gave us the chance to think about the very nature of convertible motoring and in particular what it means to Rolls-Royce. Above all we were determined to make this car a joy to live with and engineered it to give years of effortless service to its owner.”

A number of features first seen on 100EX, the experimental convertible shown by Rolls-Royce in 2004, have been engineered into the new Phantom Drophead Coupé. Two of the most visually striking of these are the brushed steel bonnet and A-pillar and the teak decking for the rear hood cover. The brushed steel is machine finished to give a uniform grain before undergoing extensive hand polishing to achieve a perfect sheen. At the rear, the teak decking is treated with a carefully blended mix of oils to preserve a natural finish and a long lasting lustre that is as beautiful as it is hardy.

Front opening coach doors have been homologated for the new car and add considerably to the ease of access to the rear seat, as well as to the overall aesthetics. Unique to Rolls-Royce, the doors dramatically transform the Phantom Drophead Coupé’s looks, giving a side profile reminiscent of classic sports cars of the ‘60s. Crucially, they also aid the overall stiffness of the body as the rear hinged doors allow for an uninterrupted A-pillar.

Luggage is housed within a picnic boot, a split tail compartment that opens in two parts giving easy access to the 315 litres of space. The lower tailgate provides a comfortable seating platform for two adults when lowered. Careful engineering of the folding soft-top roof means that it stows in a relatively small space resulting in a luggage compartment that remains unaffected regardless of whether the roof is up or down.

The fabric hood is the largest of any modern convertible car and its acoustic insulation is exemplary. Five layers of material ensure that the cabin remains a serene space, even at speed. Lined with cashmere it has been tailored to stow in a relatively small space.

At the core of the Phantom Drophead Coupé is an advanced aluminium chassis, perhaps the single most significant component in delivering the marques legendary refinement. Lightweight and exceptionally strong, it impacts positively on ride comfort, handling and safety. Hand made, it requires over 140 meters of welding in each chassis. Power is supplied by the same 6.75 litre naturally aspirated V12 engine found in the Phantom saloon, giving brisk performance and a 0-60mph time of 5.7 seconds.

Rolls-Royce Motor Cars Chairman and Chief Executive, Ian Robertson, said, “The Phantom Drophead Coupé marks the next chapter in our history. While the saloon continues as the brand flagship, the Drophead leads us in a more informal direction, attracting new buyers to the marque. In the coming years other new models will strengthen the company still further.”

The Phantom Drophead Coupé has been carefully crafted to be aesthetically pleasing, yet practical too. Wood, leather, chrome and brushed steel have been used where most appropriate. Form and function have equal billing. The simplicity of the design belies a car built to provide years of effortless service. It will offer owners an unparalleled convertible experience, combining compelling driveability with exceptional engineering, technology and design – hand crafted from the finest materials to an exceptional level of quality.

Following their pre-war tradition of manufacturing a rolling-chassis only, Rolls-Royce delivered these cars to be bodied by independent coachbuilders. Some rationalization however was apparent because the sister model Bentley Mark VI incorporated into a 7 inches shorter frame the same major technical components. The Silver Wraith outlived the Mark VI and in fact survived until 1959 having been modernised step by step with vital improvements like automatic gearbox becoming an option in 1952 and power assisted steering in 1956. An engine bored out to 4,566 cc had been phased in in 1951 and in 1954 capacity was increased to 4,887 cc. The Silver Wraith was the last Rolls-Royce model to show a vast variety of coachwork styles.

The Silver Wraith differed from the Mark VI in that, rather than being offered as a complete car, the tradition of manufacturing a rolling-chasses only was maintained, the body being erected by a coachbuilder.

The England of the post war era had more urgent requirements than luxury motor cars. The economy had suffered and production was severely handicapped by shortages of raw materials. Further, the high priced, high quality car had become subject to a prohibitive purchase tax. To add to the misery petrol was rationed and only available on coupons.

Rolls-Royce, therefore, approached the subject of production of the Silver Wraith with not only hesitation but great care. It had been decided that Rolls-Royces and Bentleys should not continue to be built in strictly separate series. Instead, it had been agreed essential that as many parts of the chassis, engine and gearbox should be identical for the different makes and thus interchangeable. The fitted hydraulic jacks shown on the chassis drawing were never fitted. In this regard the Silver Wraith illustrated the company’s new philosophy that complicated components did not belong on a chassis, whichshould be realiable and easy to maintain anywhere in the world.

