The Motorcars - Rolls-Royce Enthusiasts` Club

Printer Friendly Version
The Motorcars
Up
Download the Technical Details
Rolls-Royce & Bentley Motorcars
R-R models from 1907-2002
Bentley models from 1933 - 2002
by
Peter Baines
General Secretary of the Rolls-Royce Enthusiasts Club for Rolls-Royce and Bentley Owners
40/50 hp "Silver Ghost" 1907 - 1925.
Page 1
Printer Friendly Version
Six cylinder engine in two blocks of three. Originally 7,036 cc but in 1909 the
stroke was lengthened to 4¾ inches to give 7,428 cc. The cylinder head is integral
with the block. Side valves are fitted with exposed springs and tappet adjustment.
Dual ignition is fitted, with a trembler coil firing one set of sparking plugs and a
magneto the other set. In 1919 the trembler was replaced by a Rolls-Royce coil.
Lubrication is by oil pump. Carburation is by Rolls-Royce two-jet carburettor. A
starter motor was fitted from 1919, this drives the gearbox layshaft via a jaw clutch
and chain. Lighting is acetylene but from 1914 electric lights via a dynamo were an optional extra. Gears were initially four but in 1909 a three speed box
was fitted. This reverted to four in 1913. The gear box is separated from the engine and is driven through a cone clutch via a torque tube except on
pre-1911 cars, which had an open propeller shaft. Petrol feed was by gravity with help from exhaust pressure on early cars, followed by pressure feed from
a gearbox driven air pump. In 1919 the pump was moved to be driven off the distributor drive. Chassis weight without coachwork was approx. 25½ cwt.
6173 Silver Ghosts were made.
20hp. 1922-1929.
The engine is a conventional six cylinder, single block with a detachable, cast-iron
head. Overhead valves are operated by push-rods. A bore of 3 inches and a 4½ inch
stroke give a capacity of 3,127 cc. Oil pressure is by gear pump. Ignition is by
Rolls-Royce coil with a stand-by magneto as an option from 1923 and as standard
from 1924. The main distinguishing feature of the 20hp is its horizontal radiator
shutters which were changed to vertical in 1928 at chassis number GFN71. The
transmission was initially by centre-change three speed gearbox with a central
handbrake. The handbrake was moved to the right hand side in 1924 and a four speed right hand change box was fitted from 1925. The clutch is single
dry-plate driving an open propeller shaft to a spiral bevel back axle. Fuel capacity 14 gallons with gauge on the tank. Fuel delivery by Autovac. Earlier cars
in chassis form weighed 2,305 lbs. rising to 2,635 later.
2,940 were built.
New Phantom (Phantom I) 1925 - 1929.
Page 2
Printer Friendly Version
The engine is of six cylinders, cast in two blocks of three with a single,
detachable, cast-iron cylinder head which became aluminium in 1928.
The bore and stroke are 4½ in x 5½ in giving a capacity of 7,668 cc.
Twin ignition is fitted with coil and magneto each firing its own set of
plugs. The cast-iron head engine carries all twelve plugs on the near
side, the aluminium head has six each side. It has overhead valves
operated by push-rods and the valves are interchangeable. A gear-type
oil pump is fitted. The gearbox is separate from the engine and is driven by a dry-plate clutch. Final drive is by a torque tube and spiral bevel back axle. An
18 gallon fuel tank is standard but a 20 gallon tank could be ordered. The carburettor is a twin-jet Rolls-Royce internal expanding type. Fuel delivery by
Autovac with gauge on tank. From 1927 a Hobson hydrostatic gauge was fitted. Chassis weight approx. 4,000 lbs.
3,514 chassis were built (2,271 Derby New Phantoms & 1,243 Springfield (USA) New Phantoms).
Phantom II 1929- 1935.
The engine is of six cylinders with two blocks of three with an
aluminium cylinder head of 7,668 cc. with engine and gearbox as one
unit. Compression ratio rose from 4.75:1 through 5:1 to 5.25:1 during
this model's production. Twin ignition systems of coil and magneto
were used together, each system supplying its own set of plugs.
Overhead valves were push-rod operated. Carburation by Rolls-Royce.
A sequence starter is fitted which allows the starting gear to be
engaged with the flywheel teeth before the full battery power becomes available to turn the engine. Petrol feed is by Autovac with an engine-driven vacuum
pump. Fuel capacity 20 gallons rising to 28 gallons in 1933. A unitary gearbox is fitted with a conventional propeller shaft driving a hypoid bevel back axle.
