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Details
The earliest surviving and ex-Arthur Henry Briggs, Founding Director of Rolls-Royce Ltd.
1907 ROLLS-ROYCE 40/50HP OPEN DRIVE LIMOUSINE
Registration No. AK 797 (UK)
Chassis No. 60547
Engine No. 546
Green with black coachlining and green interior
Engine: six cylinders, in-line in two blocks of three, L head, 7,036cc. (429ci.); Gearbox: four-speed manual; Suspension: front, semi-elliptic leaf spring, rear, semi-elliptic with transverse rear cross leaf spring; Brakes: external contracting on rear wheels and transmission. Right hand drive.
The story of how the two most famous names in the history of the motor car became partners is well-documented, but in synopsis it was a perfect meeting of the minds of two individuals: the first, the Honourable Charles Stewart Rolls, a pioneering enthusiast of the motor car who sought to promote it and whose amateur interest progressed to a profession in importing and selling cars; his partner, Frederick Henry Royce, an engineer with business origins in the manufacture of electrical and mechanical products, whose frustration at the quality of his own car, a Decauville, and brief recession in his market in 1901-2 led him to develop a motor car of his construction.
Guided to each other by their associates, the Royce car was recommended to Rolls by Royce's third customer, Henry Edmunds, who as a Director of the company, recognised that if the Royce was to be a success, they would need a suitably good outlet for their cars. A meeting took place in May 1904, when Rolls was given the opportunity to test drive the 10hp Royce car. He immediately approved of it, realising that it would be ideal for even his most exacting clients. Of further benefit was the news that Royce had aspirations for other future models, of three, four and six cylinder cars. In the early days of motoring, the wealthiest clients sought the minimum of noise, odour, vibration and smoke from their cars and a six cylinder engine was deemed to be the epitome of such refinement. However, if the twin cylinder Royce was already this refined, it was clear that a six would be quite exceptional.
An agreement was quickly formulated for Rolls & Co. Ltd to be the sole suppliers of the Royce car. In a brilliant promotional move, which is attributed to Claude Johnson, Rolls' partner, the car was to be sold using his well known name, alongside that of its relatively unknown manufacturer. The Rolls-Royce car was born.
Late in 1904 at the Paris Salon, Rolls exhibited a 10hp car, a polished demonstration 10hp chassis and engine, a 15hp chassis, a 20hp car and a 30hp six cylinder engine, the result of frenetic activity at the Cooke St, Manchester works of Royce Ltd. From this time onwards, as the orders arrived for the new car, Rolls began to discontinue his licensing agreements to concentrate solely on the Rolls-Royce, which he and Johnson were able to sell promptly on its merits. He also worked with Johnson to promote the new marque, and to this end decided upon entering a team of two 20hp cars for the 1905 Tourist Trophy, which Royce built to a light-weight specification. Despite Rolls' Royce going out on the first lap of the Isle of Man circuit, the second car, driven by Northey, came in second place - a notable achievement which awarded the Rolls-Royce considerable acclaim and served to inspire Claude Johnson to promote the success.
1906 saw the company progress even further; later on the second TT would be won by a Rolls-Royce. But following the agreement in the Spring of a closer association between supplier and manufacturer, Rolls-Royce Ltd. was founded with capital of £60,000. Its directors were named as Rolls, Royce, Johnson and Arthur Henry Briggs. The latter was a wealthy and shrewd industrialist who had made his money in textiles, and was one of the earliest customers for a Rolls-Royce, purchasing an early (heavy) 20hp model in May 1905. He also held considerable influence within the company. At various points in its early history, Briggs is cited as being the influence on more major decisions. It was he who recommended the active campaigning of the Rolls-Royce in the Tourist Trophy race in 1905, and furthermore he keenly supported a single model policy in preference to the current company policy.
Briggs' influence continued and at the end of 1906 when Rolls sought to float the company to raise capital to build new factories solely for car production, it was he again who came to the rescue, taking the last 20 of shares necessary to secure the minimum of £50,000. It was this investment that enabled the company to press forward with their single model production of a six cylinder 40/50hp. Shortly afterwards this model would become better known as the 'Silver Ghost', after the name given to the company's own example, which Johnson and Rolls promoted. It would also be the model on which the entire reputation of the company thereafter was founded upon.
