Rolls-Royce Phantom I
| Rolls-Royce New Phantom | |
|---|---|
.jpg) 1929 Rolls Royce Phantom Ascot Tourer | |
| Overview | |
| Manufacturer | Rolls-Royce Ltd (UK) Rolls-Royce of America (US) |
| Also called | 40/50 Phantom Phantom I |
| Production | 1925–1931 3,512 produced
|
| Assembly | United Kingdom: Derby, England United States: Springfield, Massachusetts[1] |
| Body and chassis | |
| Class | Luxury car |
| Body style | 4-door saloon |
| Layout | FR layout |
| Powertrain | |
| Engine | 7,668 cc (468 cu in) I6 |
| Transmission | 3-speed manual 4-speed manual |
| Dimensions | |
| Wheelbase |
|
| Chronology | |
| Predecessor | Silver Ghost |
| Successor | Phantom II |
The Rolls-Royce Phantom was Rolls-Royce's replacement for the original Silver Ghost. Introduced as the New Phantom in 1925, the Phantom had a larger engine than the Silver Ghost and used pushrod-operated overhead valves instead of the Silver Ghost's side valves.
The Phantom was built in Derby, England, and Springfield, Massachusetts, in the United States. There were several differences in specification between the English and American Phantoms.
The Phantom was replaced by the Phantom II in 1929. The designation Phantom I was never used by Rolls-Royce; it is a construct of enthusiasts applied to help distinguish it from other generations with the same model name.
Description
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Name
[edit]Introduced in 1925, the New Phantom was Rolls-Royce's second 40/50 hp model. To differentiate between the 40/50 hp models, Rolls-Royce named the new model "New Phantom" and renamed the old model "Silver Ghost", which was the name given to their demonstration example, Registration No. AX201.[2] The name Phantom was a nod to the previous "Silver Ghost", remarking on the vehicles "extraordinary stealth"[3] and quietness in comparison to other vehicles offered at the time. When the New Phantom was replaced by another 40/50 hp model in 1929, the replacement was named Phantom II and the New Phantom was commonly referred to as Phantom I to this day. While Rolls-Royce themselves did not use the term "Phantom I" until their recent[when?] acquisition by BMW Group, New Phantoms were referred to as such in period and are commonly called Phantom I by enthusiasts, concours events, and owner's clubs.[4]
Drivetrain
[edit]One major improvement over the Silver Ghost was the new pushrod-OHV straight-6 engine.[4][5] Constructed as two groups of three cylinders with a single detachable head,[4] the engine was described by Rolls-Royce as producing "sufficient" power.[5] The engine used a 4+1⁄4 in (108.0 mm) bore and undersquare 5+1⁄2 in (139.7 mm) stroke for a total of 7.7 L (7,668 cc (467.9 cu in)) of displacement. In 1928, the cylinder heads were upgraded from cast iron to aluminium; this caused corrosion problems. The separate gearbox connected through a rubberised fabric flexible coupling to the clutch and through a torque tube enclosed drive to the differential at rear, as in the Silver Ghost.[citation needed]
Chassis
[edit]The New Phantom used the same frame as the Silver Ghost,[4] with semi-elliptical springs suspending the front axle[6] and cantilever springs suspending the rear axle.[6][7] Four-wheel brakes with a servo-assistance system licensed from Hispano-Suiza were also specified,[4][5][8] though some early US models lacked front brakes.[citation needed]
Differences between US and UK versions
[edit]Like the Silver Ghost, the New Phantom was constructed both at Rolls-Royce's Derby factory in the United Kingdom and at a factory in Springfield, Massachusetts in the United States.[4][5] The US factory produced New Phantoms from 1926 to 1931.[5]
Principal differences between the US and UK models included wheelbases and transmissions. Both versions were specified with the same standard 143+1⁄2 in (3,645 mm) wheelbase; the long-wheelbase U.S. model was 146+1⁄2 in (3,721 mm) and the UK 150+1⁄2 in (3,823 mm).[citation needed] Both versions used a single dry-plate clutch,[citation needed] with US models equipped with a centre change 3-speed transmission and UK a 4-speed.[5]
Other minor differences include fuel gauge placement, with the UK New Phantom's at the tank but some US models having one on the dash, and manual central lubrication systems. The UK Phantom employed Enots nipples, some times as many as 50, which required attachment of a special Enots oil pressure gun and needed time-consuming service at 500, 1000 and 2000 mile intervals;[citation needed] the US model used a centralized Bijur system which lubricated all the oiling points with a stroke of a single pump.[6]
Coachwork
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Only the chassis and mechanical parts were produced by Rolls-Royce. The body was made and fitted by a coachbuilder selected by the owner. British coachbuilders who produced bodies for New Phantoms included Barker, Park Ward, [Windovers], Thrupp & Maberly, Mulliner, Hooper. Continental houses such as Saoutchik, Henry Binder and Kellner in Paris, Erdmann and Rossi in Berlin, Baltasar Fiol in Spain, Nordberg in Sweden and the Italian coachbuilder Zagato also produced coachwork for the New Phantom, just to name a few. Despite the availabilty of a US-built chassis, a handful of British-made Phantoms were outfitted with American coachwork.
