Silver Cloud

(1955-1959)



Engine: 6 Cylinder

Bore: 3 3/4" (95mm)

Stroke: 4 1/2 (114mm)

Capacity: 298.2 cu.ins (4887c.c.)

Compression Ratio:6.6 : I

Firing Order: 1, 4, 2, 6, 3, 5

Tappet clearance: Inlet .006"(cold)(.15 m/m).Exhaust .912 (cold)(.3 m/m)

Contact breaker gap: .019"-.021" (.45m/m-.55m/m)

Sparking plug: Lodge CLNP or Champion N8BR (14m/m)

Sparking plug gap: .025"(.65m/m)

Oil sump capacity: 16 pints

Coolant capacity: (Engine and Radiator) 3 1/2 Gallons, Imperial


Gearbox


Rolls-Royce automatic type, incorporating four forward speeds and reverse with over-riding hand and "kick-down" change speed control.

Overall gear ratios: 1st speed: 13.06 : 1

Rear Axle: Semi-floating type,hypoid bevel drive.

Ratio: 12/41 (3.42 : 1

Oil capacity: 1 1/2 pints

Brakes: Servo assisied hydrostatic brakes, hydraulic operation on front wheels,hydraulic and mechanical operation on rear wheels.

Handbrake operates on rear wheels

Self adjusting hydraulic brakes on the front wheels only.

Steering: Cam-and-roller type

Suspension: Independent front wheel suspension incorporating coil springs,hydraulic shock dampers and torsion rod stabiliser

Rear suspension by semi-elliptic springs in combination with controllable hydraulic shock dampers. An axel control rod is fitted which, together with the road springs, takes the torque and brake reaction.

Tyres: 8.20" X 15"

Rolls-Royce chose April 1955 in which to publicise their new models. the Rolls-Royce Silver Dawn was replaced by the Rolls-Royce Silver Cloud and the Bentley S by the Bentley R.

Like their predecessors which had only differed in outward appearance in their radiators and badging, the new models were essentially the same. The similarity went further than hitherto, however, because for the first time there were no differences technically.

The unit construction of chassis and coachwork, instead of being separate body and frame was by this time accepted by almost every other manufacturer. The Rolls-Royce Silver Cloud and Bentley S were exceptions, because they still had a separate, massive frame. Rolls-Royce had invested a huge amount of money in the development of the chassis and had achieved a rigidity which was 50 per cent higher than in the previous model.

Privately the Company was concerned that the severe corrosion they had experienced on their Standard Steel models might indicate a less than acceptable life expectancy of a chassis-less product. A unit-construction Rolls-Royce, whose vital structures shortened the car's life as a result of rusting, would damage the reputation of the company's products in a way that would be difficult to remedy.

The chief designer, J P Blatchley, had tailored a body with very attractive lines for the Rolls-Royce Silver Cloud and its sister model the Bentley S type. It was produced as a standard body by Pressed Steel and was attached to the chassis at Rolls-Royce where it was finished. Four doors eased access; they were made of aluminium which was also the material for the divided bonnet parts and the boot lid above the spacious luggage compartment.

From the very beginning an automatic gearbox, the four speed unit, was standard for the Silver Cloud and S-type. To special order, a car could be fitted with a manual gear change. This was requested only rarely, and from 1957 onward a manual gearbox was no longer offered. The optional extra most often requested was power steering.

An early Silver Cloud alongside a Rolls-Royce 'Avon' -powered Comet 4 jet airliner


Freestone & Webb built fewer bodies than the other main coachbuilders, and produced

more one off designs, of which this six-light saloon is one.