A chassis centralised lubrication system was fitted. Some oiling points needed an oil gun until 1931. Chassis weight approx. 3,810 lbs.
1,680 chassis were made, including the AJS and AMS series which were left hand drive. ( 1,555 RHD & 125 LHD)
Phantom II Continental
Page 3
Printer Friendly Version
There has been much argument as to what constitutes a "Continental". The
car's designer, Ivan Evernden wrote, "the chassis is the standard Phantom II
short model with a few modifications. These consist of a low steering column
and specially selected springs of a type which permit of continuous high
speeds over bad roads. The springs are supplemented with the standard
Rolls-Royce patent hydraulic shock absorbers and additionally with adjustable,
friction-type shock absorbers. The body is coachbuilt and it is so designed as
to give a low centre of gravity and appearance and to provide roomy seating accommodation with ample provision for carrying luggage. There never was a
defined specification of a Continental Phantom II. The series to series engineering improvements were applied to all chassis".
Approximately 280 were built (these numbers are included in the 1,680 above)
Phantom III 1936- 1939.
The engine is a 60 degree V-12 of 7,340 cc. The cylinder heads are of
aluminium and it has a compression ratio of 6:1. The valves are overhead
operated by push-rods with hydraulic tappets. Troubles caused by poor oil
maintenance and oil filtration caused these to be withdrawn in 1938. Most
hydraulic tappet cars were subsequently modified. Ignition is by two coils,
each supplying its own distributor with twin contact breakers in each. A
twin choke down draught carburettor is fitted. The gearbox is separate from
the engine and drives an open propeller shaft to the back axle which has hypoid bevel gears. This is the earliest Rolls-Royce with independent front
suspension which is the wishbone type with oil encased-helical springs. A central jacking system is fitted operated by a pump under the driver's seat.
Marles cam and roller steering is fitted instead of the usual Rolls-Royce worm and nut. Chassis weight is approx. 4,050 lbs.
727 Phantom III's were made.
20/25 1929- 1936.
Page 4
Printer Friendly Version
The 20/25 engine is basically a 20hp enlarged to 3,699 cc. It has six cylinders with
a separate cylinder head. The valves are operated by pushrods and the crankshaft
is the usual Rolls-Royce type carried on seven bearings. There were three major
changes during the life of the 20/25 which affected the carburettor, brakes, clutch,
spring dampers and ignition. On early cars the radiator shutters were hand operated
but in 1932 thermostat powered shutters became standard. The gearbox is of four
speeds with synchromesh on third and top from 1932, at which time a full
centralised chassis lubrication system was introduced. Contemporary road tests gave the maximum speed as 67 mph in 1931 rising to 76 mph in 1935.
The number produced was 3,827.
25/30 1936- 1938.
The engine was again bored out, this time to 3½ inches giving a capacity of
4,257 cc. Several changes were made from previous models. The familiar
Rolls-Royce carburettor was dropped in favour of a Stromberg and twin
S.U. petrol pumps replaced the Autovac. Marles steering was adopted and
a Borg and Beck clutch was bought in as for the last of the 20/25's. The
magneto of earlier cars was also discontinued and twin electric coils were
fitted, one acting as a standby. The longstanding Rolls-Royce braking
system with servo assistance driven from the gearbox was still more than adequate for the increase in performance. DWS screw jacks, one at the front
and one each side at the rear, were permanently fitted.
1,201 25/30's were made.
Wraith 1938 - 1939.
Page 5
Printer Friendly Version
The 25/30 Wraith continued with a 4¼ litre engine but the main difference was the
fitting of independent front suspension controlled by coil springs. Road wheels were
reduced from 19 inch on the 25/30 to 17 inch. Built-in hydraulic jacks were operated
by a hand-pump under the driver's seat. The Wraith was slightly heavier than its
predecessor but cruising between 60 and 70 mph was possible.
491 were made before events of 1939 stopped production.
Bentley 3 1/2 1933 - 1936.
This model was basically a high-performance version of the 20/25 with a compression
ratio of 6.5:1 instead of the 4.6:1 to 5.75:1 (depending on the year) of the former.
Carburation was by twin S.U. carburettors. Gearbox and final drive ratios were changed
and 18 inch wheels fitted.
1,191 were produced.
Bentley 4 1/4 1936 - 1939.
