Rolls-Royce Motor Cars PressClub · Article.
MODELS OF THE MARQUE – THE 1960s: THE ROLLS-ROYCE SILVER SHADOW
06.11.2024 Press Release
The seventh instalment in the ‘Models of the Marque’ series highlights Silver Shadow. A pivotal model in the Rolls-Royce story, the Silver Shadow marked a decisive shift away from traditional rolling chassis and coachbuilding to monocoque construction, and was the first Rolls-Royce to be offered only as a complete motor car.
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This article in other PressClubs
- A brief history of the Rolls-Royce Silver Shadow, launched in 1965
- At launch, the most technically advanced motor car in the world
- First Rolls-Royce to be offered only as a complete motor car, representing a decisive shift to monocoque construction
- Today, Silver Shadows can still be seen wafting along Rodeo Drive, Champs-Élysées, Sheikh Zayed Road, New Bond Street and other prestigious haunts in the world’s great cities
- Seventh in a series celebrating landmark models from the marque’s history
- Part of a year-long retrospective in honour of the 120th anniversary of the first meeting between Henry Royce and The Hon. Charles Stewart Rolls in 1904
“Silver Shadow is a pivotal model in the Rolls-Royce story. It
marked a decisive shift away from traditional rolling chassis and
coachbuilding to monocoque construction, and was the first
Rolls-Royce to be offered only as a complete motor car. At the time
of its launch in 1965, Silver Shadow was the most technically
advanced motor car in the world, and its underlying design was
enormously influential on Rolls-Royce models that followed it.
Created by the legendary John Blatchley, it was originally intended
to have a 10-year lifespan: in the end, it underpinned models
including Silver Spirit and Corniche right up until the late 1990s.
Sixty years on, it has become a true modern classic, fondly
remembered by those who knew it at the time, and increasingly
popular with a new generation of Rolls-Royce enthusiasts, owners and collectors.”
Andrew Ball, Head of Corporate Relations & Heritage,
Rolls-Royce Motor Cars
In February 1954, senior engineers at Rolls-Royce
were already thinking about the replacement for Silver Cloud – even
though Silver Cloud itself was still being finalised and would not
actually be launched until the following year.
The reason was simple; times were changing, and the company
could foresee that, in the future, owners would want motor cars that
were more compact overall, but not to the point of sacrificing
interior space. This was extremely difficult to achieve using the
traditional technique of mounting coachbuilt bodywork on a rolling
chassis; the construction method used for every Rolls-Royce motor car
since 1906. The engineers knew that the answer lay in monocoque
construction, where the body and floorpan are integrated into a single
‘unibody’, with the suspension and other mechanical components carried
on the front and rear subframes.
Work on the new design began in earnest in 1958, with two
experimental models: one with a 126-inch (317.5cm) wheelbase, of which
only three were built, and another 6.5 inches (16.51cm) shorter. They
soon realised that the smaller version was the way forward and it
entered full development under the codename ‘SY’. It was this
shorter-wheelbase version that would become the new model, named
Silver Shadow, which made its debut in 1965.
Silver Shadow’s broad concept and detailed design were the work
of chief styling engineer John Blatchley, who had joined Rolls-Royce
in 1940 from coachbuilder Gurney Nutting. His unenviable brief was to
produce an up-to-the-minute design that could also remain in
production for up to 10 years, to recoup the high tooling costs
associated with monocoque construction.
His task was complicated further by the fact that Silver Shadow
was, by some distance, the most technically advanced car in the world
at that time. Indeed, it ranked alongside the Silver Ghost and Phantom
III – and Ghost in the modern era – as the most radical advance in
design in any single Rolls-Royce model.
Although the engine and its Hydramatic four-speed automatic
gearbox were carried over from the preceding Silver Cloud III,
practically everything else about Silver Shadow was new. The most
obvious innovation was the three-box bodyshell which, despite being
much smaller, offered increased interior passenger space, a larger
fuel tank and greater luggage capacity than Silver Cloud.