By June 1906 Briggs had purchased his second Rolls-Royce, a 30hp model built on a short chassis, and later that year, following the unveiling of the six cylinder 40/50hp at the London Olympia show, he ordered the new model. By March 1907, Briggs became the owner of the eighth 40/50hp model, chassis 60547, which, as with his 30hp, was supplied to local coachbuilders Rippon of Huddersfield to be equipped with a Landaulette body. It is uncertain how long Briggs retained his Silver Ghost for, but as a loyal supporter and enthusiast for the marque, he subsequently owned six pre-Great War examples.
The history of 60547 is documented from the company build sheets through four further owners until 1929, by which time its original coachwork had been replaced by a more modern tourer in Scotland, and it was the property of William Taylor and Sons of Glasgow. Unfortunately, no later history is known.
The car remained lost until 1986, when an Englishman, Martin Johnson was alerted to a Rolls chassis that was being used as a cart on a Derbyshire farm. It transpired that the cart had been given to the owners by the local council, and the family were loath to sell their reliable work tool! Johnson was certain that the chassis bore all the signs of being an early Silver Ghost, and after much negotiation, he acquired it. The cart was broken up and the chassis and all Rolls-Royce components, the rear axle, rear wheels and loose prop shaft had been removed. Johnson took the components to Rolls-Royce and Silver Ghost specialist Jonathan Harley, who purchased them from him.
Just 53 cars were built in the 500 series, as development was rapid as the company strived for consistent excellence in their product. Even within this series of cars there were notable advances in the way in which the chassis were built, and it was these technical differences that would prove invaluable in ascertaining precisely which chassis had been found.
The distance between the gear change gate and the rear spring bracket confirmed it to be a short chassis wheelbase example, and the cross member between the gearbox and the back of the frame being flat meant that it was a 500 series chassis dating from 1907. Mr. Harley knew that the type of rear axle that the car had was later superseded at chassis 60576, so he was confident that the remains were all early 1907. To narrow the identity down further it was the gearbox and its mountings that now received examination. The cross member that supports the rear of the gearbox was drilled for a bracket, which would have been the fulcrum for the transmission brake. This arrangement was also a very early feature, which had been used on the 20hp, 30hp and only the first eleven 40/50hp chassis - this again can be verified by transitional notes on the build sheets for 60549, 60550 and 60551 where they describe the old style brake being fitted to the first, and the new style for the next two. The owner's 30hp model was also in Mr. Harley's workshop at this time, and by marrying the bracket from this to the 40/50hp gearbox, it could be seen that it fitted perfectly, therefore this had to be one of the very first chassis which bore this feature continued from the earlier models.
At this stage the discovered chassis was limited to eleven identities, three of these were long chassis, so these could be discounted. 60551 'The Silver Ghost' was extant so that was also out of the equation.
To gain more precision, the build sheets for each possible car were examined closely, and it became evident that the chassis still bore damage that directly correlated with an accident that 547 had whilst on test. The records note, We had a lot of trouble with this chassis on test. The nut on the end of the main drive shaft on the gearbox had no split pin. It worked off this, burst the ball race covers on end of gearbox and the drum was forced up against the cross member and has been grooved slightly through the drum rubbing. Nearly 80 years later this damage was still evident.
This information tied in with other details to the chassis specification, including holes for chassis subframe mounts which were documented as having been fitted to 60547 in 1914, and a final piece of evidence in that this chassis had been marked to have lightening holes drilled in the cross members, yet these were never drilled out - the build sheets for 60547 also noted 'this chassis is not drilled'. It was proved conclusively that the chassis was not only an early 40/50hp from the 500 series, but that it pre-dated all the remaining examples extant.
Jonathan Harley was at that time busy with other projects, and 60547 had to wait its turn. In fact he was persuaded to sell the components to Jimmy Leake a noted Rolls-Royce and Silver Ghost collector, and it was from Mr. Leake that the another famed early Rolls-Royce collector, Mr. Millard Newman purchased the chassis.