In respect of the engine there were no notable differences between the Silver Wraith and the Mark VI. A camshaft with lower lift than that of the Bentley, and asingle Stromberg carburettor instead of twin SU carburettors were the only modifications.Thus more torque was gained at low revolutions.

One technical sophistication proved to be a shortcoming. The upper cyinder liners were polished and chrome plated. In theory this should have helped the engine in achieving extraordinary mileage. It was hoped that a rebore would not be necessary before 100,000 miles (160,000 km) was reached, which could then be carried out during a general overhaul. In practice the quality of chrome plating did not live up to expectations. Many of those engines which were used for town traffic became unserviceable after very low mileages. After a short time this problem, which was common to the Silver Wraith and the Mark VI, was solved.Cylinder lines of hardened steel with a chrome content were pressed into the engine blocks.

The price and economic conditions prevailing at the time when the new model was launched limited the production of the Silver Wraith which, from 1946-59 was only 1,783 examples.These were fitted with a variety of different bodies and were the basis for new heights being reached in the craft of coach building. In the course of 1955 the Silver Wraith was equipped with an engine the capacity of which was 4,887 cc. Mixture was provided by first a single carburettor and then, from 1956, by twin SU carburettors.

The need for yet more power had become inevitable because the weight of the additional equipment had eroded the car’s performance. By the end of 1954 all Silver Wraiths were fitted
with automatic transmission and in late 1956 power steering became an optional extra.

Technical Data:
6 cylinder in-line engine, bore x stroke 88.9 x 114.3 mm (3 1/2 x 4 1/2 in), capacity 4,257 cc (from 1951 bore x stroke 92.08 x 114.3 mm (3 5/8 x 4 1/2 in), capacity 4,566 cc; from 1954 bore x stroke 95.25 x 114.3 mm (3 3/4 x 4 1/2 in), capacity 4,887 cc); cast iron cylinder block, aluminium alloy cylinder head, Stromberg carburettor (from 1951 Zenith carburettor, from 1956 twin SU carburettors); single dry plate clutch; 4-speed gearbox (from 1952 4-speed automatic gearbox optional), hypoid bevel final drive, independent front suspension with coil springs, semi-elliptic springs rear; drum brakes servo-assisted; wheelbase 3,225.8 mm (127 in)(from 1951 wheelbase 3,378.2 mm (133 in); tyre size 6.50 x 17 (from 1951 tyre size 6.50 x 16, for export cars tyre size 7.50 x 16 optional, for long wheelbase cars standard). ]]> http://www.240km.com/1947-1959-rolls-royce-silver-wraith.html/feed 0 http://www.240km.com/1929-1936-rolls-royce-phantom-ii.html http://www.240km.com/1929-1936-rolls-royce-phantom-ii.html#comments Wed, 09 Dec 2009 10:08:40 +0000 simonie http://www.240km.com/?p=3374

Design and Features

The rear interior of the car is extremely elegant with hand carved polished woodwork. There is a chauffer notification system that has buttons in the rear and a lighted wheel in the chauffer compartment that states; turn left, turn right, speed up, slow down, turn around and go home. This system was used primarily in Europe where Americans could have English on the rear buttons and the lighted signage on the dash would be in French, German or Italian.

When purchased by R. L. Atwell, this automobile was in thousands of pieces and after five years of total restoration, it was as you see it. A full set of Stephen Grebel lights compliment the restoration.

The Phantom II was the first completely new car since the 20HP seven years earlier. The Phantom II was still rated 40/50 HP but was lower and the springing half-elliptic all around.

The car, although to Royce’s design and specification, was mainly the work of his West Wittering design team and included many innovations and a redesigned engine that, with the gearbox, was now one unit.

The introduction of the Phantom II, only four years after the Phantom I, was prompted again by increased competition from other manufacturers, particularly Buick and Sunbeam. Ironically, the head of Buick had bought a Phantom I and, which so impressed everyone at Buick that they stripped it and copied much of what they learned.

Royce himself knew they were lagging behind: ’I have long considered our present chassis out of date. The back axle, gearbox, frame, springs have not been seriously altered since 1912. Now we all know it is easier to go the old way, but I so fear disaster by being out of date, and I have a lot of stock left, and by the sales falling off by secrets leaking out, that I must refuse all responsibility for a fatal position unless these improvements in our chassis are arranged to be shown next autumn, and to do this they must be in production soon after midsummer 1929.’

Royce was influenced by the lines of the current Riley Nine, and the manner in which the rear passenger’s feet were tucked comfortably under the front seats in ’boxes’, enabling ’close-coupled’ coachwork to be fitted. Royce decided to build a special version of the car for his personal use.