Just as the 20/25 was increased in size to make the 25/30, the 3½ litre was
bored-out to make the 4¼. The compression ratio was increased to 6.8:1. The last
two series, MR and MX, had changes to gearbox and final drive to give an
overdrive top gear, and had 17 inch wheels.
Bentley Mk V 1939-1941
Page 6
Printer Friendly Version
Six cylinders of 4257cc, similar to the Wraith. Only 19 were produced, 15 as the standard Mk V and 4 as Corniche.
Bentley MK VI & R-type 1946-1955
The engine is of six cylinders of 4257cc, but for the first time having overhead inlet and side
exhaust valves to give a larger valve area. This was increased to 4566 cc in 1951 and 4887 cc in
1954 for the R-type Continental. Compression ratio 6.4:1 becoming 6.75:1 from chassis number
B93TO. The Continental compression varied between 7.27:1 and 7.1:1. Usually twin SU
carburettors were used but in some early left-hand drive cars a Stromberg down draught was
fitted. In 1952 an automatic gearbox become an option, this became standard on left-hand drive
cars in 1953 and right-hand drive cars in 1954. Front brakes were hydraulic with the Rolls-Royce
servo-assisted mechanically operated rear brakes.
5201 MK VIs were built, 2320 R-types and 208 R-type Continentals.
Silver Wraith 1947-1959.
The Silver Wraith was basically the same chassis and engine as the MkVI but all had coachbuilt bodies. They
continued in production until 1959 using the 4887 cc engine to cope with increasingly heavy bodies.
1,883 were made.
Silver Dawn 1949-1955.
Page 7
Printer Friendly Version
Chassis and engine are almost identical to that of the MkVI but this car was the first Rolls-Royce to be sold with a
standard steel body. Many were exported. A few were fitted with coachbuilt bodies and these are very collectable.
Total number built 785.
Silver Cloud I and Bentley S-type 1955-1959.
Using the previous 4887 cc engine a completely new body was designed.
Automatic transmission was used but very occasionally one is found with
a manual gearbox. The rear brakes were combined hydraulic and
mechanical with the usual Rolls-Royce gearbox driven servo. Front
suspension was by unequal length wishbones and coil springs with
semi-elliptic rear with electrically controlled dampers. Top speed 106
mph. Generally with standard steel coachwork - the illustrated cars are
coach-built ones: see below for the standard body style. Most cars were produced with the standard 211¾ inch length but some were four inches longer.
Total built: 2359 - SCI, 3107 - S1 and 431 - S1 Continentals. The Continentals had higher compression ratios and larger bore SU carburettors.
Silver Cloud II and Bentley S2 1959-1962.
The Cloud II retained the same body as the Cloud I but was powered by a completely new V8 engine of 6230 cc
with a compression ratio of 8:1. Self-adjusting hydraulic tappets were used, and the engine was all aluminium but
with cast iron wet liners. Twin 1¾" SU carburettors were used with automatic choke.
SCII - 2116 were produced and S2 - 1922 and 388 Continentals.
Silver Cloud III and Bentley S3 1962-1966.
Page 8
Printer Friendly Version
These cars have the same basic body shell as previous Clouds and S-types
but the bonnet line was lowered and twin headlamps fitted. Engine power
was increased and the maximum speed was given as 117 mph.
Total built: SCIII - 2376 of which 79 were coachbuilt and S3 - 1630, 312 of
these were Continentals.
Silver Shadow I and Bentley T-type 1965-1976.
The V8 continued with a totally different monocoque body. A hydraulic system
with pumps operated from the camshaft powered hydraulic dampers and automatic height control. Chassis numbers denote the type of car: SRH is the
most common prefix standing for - standard - Rolls-Royce - home
SRX means an export Shadow T
he Bentley is SBH or X
CRH numbers indicate a coachbuilt car and
DRH a drophead.
From 1972 the third letter on export cars denoted the year of manufacture
Silver Shadow II and Bentley T2 1977-1981.
Shadow II and T2 were all improved version of the previous model with changes in external appearance, particularly wrap
around black bumpers and an air dam below the front and with better handling characteristics.
Total number of Silver Shadows of all types built was 37,174 of which 2563 carried the Bentley radiator.
Page 9
Printer Friendly Version
Phantom IV 1950-1956.
The rarest Rolls-Royce in the world - 18 were made, for Royalty and Heads
of State only. A straight 8 cylinder engine was used with the usual 3½ by
4½ bore and stroke, giving 5677cc. Manual transmission was used.
Overall length was 229 1/2 in.