On acquiring the chassis, Mr. Newman was keen to rebuild it, and following consultation with its former owner, it was agreed that such a project would only be viable if they were able to secure a 500 series engine also. With this search in mind they were directed to Adrian Garrett of New Zealand, who it was known had for many years owned the engine from what now turned out to be the previous consecutively numbered chassis, 546. The history of the engine had been well-documented, and this car had suffered the direct opposite fate to 547, having lost its chassis early on in its life. It was certain, not only from the chain of history, but also from distinctive features, that the engine was correct, and that it was as near a perfect component as one could get to begin the project.
Despite having procured the early engine, there were still many parts that needed to be replicated if the restoration was to be entirely authentic and the work was wisely entrusted to Jonathan Harley to complete. His exhaustive research into the very early Silver Ghost chassis while working on two other 500 series cars, the company's own, 551 and that of the late Rick Carroll, 553, together with a thorough inspection and rebuild of a 'heavy' 20hp, had provided him with an intimate knowledge of the details that were specific to only the early chassis. In addition he had blueprinted every component of the early chassis, enabling the reproduction of parts if necessary.
The most major component that was missing was the front axle, which had to be made complete with early fork and pin steering. By pure fortune, it transpired that a steering column on another of Millard Newman's cars, chassis no. 1574, was an anomaly and clearly dated from the early period of production, so this was removed and used for the rebuild 60547.
By 1990, the completely restored chassis re-emerged from Harley's Staffordshire workshops. There was just one exception to the specification which was not correct and that was the engine sump. For some reason despite the rest of the engine being 546, it is assumed that during Garrett's ownership this had been exchanged with that of another of his Silver Ghost engines.
Coachwork was almost as critical to the car in the Edwardian period as its mechanical aspect, so in re-constructing it, it was important that the car retain the appearance that it would have had originally. Mr. Newman was fortunate enough to source a period body in New York state which, although not identical to that which it wore originally, being a Limousine rather than a Landaulette, was certainly in keeping with the period, and shared similar characteristics with other examples built by Rippon at that time. The interior coachwork was exquisitely re-furbished by Brian Frost, (using the original trim and upholstery as patterns) with button-backed leather to the front bench seat and rear passenger compartment, all fittings were silver plated and during restoration the sensible precaution of replacing the original glass in the bodywork with safety glass was made. Another favored restorer of Millard Newman and a very well known specialist in his field was Dave Hemmings who completed the necessary repairs and paintwork to the bodywork.
One of the more novelty items fitted is the device by which the passengers can communicate with their chauffeur by simply pressing a button which relays from the rear compartment to the instrument cluster indicating to 'speed up' or 'slow down', turn left or right, named 'The Alpha Communicators'. Headlights are by B.R.C., with Ducellier sidelights, opera lights mounted on the division and a Lucas tail light to the rear. To complete the presentation, an R.A.C. badge is mounted on the radiator cap, since these cars pre-date Charles Sykes' Spirit of Ecstasy.
An accumulated knowledge over many years of Silver Ghost ownership, allowed Mr. Newman to ensure that the Rolls-Royce bear every hallmark of its year of manufacture and the charisma that these luxury cars bore.
On its completion, the car debuted at the Rolls-Royce Enthusiasts Club Annual Rally and Concours in 1991, where the result of the tireless efforts of all who worked on the car was immediately recognized. Its USA debut was later that year at the National Rally of the Rolls-Royce Owners' Club, which was held in Monterey and timed to coincide with the Pebble Beach Concours, when Rolls-Royce was a featured marque. '547' was also exhibited at the Concours and came 3rd in its class. Four years later the Silver Ghost was again exhibited at Pebble Beach when it was awarded the Charles Chayne Trophy.
Today, following ten years of careful use since its completion, the car remains in excellent order throughout, and is reluctantly offered for sale due to Millard Newman's poor health.
It is perhaps sad that neither chassis 60546 nor 60547 exist in their entirety. But in this exacting restoration, through the skill of those that worked on the car, a fifth 500 series car now exists, which is accurate in every detail. It carries some characteristics which pre-date even those that were built in the same series, and most importantly through its intriguing history can be linked to one of the founders of the Rolls-Royce company itself.
Christie's has had a long association with selling Silver Ghosts, from the collections of Raymond L. Lutgert to that of Stanley Sears. We have sold examples from each of the nineteen years that the model was built with one exception, a 1907, until now. We proudly present this exceptional motor car for sale.