Superb coachwork with modern styling was now available and Royce decided on a lightweight sporting body, which Ivan Evenden designed and Bakers built. This car became the forerunner of the legendary Phantom II Continentals.

The chassis is the standard Phantom II short model with a few modifications. These consist of a low steering column and specially selected springs. There never was a defined speciation of a Continental Phantom II. The series to series engineering improvements were applied to all chassis.

The Rolls-Royce “Phantom II” is designed to run smoothly, to accelerate quickly, and to work under a wide range of speed on top gear, rather than at the highest rates. It is very comfortable, and in the main simple and pleasing to drive.

The car submitted for test had done nearly 30,000 miles, mostly on experimental service and therefore of unusual severity. The body was a four-window four-door Barker saloon; one or two shortcomings, such as rather broad pillars in front, and a three piece screen which was apt to cut one’s view, have, I understand, been overcome in the latest model. The body was remarkably free from rattle and was comfortable. There is a luggage trunk behind and two spare wheels. The doors are taken almost down to the running boards.

The six cylinders are cast in two blocks but have a one-piece detachable aluminium head. The valves are over the head and have bronze seatings. Pushrods work the rockers, and the cup of the connection is on the pushrod and thus retains lubrication. Adjustment is by ordinary threaded bolt and lock nut. The valves have single springs, but the engine runs very quietly. The pistons are of aluminium alloy. A set of sparking plugs is on either side of the engine and can be worked with the independent ignitions or together. The lubrication is forced throughout the engine, even to the gudgeon pins, and over the valve mechanism is a cover held by four permanently attached handscrews.

The exhaust manifold is on the near side and has three branches; the pipe connection is central. Behind the timing case is the generator, and at the back, driven by a long shaft with disc couplings, is the magneto. The make-and-break can he seen in a mirror if it is not desired to take out the floorboards. A vacuum pump driven off the camshaft takes the air from the autovac tank on the dash – this is better than being dependent on the induction pipe. The main petrol reservoir is at the back of the chassis, and has the filler well to the near side. There is a petrol gauge on the instrument board and a true reading can always be obtained by a small pump. The sequence starter is built-in under the back bearer arm and therefore can only be got at from below with part of the undershield removed. The deep honeycomb radiator has shutters in front worked by hand from the dash.

The chair, which is appropriately finished in the finest navy blue leather with sea shell-coloured piping, was handcrafted by Rolls-Royce engineers and craftspeople at the company’s world headquarters in Goodwood. It is based on the front seat originally designed for the best-selling Rolls-Royce Phantom and has been specially adapted for its sea-faring role.

The interlinked Rolls-Royce monogram is embroidered on both sides of the headrest and specially modified arm-rests have been fitted. The seat has been engineered to allow a full range of electrical adjustment to ensure optimum comfort at all times. A wood veneered table features in the rear of the chair and a plaque has also been fitted to mark the occasion.

Ian Robertson said: It is an honour and a pleasure for all of the Goodwood team to have made this special chair for such a magnificent aircraft carrier. It is a thrill for all of us to see it take pride of place on the bridge. Captain Cooling remarked: On behalf of HMS Illustrious, I am delighted to take ownership of this unique chair and secure our links with Rolls-Royce Motor Cars. It marks an important relationship between the Royal Navy and the wider Rolls-Royce community and demonstrates the enduring strength of such a British marque. ]]> http://www.240km.com/2006-rolls-royce-royal-navy-flagship.html/feed 0 http://www.240km.com/2007-rolls-royce-phantom-coupe-101ex.html http://www.240km.com/2007-rolls-royce-phantom-coupe-101ex.html#comments Wed, 09 Dec 2009 10:02:30 +0000 simonie http://www.240km.com/?p=3368

101EX shares its state-of-the-art, lightweight, aluminium space frame chassis technology with the other Rolls-Royce models, albeit in a body that is shorter overall. Power comes from the Phantom’s advanced, direct-injection, 6.75-litre V12 engine, which delivers unstressed, effortless performance.

Currently there are no plans for 101EX to be put into production. It is an experimental car that explores future design directions, a showcase for the innovative design and high-tech architecture that pervade the quintessential modern Rolls-Royce car.

The handsome, low-slung body of 101EX has been created by the Rolls-Royce design team under the direction of chief designer Ian Cameron. While the space frame technology has been borrowed from the Phantom, 101EX is shorter and lower than that model: the wheelbase is 250 mm shorter and overall length is down by 240 mm. All body panels, therefore, are new.