Phantom V & VI 1959- 1991.
Phantom V and VI were coachbuilt versions
using the V8 engine and chassis.They
remained in production after the monocoque
Shadow was introduced as the only Royce to
retain a proper chassis.
Total production of Phantom V was 516 , and
production of Phantom VI was 373
Silver Spirit 1980-1989, Silver Spirit II 1990-1993, Silver Spirit III 1994-1995, Silver Spirit (96) 1996-1997
Silver Dawn 1995-1998
Silver Spur 1980-1989, Silver Spur II 1990-1993, Mulliner Spur 1990-1991, Silver Spur III 1994-1995, Silver Spur (96) 1996-2000
Page 10
Printer Friendly Version
Mulsanne 1980-87, Mulsanne L 1981-87, Mulsanne S 1988-92 Mulsanne S L.W.B. 1988-92
Eight 1984-92
Brooklands 1993-97, Brooklands L.W.B. 1993-97, Brooklands R S.W.B. 1998. Brooklands R L.W.B. 1998-99
Brooklands R Mulliner 1998
The V8 of 6.75 litre capacity continued with these cars which used an all-new body and chassis with only minor
changes between the Rolls-Royce and Bentley (other than the radiator shell) as in previous models.
Numbers Produced were:
Rolls-Royce: Silver Spirit, 8,125; Silver Spirit II, 1,152; Silver Spirit III, 234; Silver Spirit (96), 145; Silver Spur, 6,214; Silver
Spur Centenary, 1; Silver Spur Centenary replica, 25; Silver Spur II, 1,658;Mulliner Spur, 71; Silver Spur III, 465; Silver
Spur (96), 802; Silver Dawn, 237.
Bentley: Mulsanne, 482; Mulsanne L, 47; Mulsanne S, 909; Mulsanne S L.W.B., 61; Eight, 1,734;Brooklands, 1,343;
Brooklands L.W.B., 188; Brooklands R S.W.B., 79; Brooklands R L.W.B., 12; Brooklands R Mulliner, 100.
Camargue 1981-87
Corniche 1981-87, Corniche II 1986-89, Corniche III 1990-91, Corniche IV 1992-95, Corniche S 1995
Page 11
Printer Friendly Version
Bentley Corniche 1981-85
Continental 1986-95, Continental Turbo 1992-95, Continental S 1995
The Rolls-Royce Corniche was in production from 1971 but in 1979 the model was updated to Silver Spirit technical
specification. Similarly theCamargue in production from 1975 was also updated.
Numbers produced were:
*Rolls-Royce: Corniche, 1,306; Corniche II, 1,226; Corniche III, 451; Corniche IV, 219; Corniche S, 25; *Camargue, 190.
*Bentley: Corniche, 30; Continental, 430; Continental Turbo, 8; Continental S, 39.
*Post 1980 numbers only.
Silver Spur Limousine 1982-88, Silver Spur Division 1997-99, Silver Spur Non Division 1998
Silver Spur Armoured 1999
Touring Limousine 1992-97
Park Ward Limousine 1996-99, Mulsanne L Limousine 1986-87, Brooklands R with Division 1998
Page 12
Printer Friendly Version
The same basic technical specification as standard Silver Spurs but stretched. The overall length of the standard car
being 17’3.5”. The Park Ward Limousine’s overall length is increased to 19’7.4”.
Numbers produced were:
Rolls-Royce: Silver Spur Limousine, 101; Silver Spur Division, 39; Silver Spur Non Division, 20; Touring Limousine,
103; Park Ward Limousine, 52; Armoured Silver Spur, 1.
Bentley: R Brooklands with Division, 1; Mulsanne L Limousine, 2.
Mulsanne Turbo 1982-86, Mulsanne Turbo L.W.B. 1983-86
Turbo R 1985-96, Turbo RL 1985-96, Turbo R S.W.B. 1997, Turbo R L.W.B. 1997, Turbo RT S.W.B. 1998, Turbo RT L.W.B. 1998-99
Turbo RT Mulliner 1998-99
Turbo S 1995
Flying Spur 1995
Still using the L410 V8 engine of 6,750 cc with Garrett turbocharger or Garret turbochargers with intercooler and single
Solex 4A1 four barrel downdraught carburetor. The carburetor was replaced in 1986 by Bosch K-Jetronic continuous
Page 13
Printer Friendly Version
fuel injection with ‘closed loop’ mixture control. From 1989, all cars had MKMotronic fuel injection and engine
management system. From 1996 Bentley turbocharged models used theZytek EMS3 engine management system. The
1995-99 models were capable of 151m.p.h. (governed.) 0-60 could be achieved in 6.9 seconds and 0-100 in 21.
