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Books Models Highlights Cars
of 1998 More
information can be found here:
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Car
of the Month - September 2006 |
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 The English magazine "The Autocar" explained in a report devoted to the new Rolls-Royce Wraith that the painstakingly careful development at the manufacturer was "the process of 'refining refinement' going on continuously wherever and whenever possible in the existing highly developed designs." The pre-decessors in the series of smaller models - small only when compared to the "big" Phantom-series motor cars – were simply known as for example 20 H.P. or 25/30 H.P. and that had rooted in the horsepower figures as per tax regulation. The new model however was christened Wraith, thus applying to it a designation in keeping with the name Phantom (and formerly Silver Ghost) for the bigger models. The Wraith did show certain innovations and convinced as a most worthy stable-mate of the Phantom. The adoption of independent front wheel suspension was the most important among these improvements. The Wraith’ ifs design >>ifs = independent front suspension<< was similar to the highly advanced solution as found on the US-built Packard 120 and over the years experts have come to the conclusion that it is superior to the Phantom III’s ifs design that was on a General Motors patent (based on the so-called "Dubonnet-knee"). It needs to be stated very clearly there can be no doubt the Phantom III showed a tremendously fine ifs – nonetheless the new Wraith was subtly better in roadholding and steering. The engine had only the capacity of 4.250ccm in common with its predecessor, the Rolls-Royce 25/30 H.P., but was an almost complete new design. Combining a light alloy crankcase and "split-skirt" aluminium pistons with a cylinder block and cylinder head made from cast iron gave a hint as regards the high standard of metallurgical experience at Rolls-Royce and here clearly "windfall-profits" from the company's highly successful aero-engine production can be detected. The engine was powerful yet extremely smooth and did operate in perfect harmony with the 4-speed gearbox. The latter had been improved by arranging for synchromesh mechanism on second gear, as well as third and top (the elder 25/30 H.P only had synchronised third and top).
A wheelbase of 132in (ca. 3,454mm) permitted to fit huge and quite often heavy coachwork; only experts are in a position to separate e.g. at a rally or a meeting a Rolls-Royce Wraith from its sister model the Rolls-Royce Phantom III at a quick glance. The vast majority of bodies were Limousines plus variations, e.g. Sedanca de Ville or Landaulet; several big-sized saloons sported divisions. Thus it was clearly indicated these cars were primarily to be driven by chauffeur. Beside a considerable number of Saloons there was only a fraction of the total production clad with coachwork built for owner drivers, e.g. Fixed Head Coupés, Drop Head Coupés or Cabriolets. Due to more modern styling these usually stood out from the rather conservative lines of the Limousines. |
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Over the decades this Rolls-Royce Wraith had suffered to a certain degree. However the car's condition was returned to former glory after the Wraith had come into the custody of a collector in Germany several years ago. The body has been subject to some major work with duo-tone paintwork being applied as a final touch. Detailed work on the technical components included an engine overhaul that was finished during 3rd quarter of this year. The car's appearance now is highly presentable and chassis, drivetrain, etc. are matching that high standard. Within the next months the car will be advertised for sale at a price reflecting the quality of the work invested in the car and its exclusivity. Any enquiry to mail@rrab.com will be forwarded to the owner.
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