“The design suggests tremendous, effortless power”, Ian Cameron.

101EX is powered by the same 6.75-litre engine as the Phantom. Using advanced direct fuel injection with variable valve lift and timing, the V12 combines power with outstanding combustion efficiency. Designed to develop massive low-down torque, it delivers 75 per cent of its maximum pulling power at just 1000 rpm, giving the smooth, unstressed performance associated with Rolls-Royce.

“101EX is a very modern, 21st century interpretation of a classic Grand Touring coupé,” says Rolls-Royce chief designer Ian Cameron.

The unique exterior design features a discreet, streamlined grille, complete with Spirit of Ecstasy mascot, that flows seamlessly back into the aluminium bonnet and windscreen surround. LED sidelight and direction indicators complement the round xenon driving lights.

Long, elegant coach doors, hinged at the rear, allow easier access to the 101EX interior than conventional front-hinged doors and add considerably to the handsome profile. Each door closes at the touch of a button.

New seven-spoke, 21-inch, forged aluminium wheels are used on the car, making them as tough and as lightest as possible.

The cosseting 101EX interior has been designed for elegance and maximum comfort for all of its occupants, featuring machined aluminium, the finest leather and exquisite rosewood and red oak veneers. Even the side and rear windows have wood surrounds.

“The interior uses traditional materials in a modern way,” says Alan Sheppard who, together with Charles Coldham, was responsible for the car’s interior design. Front slim-line, bucket-style seats offer outstanding comfort. Rear seating is exceptionally spacious for a coupé, with privacy ensured by the sweeping C-pillars.

“101EX is a response to the interest expressed by current and potential Rolls-Royce clients in a coupé,” says Rolls-Royce chairman and CEO Ian Robertson. “It is an experimental car only, but one designed and engineered to a high standard. It radiates refinement, performance and presence.”

It is the company’s second experimental car in 24 months, following 100EX, which was seen at Geneva in 2004 and marked the company’s Centenary. “It shows that Rolls-Royce continues to operate from a position of strength, and that we are keen to explore new directions for the brand,” adds Robertson.

Rolls-Royce’s first experimental car, 1EX, was built in 1919 and based on the Silver Ghost.

The styling of 101EX is more driver-focused than that of the longer Phantom. According to Ian Cameron, “It is a less formal car, more streamlined, more about the individual.”

Design

“The Phantom is an awesome driver’s car, a vehicle that has amazing performance and handling with exceptional refinement, whilst the styling accentuates the spacious cabin – it is a luxury saloon, after all. 101EX is dominated by its long bonnet and the inherent power of the V12 lurking beneath. The cabin, although still spacious, is more intimate and the exterior styling reflects this,” explains Cameron.

“It is a very modern car, a 21st century design that respectfully nods to the past but focuses indisputably on the future.”

The roofline is lower than the Phantom’s and the glass area shallower. The streamlined styling extends to the famous grille, which is discreet and slightly reclined. “The whole shape is dynamic. It sits low to the ground and has tight proportions,” says Cameron.

In contrast to production Rolls-Royce cars, 101EX’s body is made of carbon-fibre composite, albeit over the same lightweight aluminium construction seen in the Phantom. The bonnet and windscreen surround are finished in brushed aluminium, while the door handles and large, oval exhaust tail pipes are hewn from solid aluminium.

The elegant, rear-hinged coach doors are unique to Rolls-Royce. The driver and passengers step in rather than fall in backwards, as demanded in a conventional two-door coupé. The doors close automatically at the touch of a button. Grab handles are ideally placed in the rear to assist exit.

101EX is finished in dark tungsten, with matching carpets. Smoke grey leather with navy blue accents finishes the interior.

For a contemporary look, straight-grained rosewood and red oak veneers are used. This handsome polished wood is also used to frame the windows in a modern interpretation of a coach-built tradition.

The waistline of the car is high, accentuating the cocoon-like nature of the cabin and the car’s strength and safety, yet the frameless doors and pillarless body give excellent visibility. The four seats are elegant and simple. Front bucket seats are leather-upholstered, richly padded but slim. They are noticeably contoured to offer superb support. In the rear is a cosier interpretation of the Phantom’s lounge seat, a curved sofa that Sheppard describes as “intimate for two yet superbly comfortable on long journeys”.

Phantom-derived ‘boulevard lighting’ provides a hospitable glow at night. In addition, the extraordinary ‘Starlight headliner’ uses fibre optics embedded in the leather headlining to give the impression of a star-filled night sky. Controlled by a dimmer, it can exude a soft glow or be raised to reading-light levels.

