Rolls-Royce Phantom
Introduced in 1925, the New Phantom was Rolls-Royce's second 40/50 hp model, replacing the first, which became popularly known as the Silver Ghost.
One major improvement over the first 40/50 was the new pushrod-OHV straight-6 engine. Constructed as two groups of three cylinders with a single detachable head, the engine was described by Rolls-Royce as producing "sufficient" power. The 7.7-litre engine's cylinder heads were upgraded in 1928 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 original 40/50.
The New Phantom used the same frame as the original 40/50 with semi-elliptical springs suspending the front axle and cantilever springs suspending the rear axle. Four-wheel brakes with a servo-assistance system licensed from Hispano-Suiza were also specified, though some early US models were apparently lacking front brakes.
The New Phantom was constructed both at Rolls-Royces' Derby factory in the UK and at a factory in Springfield, MA., in the USA. The US factory produced New Phantoms from 1926 to 1931.
Perhaps surprisingly, only the chassis and mechanical parts of the car were produced by Rolls-Royce. The body was made and fitted by a coachbuilder selected by the owner. Coachbuilders who produced bodies for New Phantom cars included Barker, Park Ward, Thrupp & Maberly, Mulliner, Hooper and the Italian coachbuilder Zagato. American Phantoms could be bought with standardised bodies from Brewster & Co., which was owned by Rolls-Royce.
I saw the above example, registration EL 1713, at the 2015 Wings and Wheels Show at the Shuttleworth Collection's Old Warden aerodrome.
Rolls-Royce Phantom
Introduced in 1925, the New Phantom was Rolls-Royce's second 40/50 hp model, replacing the first, which became popularly known as the Silver Ghost.
One major improvement over the first 40/50 was the new pushrod-OHV straight-6 engine. Constructed as two groups of three cylinders with a single detachable head, the engine was described by Rolls-Royce as producing "sufficient" power. The 7.7-litre engine's cylinder heads were upgraded in 1928 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 original 40/50.
The New Phantom used the same frame as the original 40/50 with semi-elliptical springs suspending the front axle and cantilever springs suspending the rear axle. Four-wheel brakes with a servo-assistance system licensed from Hispano-Suiza were also specified, though some early US models were apparently lacking front brakes.
The New Phantom was constructed both at Rolls-Royces' Derby factory in the UK and at a factory in Springfield, MA., in the USA. The US factory produced New Phantoms from 1926 to 1931.
Perhaps surprisingly, only the chassis and mechanical parts of the car were produced by Rolls-Royce. The body was made and fitted by a coachbuilder selected by the owner. Coachbuilders who produced bodies for New Phantom cars included Barker, Park Ward, Thrupp & Maberly, Mulliner, Hooper and the Italian coachbuilder Zagato. American Phantoms could be bought with standardised bodies from Brewster & Co., which was owned by Rolls-Royce.
I saw the above example, registration EL 1713, at the 2015 Wings and Wheels Show at the Shuttleworth Collection's Old Warden aerodrome.