1911 Rolls Royce Tourer rear right 1

In 1907 the Commercial Managing Director, Mr Claude Johnson (often described as the hyphen in "Rolls-Royce"), ordered a car to be used as a demonstrator by the company. With chassis no. 60551 and registered AX 201, it was the 12th 40/50 hp to be made, and was painted in aluminium paint with silver-plated fittings. The car was named the "Silver Ghost" to emphasise its ghost-like quietness, and a plaque bearing this name adorned the bulkhead. An open-top body by coachbuilder Barker was fitted, and the car readied for the Scottish reliability trials of 1907 and, immediately afterwards, another 15,000-mile (24,000 km) test which included driving between London and Glasgow 27 times.

The aim was to raise public awareness of the new company and to show the reliability and quietness of their new car. This was a risky idea: cars of this time were notoriously unreliable, and roads of the day could be horrendous. Nevertheless, the car set off on trials, and with press aboard, broke record upon record. Even after 7,000 miles (11,000 km), the cost to service the car was a negligible £2 2s 7d (£2.13). The reputation of the 40/50, and Rolls-Royce, was established.

The 1911 Rolls-Royce was a notable car for a variety of reasons. Not the least of these was the introduction of the renowned Rolls-Royce mascot—the "Spirit of Ecstasy" hood ornament. This identifiable mascot—the longest-lived mascot ever used—was created in 1911 by noted English sculptor, Charles Sykes. It is said that Lord Montagu’s secretary, a Miss Thornton, posed as a model for the winged figure, although no proof of this exists. In fact, the figure more closely resembles the artist himself. So pleased were company officials with the mascot that in 1920 they entered it into a world competition in Paris and won first prize. The first automobile graced with the elegant Spirit of Ecstasy mascot was a 1911 Rolls-Royce. And this symbol of elegance and excellence was perfectly suited. The 1911 Rolls-Royce 40/50 hp automobile (Tourer designated the body type) was innovative in a variety of ways. One was the “Slipper Flywheel,” a device which took the form of a friction-disc clutch and flywheel mounted at the front of the crankshaft. The “Slipper Flywheel” became a standard component of Rolls-Royce motorcoaches from 1911 to the present day. Yet Rolls-Royce’s success was not based on innovation—the history of automobiles is filled with radical innovations that fell by the wayside. Instead, Rolls-Royce concentrated on details. Meticulous attention was paid to every aspect of construction: gears were cut to finer accuracy than anywhere in the world; more skilled workmen than in other factories were employed; and only the finest bodies from the finest coachbuilders were fitted onto the Rolls-Royce chassis. The result was an automobile that rode more smoothly with less trouble than any car of its time.

Technical Specifications Engine: Six-Cylinders, In-Line, L-Head

Displacement: 429 Cubic Inches

Horsepower: Estimated 48 BHP @ 1,250 RPM

Wheelbase: 135.5 Inches

Weight: Typically 3,360 Pounds

Carburetion: Rolls-Royce Two-Jet, Water-Heated, Semi-Displacement

Ignition: Dual with Magneto and Trembler Coil

Transmission: Sliding Pinion with Cone Clutch, Fully Floating Live Axle

 

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