Interior storage space includes a parcel shelf cabinet and wood-faced rear seat stowage areas. Front door pockets tilt outwards to aid access. The luggage compartment is large and trimmed in leather to match the cabin. RR monogrammed umbrellas are stowed beneath the boot lid.

“The car is a technological tour de force, reflecting the extraordinary engineering offered in the production Phantom,” says Ian Cameron. “Yet, as with the Phantom, there is a real sense of the human involvement – the hand-crafted nature of every Rolls-Royce which gives each one a personality of its own.”

Technology

Like the Rolls-Royce Phantom, 101EX uses state-of-the-art technology. It is a no-compromise, engineering-led vehicle, developed to a much higher level than a typical concept car.

“Our starting point was not what ‘could’ be done, but what ‘should’ be done”

“Only the finest systems, materials and engineering ideas can go into a Rolls-Royce car,” says Helmut Riedl, Rolls-Royce director of engineering. “This is the philosophy behind all of our products.”

Accordingly, 101EX abounds in examples of engineering excellence. The space frame chassis offers an unmatched combination of high strength and minimum weight. The Rolls-Royce coach-door philosophy facilitates graceful entry and exit. In addition, the space between 101EX’s double floors allows for the wiring harness and other components to be routed away from the cabin, improving insulation and refinement.

The V12 engine is made from aluminium. It uses four valves per cylinder and twin camshafts per cylinder bank, and features fully variable valve-lift control and variable valve timing. This most advanced of V12 engines also employs direct fuel injection, to improve performance and fuel efficiency. At 1000 rpm, the engine is already producing just over 75 per cent of its peak torque figure.

The electronically-controlled, six-speed automatic transmission features ‘shift by wire’ technology, so there is no mechanical linkage to the gear selector.

The front suspension uses double wishbones; at the rear there is a multi-link system. Air springs offer unmatched comfort and automatically adjust according to the vehicle’s load.

“Exactly the same engineering attitude that was behind the innovative Phantom has been used for 101EX,” says Ian Robertson. “It is a no-compromise approach using what is ideal, not what is convenient. In 101EX you will find a marvellous blend of high technology and craftsmanship – of engineering and personality. A blend that has put Rolls-Royce Motor Cars back at the pinnacle of motoring.” ]]> http://www.240km.com/2007-rolls-royce-phantom-coupe-101ex.html/feed 0 http://www.240km.com/2004-rolls-royce-phantom-black-tie.html http://www.240km.com/2004-rolls-royce-phantom-black-tie.html#comments Wed, 09 Dec 2009 09:59:36 +0000 simonie http://www.240km.com/?p=3364

The 2004 Rolls Royce Phantom brings to life a new level of driving experience and luxury. The newest Phantom has a fit and finish that are paralleled by no other. The modifications that we are currently working on are primarily two.

The Black Tie stretch in 15, 22, and 60 inch leaves seating room for six with the standard Phantom bench seats, or four with Maybach style reclining seats. Theatre sound and drop screens, divider wall for the driver compartment, hidden bars, bullet resistance and others are in the list of options

Bentley, Rolls-Royce’s sister marque, also turns out a handful of convertibles each year, under the Azure nameplate. Both the Corniche and Azure are related to Bentley’s Continental R coupe. The Azure is structurally similar and costs less than the Corniche, but both are top-end motorcars.

For the time being, Bentley and Rolls-Royce retain their original ownership, and production continues in Crewe, England. But this will change on Jan. 1, 2003, when BMW takes over the management of Rolls-Royce and Volkswagen ssumes ownership of Bentley. Until then, the company’s current owners will produce, sell and service both marques worldwide.

Exterior

Rolls-Royce and Bentley models differ mainly in the appearance of their grilles, with Rolls displaying a statelier version. In addition, Rolls-Royce is nearly alone in putting whitewall tires on its 17-inch wheels. The Corniche is about 213 inches long and measures a few inches shorter than the Lincoln Town Car. Available in shades to match or contrast with the body color, the flush-fitting power top stows beneath a chrome cover on the rear deck.

Interior

The Corniche seats four occupants in sumptuous pleasure and simply exudes luxury – just as its predecessors always have. Connolly leather is the same sort used on the seats in the British House of Lords. Power front bucket seats have four-position memory settings, and a remote control unit lets backseat passengers operate the eight-speaker audio system. Despite the use of front bucket seats, the automatic transmission’s gearshift lever is mounted on the steering column rather than on the floor.