Numbers produced were:
Bentley: Mulsanne Turbo, 496; Mulsanne Turbo L.W.B., 24; Turbo R, 4,450; Turbo RL, 1,044; Turbo R S.W.B., 8; Turbo R
L.W.B., 480; Turbo RT S.W.B., 2; Turbo RT L.W.B., 250; Turbo RT Mulliner, 56; Turbo S, 60.Rolls-Royce: Flying Spur,
133.
Continental R 1992-2001, Continental R Mulliner from 1999, Continental R Millenium 2000, Continental R Le Mans from 2001
Continental SC 1998-2000, Continental SC Mulliner 1999-2000
Azure from 1995, Azure Mulliner from 1999, Azure Le Mans from 2001
Corniche 1999-2002, Corniche Last of Line 2002
The L410 V8 is still used on these models which use the Garrett turbocharger with Electronic Transient Boost Control
and MK Motronic fuel injection and engine management system until 1995. From 1995,Zytek EMS3 engine
management system and from 1997-99, intercooled Zytek EMS3 engine management system. The best performance
comes from the Continental T with a top speed of 170 m.p.h. and 0-60 time of 5.7 seconds.
Page 14
Printer Friendly Version
Numbers produced up until 2001 are:
Bentley: Continental R, 1,299; Continental R Mulliner, 136; Continental R Millenium, 10; Continental R Le Mans, 46;
Continental T, 311; Continental T Mulliner, 23; Continental T Le Mans, 5; Continental SC, 73; Continental SCMulliner, 6;
Azure, 1,085; Azure Mulliner, 132; Azure Le Mans, 4.Rolls-Royce:Corniche, 329; Corniche Last of Line, 45.
Silver Seraph from 1998, Silver Seraph Last of Line 2001,
Park Ward from 1999
The Silver Seraph is powered by a V12 of 5379 cc with Bosch Motronic 5.2.1. engine management system and
electronic throttle control.
Numbers produced up until 2002 are:
Rolls-Royce: Silver Seraph, 1,400; Silver Seraph last of line, 170; Park Ward, 127.
Page 15
Printer Friendly Version
Arnage 1998-99, Arnage Green Label 2000, Arnage 4.4 L Birkin 2000
The Arnage has a V8 of 4398 cc with a digital pulsed sequential fuel injection system into each cylinder. Bosch
Motronic 5.2.1. engine management system. Twin water-cooled, close coupled Garrett turbochargers and engine
mounted intercooler. Top speed is 150 m.p.h. 0-60 6.2 seconds.
Numbers produced up until 2002 are:
Bentley: Arnage, 1,123; Arnage 4.4L Birkin, 50; Arnage Green Label, 9.
Arnage Red Label from 2000, Arnage L.W.B. 2001, Arnage Le Mans 2001-02, Arnage Limousine 2000-02
The V8 on these models has the more familiar capacity of 6750 cc and are fuel injected with Garrett turbocharger,
electronic transient boost control, intercooler andZytek EMS3 engine management system performance is enhanced
to 155 m.p.h. top speed and 0-60 time of 5.9 seconds.
Numbers produced up until 2002 are:
Arnage Red Label, 2,325; Arnage L.W.B., 93; Arnage Le Mans, 153; Arnage Limousine, 5.
Page 16
Printer Friendly Version
Arnage R from 2002, Arnage T from 2002
The Arnage R and T also have a V8 of 6750 cc capacity with fuel injection but use two Garrett T3 turbochargers and
Bosch Motronic ME 7 engine management system. Power is 400b.h.p. for the Arnage R giving 155m.p.h. and 450 b.h.p.
for the Arnage T at 4,100 r.p.m. with a top speed of 168 m.p.h. and a 0-60 time of 5.9 seconds for theArnage R and 5.5
seconds for the Arnage T.
Numbers produced up until 2002 are:
Peter Baines
General Secretary of the Rolls-Royce Enthusiasts Club
Go to Top
© 2003 Rolls-Royce Enthusiasts' Club ® ®Trade Marks Your Country?
Others?
Data Protection
Disclaimer-Important
Flags courtesy of
and
Last updated: 24/04/2003
Club Website Team
For problems or questions regarding this website contact the Webmaster
Page 17