American Phantoms could be bought with standardized bodies from Brewster & Co., which was owned by Rolls-Royce after 1926, and additional coachwork choices were available from Fleetwood. Several coachwork choices were listed, or just a plain chassis could be provided for US$13,335 ($236,619 in 2023 dollars [9])[1] A fendered chassis was also available, while coachwork choices were listed by different city names in England: These include the Derby Touring Sedan, Ascot Phaeton, York Roadster, Huntington Limousine, Henley Convertible, Avon Sedan, Newmarket Convertible Sedan, Chatsworth Town Car, and the French city of Trouville Town Car. A convertible sedan with coachwork from Hibbard & Darrin was also offered, as were other French-made bodies by the same coachbuilder. They were shipped to the United States and subsequently mounted on Springfield Phantom chassis.[1]
Production
[edit]References
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- Citations
- ^ a b c Kimes, Beverly R. (1996). Clark, Henry A. (ed.). The Standard Catalog of American Cars 1805-1945. Kraus Publications. pp. 1307–1308. ISBN 0873414780.
- ^ The Rolls-Royce, Wood, p. 9
- ^ "1922 Rolls Royce Silver Ghost". Heritage Museum and Gardens. Heritage Museums & Gardens. Retrieved 2 July 2023.
- ^ a b c d e f The Rolls-Royce, Wood, p. 10
- ^ a b c d e f g The Story of Veteran & Vintage Cars, Posthumus, pp. 101-102
- ^ a b c Brooks, Philip C. (2009). Carpenter, Rhonda (ed.). "Sir Henry's Final Masterpiece Or How Glenn Ford Pushed a Button and Won the War". The International Club for Rolls-Royce & Bentley Owners Desk Diary 2009. Tampa, FL USA: Faircount: 34–41.
All in all, the Phantom I was a more modern car all around, and the Springfield Phantom I even had the Bijur centralized chassis lubrication system
- ^ The Story of Veteran & Vintage Cars, Posthumus, pp. 115
- ^ Autos.ca: Motoring Memories - Hispano-Suiza, Vance
- ^ 1634–1699: McCusker, J. J. (1997). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States: Addenda et Corrigenda (PDF). American Antiquarian Society. 1700–1799: McCusker, J. J. (1992). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States (PDF). American Antiquarian Society. 1800–present: Federal Reserve Bank of Minneapolis. "Consumer Price Index (estimate) 1800–". Retrieved 29 February 2024.
- ^ A-Z of Cars of the 1920s, Baldwin
- Bibliography
- Baldwin, N. (1994). A-Z of Cars of the 1920s. Devon, UK: Bay View Books. ISBN 1-870979-53-2.
- Brooks, Philip C. (2009). Carpenter, Rhonda (ed.). "Sir Henry's Final Masterpiece Or How Glenn Ford Pushed a Button and Won the War". The International Club for Rolls-Royce & Bentley Owners Desk Diary 2009. Tampa, FL USA: Faircount: 34–41. Retrieved 31 March 2012.
- Posthumus, Cyril (1977) [1977]. The Story of Veteran & Vintage Cars. John Wood, illustrator. Feltham, Middlesex, UK: Hamlyn. ISBN 0-600-39155-8.
- Vance, Bill (12 March 2001). "Motoring Memories: Hispano-Suiza". Autos.ca. Orleans, Ontario, Canada: Canadian Driver Communications. Archived from the original on 7 July 2012. Retrieved 17 October 2011.
Rolls-Royce later adopted this system under licence from Hispano and used it for many years.
- Wood, Jonathan (2003) [1987]. The Rolls-Royce. Shire Album Series. Vol. 198 (2nd ed.). Princes Risborough, Buckinghamshire, UK: Shire Publications. ISBN 978-0-7478-0577-9. Retrieved 29 March 2012.
- de Campi, John Webb (1 January 1975). Rolls-Royce in America. Motorbooks International. ISBN 978-0901564146.