1907 ROLLS-ROYCE 40/50HP OPEN DRIVE LIMOUSINE
Registration No. AK 797 (UK)
Chassis No. 60547
Engine No. 546
Green with black coachlining and green interior
Engine: six cylinders, in-line in two blocks of three, L head, 7,036cc. (429ci.); Gearbox: four-speed manual; Suspension: front, semi-elliptic leaf spring, rear, semi-elliptic with transverse rear cross leaf spring; Brakes: external contracting on rear wheels and transmission. Right hand drive.
The story of how the two most famous names in the history of the motor car became partners is well-documented, but in synopsis it was a perfect meeting of the minds of two individuals: the first, the Honourable Charles Stewart Rolls, a pioneering enthusiast of the motor car who sought to promote it and whose amateur interest progressed to a profession in importing and selling cars; his partner, Frederick Henry Royce, an engineer with business origins in the manufacture of electrical and mechanical products, whose frustration at the quality of his own car, a Decauville, and brief recession in his market in 1901-2 led him to develop a motor car of his construction.
Guided to each other by their associates, the Royce car was recommended to Rolls by Royce's third customer, Henry Edmunds, who as a Director of the company, recognised that if the Royce was to be a success, they would need a suitably good outlet for their cars. A meeting took place in May 1904, when Rolls was given the opportunity to test drive the 10hp Royce car. He immediately approved of it, realising that it would be ideal for even his most exacting clients. Of further benefit was the news that Royce had aspirations for other future models, of three, four and six cylinder cars. In the early days of motoring, the wealthiest clients sought the minimum of noise, odour, vibration and smoke from their cars and a six cylinder engine was deemed to be the epitome of such refinement. However, if the twin cylinder Royce was already this refined, it was clear that a six would be quite exceptional.
An agreement was quickly formulated for Rolls & Co. Ltd to be the sole suppliers of the Royce car. In a brilliant promotional move, which is attributed to Claude Johnson, Rolls' partner, the car was to be sold using his well known name, alongside that of its relatively unknown manufacturer. The Rolls-Royce car was born.
Late in 1904 at the Paris Salon, Rolls exhibited a 10hp car, a polished demonstration 10hp chassis and engine, a 15hp chassis, a 20hp car and a 30hp six cylinder engine, the result of frenetic activity at the Cooke St, Manchester works of Royce Ltd. From this time onwards, as the orders arrived for the new car, Rolls began to discontinue his licensing agreements to concentrate solely on the Rolls-Royce, which he and Johnson were able to sell promptly on its merits. He also worked with Johnson to promote the new marque, and to this end decided upon entering a team of two 20hp cars for the 1905 Tourist Trophy, which Royce built to a light-weight specification. Despite Rolls' Royce going out on the first lap of the Isle of Man circuit, the second car, driven by Northey, came in second place - a notable achievement which awarded the Rolls-Royce considerable acclaim and served to inspire Claude Johnson to promote the success.
1906 saw the company progress even further; later on the second TT would be won by a Rolls-Royce. But following the agreement in the Spring of a closer association between supplier and manufacturer, Rolls-Royce Ltd. was founded with capital of £60,000. Its directors were named as Rolls, Royce, Johnson and Arthur Henry Briggs. The latter was a wealthy and shrewd industrialist who had made his money in textiles, and was one of the earliest customers for a Rolls-Royce, purchasing an early (heavy) 20hp model in May 1905. He also held considerable influence within the company. At various points in its early history, Briggs is cited as being the influence on more major decisions. It was he who recommended the active campaigning of the Rolls-Royce in the Tourist Trophy race in 1905, and furthermore he keenly supported a single model policy in preference to the current company policy.
Briggs' influence continued and at the end of 1906 when Rolls sought to float the company to raise capital to build new factories solely for car production, it was he again who came to the rescue, taking the last 20 of shares necessary to secure the minimum of £50,000. It was this investment that enabled the company to press forward with their single model production of a six cylinder 40/50hp. Shortly afterwards this model would become better known as the 'Silver Ghost', after the name given to the company's own example, which Johnson and Rolls promoted. It would also be the model on which the entire reputation of the company thereafter was founded upon.
