Rolls-Royce Silver Shadow
|Manufacturer||Rolls-Royce Ltd (defunct 1973)
|Also called||Silver Wraith II|
|Predecessor||Silver Cloud III|
|Body style||4-door saloon
|Engine||6,230 cc Rolls-Royce V8 (1965 - 1970)
6,750 cc Rolls-Royce V8 (1970 - 1980)
|Transmission||4 speed automatic
(UK only, 1965 - 1970)
3 speed automatic
|Wheelbase||119.5 in (3,035 mm) 
123.5 in (3,137 mm) (long wheelbase version, offered from 1969 and 1970 onward in US & UK, respectively)
|Length||203.5 in (5,169 mm)|
|Width||71 in (1,803 mm)|
|Height||59.75 in (1,518 mm)|
|Curb weight||4,648 lb (2,108 kg)|
The Rolls-Royce Silver Shadow is a luxury car that was produced in Great Britain in various forms from 1965 to 1980. It was the first Rolls-Royce to use a monocoque chassis, a response to concerns that the company was falling behind in automotive innovation.
To date, the Silver Shadow has the largest production volume of any Rolls-Royce.
Following in the manufacturer's tradition of building luxury vehicles, the standard wheelbase Silver Shadow measured 224 inches (5,700 mm), 4,700 lb (2,100 kg) and had a book price of £6,557 in the first year of production.
The Silver Shadow was produced from 1965 to 1976, and the Silver Shadow II from 1977 to 1980.
Initially, the model was planned to be called "Silver Mist", a natural progression from its predecessor Silver Cloud. The name was changed to "Silver Shadow" after realizing that "mist" is the German word for manure, rubbish, or dirt.
Design and engineering 
The design was a major departure from its predecessor, the Silver Cloud; although several styling cues from the Silver Cloud were modified and preserved, as the automobile had sold well. The John Polwhele Blatchley design was the firm's first single bow model. More than 50% of its predecessor had been sold on the domestic market where, by the standards of much of Europe and most of North America, roads were narrow and crowded. The original Shadow was 3 inches (8.9 cm) narrower and 7 inches (18 cm) shorter than the 1⁄2car it replaced, but nevertheless managed to offer increased passenger and luggage space thanks to more efficient packaging made possible by unitary ("monocoque") construction.
Aside from a more modern appearance and construction, the Silver Shadow introduced many new features such as disc rather than drum brakes, and independent rear suspension, rather than the outdated live axle design of previous cars.
The Shadow featured a 172 hp (128 kW) 6.2 L V8 from 1965 to 1969, and a 189 hp (141 kW) 6.75 L V8 from 1970 to 1980. Both powerplants were coupled to a General Motors-sourced Turbo Hydramatic 400 transmission, except on pre-1970 right-hand-drive models, which used the same 4-speed automatic gearbox as the Silver Cloud (also sourced from GM).
The car's most innovative feature was a high-pressure hydraulic system licensed from Citroën, with dual-circuit braking and hydraulic self-levelling suspension. At first, both the front and rear of the car were controlled by the leveling system; the front levelling was deleted in 1969 as it had been determined that the rear levelling did almost all the work. Rolls-Royce achieved a high degree of ride quality with this arrangement.
Silver Shadow II 
In 1977, the model was renamed the Silver Shadow II in recognition of several major changes, most notably rack and pinion steering; modifications to the front suspension improved handling markedly.
Externally, the bumpers were changed from chrome to alloy and rubber starting with the late 1976 Shadows. These new energy absorbing bumpers had been used in the United States since 1974, as a response to tightening safety standards there. Nonetheless, the bumpers on cars sold outside of North America were still solidly mounted and protruded 2 in (5 cm) less. Also now made standard across the board was the deletion of the small grilles mounted beneath the headlamps. Outside of North America, where tall kerbs and the like demanded more ground clearance, a front skirt was also fitted to the Silver Shadow II and its sister cars. In 1979 a limited number of Silver Shadow II cars were made to commemorate the 75th anniversary of the company and were fitted with red "RR" badges.