Comfort, handling and quietness were also substantially
enhanced. This was due to the monocoque body’s higher torsional
rigidity, and the Vibrashock mountings that isolated the subframes
from the bodyshell, reducing noise, vibration and harshness
transmitted from the road surface. Other ‘firsts’ included four-wheel
disc brakes, hydraulically operated, self-levelling independent rear
suspension, and electrically operated gear-change selector and
front-seat adjustment.
The designers understood that there would still be a market for
a ‘sportier’ version of Silver Shadow. However, since they were not
prepared to deviate from the monocoque form that gave the bodyshell
its strength and structural integrity, they could not leave this to
the few remaining independent coachbuilders. Their solution was to use
their own in-house coachbuilders, Mulliner Park Ward Ltd, to assemble
and finish bodyshells specially prepared by the suppliers, Pressed
Steel Company Ltd. The resulting fixed-head two-door saloon and
drophead coupé models were introduced to the public in 1966.
Further technical changes followed in 1968, when the four-speed
Hydramatic gearbox was superseded by the three-speed GM400 with a
torque convertor. At the same time, the suspension, which had proved
admirably suited to American roads, was stiffened slightly to better
reflect European conditions, in what owners everywhere judged a
pleasingly excellent solution.
The Belgian author and motoring journalist Paul Frère
(1917–2008), who also won the 24 Hours of Le Mans, described one
memorable drive in a Silver Shadow. “I did the trip from Brussels to
Monaco in one day. It felt strange speeding down the Autoroute at 110
mph with no noise coming from the engine or road, and the air
conditioning keeping the temperature inside the car perfect. On
reaching Monte Carlo, one impression of the Silver Shadow was
dominant. I was fresh, relaxed and not in the least bit tired – a
remarkable tribute to a car after having driven 700 miles.”
In 1969, Rolls-Royce began offering Silver Shadow in
long-wheelbase form, with and without divisions, and mostly with a
smaller rear window. These were created by Mulliner Park Ward, who
simply cut the standard bodyshells in half and lengthened them by 4.5
inches (11.43cm) to increase rear passenger legroom.
1971 marked a key juncture for Rolls-Royce. Its motor car and
aero engine activities were split into two separate entities, a
distinction that remains to this day, with Rolls-Royce Motor Cars a
wholly-owned subsidiary of BMW Group, and entirely unrelated to
Rolls-Royce plc. In what were economically uncertain times, the
automotive division made a bold move by announcing improved Mulliner
Park Ward motor cars, still based on the original SY design, under the
name Corniche. Their final iteration, Corniche Series IV, ceased
production in 1995.
By 1977, Silver Shadow had evolved sufficiently to warrant its
formal redesignation as Silver Shadow II. This was more of a ‘driver’s
car’, with revised suspension settings, rack-and-pinion steering and a
cleaner, more efficient exhaust system. All occupants benefitted from
improved ergonomics and an advanced split-level air conditioning
system, with controls housed in a completely new fascia. These Series
II motor cars were easily identified by their large-section black
polycarbonate bumpers required by regulators in the United States;
outside the US, Silver Shadow II sported a full-width front spoiler –
which Rolls-Royce termed an ‘anti-lift panel’ – for added
straight-line stability at speed. As Series II cars, the
long-wheelbase Mulliner Park Ward variants were designated Silver
Wraith II.
Silver Shadow was finally replaced in 1980 by Silver Spirit –
essentially the same SY floorpan and mechanics with restyled bodywork
– which remained in production until 1997. The SY design had thus
proved so enduringly successful, it served Rolls-Royce for more than
three times the 10-year lifespan originally anticipated for it. While
precise figures are impossible to come by, it is generally accepted
that some 37,000 Silver Shadows and Corniches were built, making it
the most successful design in the company’s history prior to the
contemporary Goodwood era. Even today, nearly 60 years on, Silver
Shadows can still be seen wafting along Rodeo Drive, Champs-Élysées,
Sheikh Zayed Road, New Bond Street and other prestigious haunts in the
world’s great cities.