By June 1906 Briggs had purchased his second Rolls-Royce, a 30hp model built on a short chassis, and later that year, following the unveiling of the six cylinder 40/50hp at the London Olympia show, he ordered the new model. By March 1907, Briggs became the owner of the eighth 40/50hp model, chassis 60547, which, as with his 30hp, was supplied to local coachbuilders Rippon of Huddersfield to be equipped with a Landaulette body. It is uncertain how long Briggs retained his Silver Ghost for, but as a loyal supporter and enthusiast for the marque, he subsequently owned six pre-Great War examples.
The history of 60547 is documented from the company build sheets through four further owners until 1929, by which time its original coachwork had been replaced by a more modern tourer in Scotland, and it was the property of William Taylor and Sons of Glasgow. Unfortunately, no later history is known.
The car remained lost until 1986, when an Englishman, Martin Johnson was alerted to a Rolls chassis that was being used as a cart on a Derbyshire farm. It transpired that the cart had been given to the owners by the local council, and the family were loath to sell their reliable work tool! Johnson was certain that the chassis bore all the signs of being an early Silver Ghost, and after much negotiation, he acquired it. The cart was broken up and the chassis and all Rolls-Royce components, the rear axle, rear wheels and loose prop shaft had been removed. Johnson took the components to Rolls-Royce and Silver Ghost specialist Jonathan Harley, who purchased them from him.
Just 53 cars were built in the 500 series, as development was rapid as the company strived for consistent excellence in their product. Even within this series of cars there were notable advances in the way in which the chassis were built, and it was these technical differences that would prove invaluable in ascertaining precisely which chassis had been found.
The distance between the gear change gate and the rear spring bracket confirmed it to be a short chassis wheelbase example, and the cross member between the gearbox and the back of the frame being flat meant that it was a 500 series chassis dating from 1907. Mr. Harley knew that the type of rear axle that the car had was later superseded at chassis 60576, so he was confident that the remains were all early 1907. To narrow the identity down further it was the gearbox and its mountings that now received examination. The cross member that supports the rear of the gearbox was drilled for a bracket, which would have been the fulcrum for the transmission brake. This arrangement was also a very early feature, which had been used on the 20hp, 30hp and only the first eleven 40/50hp chassis - this again can be verified by transitional notes on the build sheets for 60549, 60550 and 60551 where they describe the old style brake being fitted to the first, and the new style for the next two. The owner's 30hp model was also in Mr. Harley's workshop at this time, and by marrying the bracket from this to the 40/50hp gearbox, it could be seen that it fitted perfectly, therefore this had to be one of the very first chassis which bore this feature continued from the earlier models.
At this stage the discovered chassis was limited to eleven identities, three of these were long chassis, so these could be discounted. 60551 'The Silver Ghost' was extant so that was also out of the equation.
To gain more precision, the build sheets for each possible car were examined closely, and it became evident that the chassis still bore damage that directly correlated with an accident that 547 had whilst on test. The records note, We had a lot of trouble with this chassis on test. The nut on the end of the main drive shaft on the gearbox had no split pin. It worked off this, burst the ball race covers on end of gearbox and the drum was forced up against the cross member and has been grooved slightly through the drum rubbing. Nearly 80 years later this damage was still evident.
This information tied in with other details to the chassis specification, including holes for chassis subframe mounts which were documented as having been fitted to 60547 in 1914, and a final piece of evidence in that this chassis had been marked to have lightening holes drilled in the cross members, yet these were never drilled out - the build sheets for 60547 also noted 'this chassis is not drilled'. It was proved conclusively that the chassis was not only an early 40/50hp from the 500 series, but that it pre-dated all the remaining examples extant.
Jonathan Harley was at that time busy with other projects, and 60547 had to wait its turn. In fact he was persuaded to sell the components to Jimmy Leake a noted Rolls-Royce and Silver Ghost collector, and it was from Mr. Leake that the another famed early Rolls-Royce collector, Mr. Millard Newman purchased the chassis.
