Silver Wraith
(1946-1959)
1955 Silver Wraith by Freestone & Webb
Years in production : 1946 - 59
No. made : 1,783
Engine : 6 cylinder in-line configuration.
Bore & stroke : 3 1/2" x 4 1/2"
c.c. : 4,257
Transmission : Single dry-plate clutch, 4 speed gearbox
Chassis : Pressed-steel parallel girder with channel crossmembers and cruciform bracing
Dimensions : Wheelbase 127"
Performance : Max. speed 84 mph (135 km/h)
The Rolls Royce Silver Wraith was announced in April 1946; however, a delivery date earlier than September 1946 could not be set. Production started very slowly with only one Silver Wraith being delivered in September and a second example in December.
The Silver Wraith differed from the Mark VI in that, rather than being offered as a complete car, the tradition of manufacturing a rolling-chasses only was maintained, the body being erected by a coachbuilder.
The England of the post war era had more urgent requirements than luxury motor cars. The economy had suffered and production was severely handicapped by shortages of raw materials. Further, the high priced, high quality car had become subject to a prohibitive purchase tax. To add to the misery petrol was rationed and only available on coupons.
Rolls-Royce, therefore, approached the subject of production of the Silver Wraith with not only hesitation but great care. It had been decided that Rolls-Royces and Bentleys should not continue to be built in strictly separate series. Instead, it had been agreed essential that as many parts of the chassis, engine and gearbox should be identical for the different makes and thus interchangeable. The fitted hydraulic jacks shown on the chassis drawing were never fitted. In this regard the Silver Wraith illustrated the company's new philosophy that complicated components did not belong on a chassis, which should be realiable and easy to maintain anywhere in the world.
In respect of the engine
there were no notable differences between
the Silver Wraith and the Mark VI. A camshaft
with lower lift than that of the Bentley, and a single Stromberg carburettor
instead of twin SU carburettors were the only modifications.Thus more torque
was gained at low revolutions.
One technical sophistication proved to be a shortcoming. The upper cyinder liners were polished and chrome plated. In theory this should have helped the engine in achieving extraordinary mileage. It was hoped that a rebore would not be necessary before 100,000 miles (160,000 km) was reached, which could then be carried out during a general overhaul. In practice the quality of chrome plating did not live up to expectations. Many of those engines which were used for town traffic became unserviceable after very low mileages. After a short time this problem, which was common to the Silver Wraith and the Mark VI, was solved. Cylinder lines of hardened steel with a chrome content were pressed into the engine blocks.
The price and economic conditions prevailing at the time when the new model was launched limited the production of the SilverWraith which, from 1946-59 was only 1,783 examples. These were fitted with a variety of different bodies and were the basis for new heights being reached in the craft of coach building. In the course of 1955 the Silver Wraith was equipped with an engine the capacity of which was 4,887 cc. Mixture was provided by first a single carburettor and then, from 1956, by twin SU carburettors. The need for yet more power had become inevitable because the weight of the additional equipment had eroded the car's performance. By the end of 1954 all Silver Wraiths were fitted with automatic transmission and in late 1956 power steering became an optional extra.