On acquiring the chassis, Mr. Newman was keen to rebuild it, and following consultation with its former owner, it was agreed that such a project would only be viable if they were able to secure a 500 series engine also. With this search in mind they were directed to Adrian Garrett of New Zealand, who it was known had for many years owned the engine from what now turned out to be the previous consecutively numbered chassis, 546. The history of the engine had been well-documented, and this car had suffered the direct opposite fate to 547, having lost its chassis early on in its life. It was certain, not only from the chain of history, but also from distinctive features, that the engine was correct, and that it was as near a perfect component as one could get to begin the project.
Despite having procured the early engine, there were still many parts that needed to be replicated if the restoration was to be entirely authentic and the work was wisely entrusted to Jonathan Harley to complete. His exhaustive research into the very early Silver Ghost chassis while working on two other 500 series cars, the company's own, 551 and that of the late Rick Carroll, 553, together with a thorough inspection and rebuild of a 'heavy' 20hp, had provided him with an intimate knowledge of the details that were specific to only the early chassis. In addition he had blueprinted every component of the early chassis, enabling the reproduction of parts if necessary.
The most major component that was missing was the front axle, which had to be made complete with early fork and pin steering. By pure fortune, it transpired that a steering column on another of Millard Newman's cars, chassis no. 1574, was an anomaly and clearly dated from the early period of production, so this was removed and used for the rebuild 60547.
By 1990, the completely restored chassis re-emerged from Harley's Staffordshire workshops. There was just one exception to the specification which was not correct and that was the engine sump. For some reason despite the rest of the engine being 546, it is assumed that during Garrett's ownership this had been exchanged with that of another of his Silver Ghost engines.
Coachwork was almost as critical to the car in the Edwardian period as its mechanical aspect, so in re-constructing it, it was important that the car retain the appearance that it would have had originally. Mr. Newman was fortunate enough to source a period body in New York state which, although not identical to that which it wore originally, being a Limousine rather than a Landaulette, was certainly in keeping with the period, and shared similar characteristics with other examples built by Rippon at that time. The interior coachwork was exquisitely re-furbished by Brian Frost, (using the original trim and upholstery as patterns) with button-backed leather to the front bench seat and rear passenger compartment, all fittings were silver plated and during restoration the sensible precaution of replacing the original glass in the bodywork with safety glass was made. Another favored restorer of Millard Newman and a very well known specialist in his field was Dave Hemmings who completed the necessary repairs and paintwork to the bodywork.
One of the more novelty items fitted is the device by which the passengers can communicate with their chauffeur by simply pressing a button which relays from the rear compartment to the instrument cluster indicating to 'speed up' or 'slow down', turn left or right, named 'The Alpha Communicators'. Headlights are by B.R.C., with Ducellier sidelights, opera lights mounted on the division and a Lucas tail light to the rear. To complete the presentation, an R.A.C. badge is mounted on the radiator cap, since these cars pre-date Charles Sykes' Spirit of Ecstasy.
An accumulated knowledge over many years of Silver Ghost ownership, allowed Mr. Newman to ensure that the Rolls-Royce bear every hallmark of its year of manufacture and the charisma that these luxury cars bore.
On its completion, the car debuted at the Rolls-Royce Enthusiasts Club Annual Rally and Concours in 1991, where the result of the tireless efforts of all who worked on the car was immediately recognized. Its USA debut was later that year at the National Rally of the Rolls-Royce Owners' Club, which was held in Monterey and timed to coincide with the Pebble Beach Concours, when Rolls-Royce was a featured marque. '547' was also exhibited at the Concours and came 3rd in its class. Four years later the Silver Ghost was again exhibited at Pebble Beach when it was awarded the Charles Chayne Trophy.
Today, following ten years of careful use since its completion, the car remains in excellent order throughout, and is reluctantly offered for sale due to Millard Newman's poor health.
It is perhaps sad that neither chassis 60546 nor 60547 exist in their entirety. But in this exacting restoration, through the skill of those that worked on the car, a fifth 500 series car now exists, which is accurate in every detail. It carries some characteristics which pre-date even those that were built in the same series, and most importantly through its intriguing history can be linked to one of the founders of the Rolls-Royce company itself.
Christie's has had a long association with selling Silver Ghosts, from the collections of Raymond L. Lutgert to that of Stanley Sears. We have sold examples from each of the nineteen years that the model was built with one exception, a 1907, until now. We proudly present this exceptional motor car for sale.