Long-wheelbase variant 
A long-wheelbase variant, some 4 inches longer to provide additional rear seat legroom, was offered in the USA from May 1969, and available to domestic customers from early 1970. A pilot series of ten long wheelbase cars had been built in 1967 and sold, one of them to Princess Margaret. Some long-wheelbase models were fitted with a privacy glass divider and are now highly sought-after by collectors. Outside of North America, the cars with a divider were fitted with a separate air conditioning unit mounted in the trunk - North American safety laws made this impossible, as the petrol tank would have had to be relocated. The cars with a divider lost the entire gain in wheelbase but made up for it with better privacy. The glass divider was retractable.
Silver Wraith II 
Initially, the long-wheelbase model did not have a separate name, but in 1977, with the introduction of the Silver Shadow II, the longer car was dubbed the Silver Wraith II.
The Wraith II is identified by all of alterations found on the Silver Shadow II and additionally an Everflex covered roof (also available as an option on the Silver Shadow II), a smaller rear opera-style window (some customers deleted the smaller back window: for example Joe Bamford of JCB) and different wheel covers. Some Silver Wraith IIs were also fitted with electric divisions which took up the extra four inches of leg room in the rear. Vehicles fitted with the division are now considered highly desirable.
Corniche and Camargue 
A two-door fixed-head coupe or FHC model was introduced early in 1966, followed by a convertible in 1967. There are two different versions for the coupé version, the Mulliner Park Ward and the very rare James Young version which was only built in fifty examples - 35 Rolls-Royces and 15 Bentleys. The James Young version was discontinued in 1967, leaving only the curvier Mulliner Park Ward model. In 1971 these cars were given the separate identity of Corniche (still either with Rolls-Royce or Bentley labelling), and eventually went on to outlive the Shadow by some distance with production lasting until 1982 for the coupé and 1996 for the convertible.
Another coupé variant on the Shadow platform was the Camargue, with bodywork designed by the Italian firm Pininfarina, and production running from 1975 to 1986. The Camargue had the distinction of being the most expensive Rolls-Royce, with a base price even higher than the hand-built Phantom VI limousine.
Bentley models 
A Bentley version of the Shadow, known as the Bentley T (and Bentley T II from 1977), was also made. It was mechanically identical and differed only in the badging and design of the radiator shell. The more rounded radiator also required a slightly reshaped bonnet profile. Other modifications were only slight cosmetic ones, a different front bumper and hubcaps. Engine valve covers with a "Bentley" logo were only used when the factory had them available.
The long-wheelbase version of the Bentley T did not have a separate identity and was simply called T long-wheelbase or T2 long-wheelbase. Only a very few of these were built (9 and 10 examples respectively, less than 0.4% of the total long-wheelbase production) as most limousine buyers had a preference for the more prestigious Rolls-Royce brand.
All two-door cars were also available as Bentleys. However, only one example of a Bentley Camargue was ever produced.
Shadow-based Phantom VII 
Rolls-Royce considered offering a Phantom VII model, based on the Silver Shadow, but production of the car was not pursued and no prototypes were built.
Silver Wraith II Stretch Limousine 
The Rolls-Royce factory built a special stretch limousine in 1979. It was ordered by Bhagwan Shree Rajneesh. The religious leader had a collection of over 100 Rolls-Royce cars.
Production statistics 
|Model||In production||Units sold/numbers built|
|Silver Shadow II||1977–1980||8425|
|Model||In production||Units sold/numbers built|
|Silver Shadow LWB||1969–1977||2780|
|Silver Wraith II||1977–1980||2135|
- Cardew, Basil (1966). Daily Express Review of the 1966 Motor Show. London: Beaverbrook Newspapers Ltd.
- "Recommended New Car Prices". Autocar. 124 (nbr 3656): page 537. date 11 March 1966.
- "Winged Messenger Online - FAQ". 2 August 2009. Retrieved 10 November 2009.
- "The doughty dowager comes of age". Car and Driver. 11 nbr 9: pages 45–47. March 1966.
- Bobbitt, p. 112
- "More substance for the Shadow: Long wheelbase Rolls-Royce introduced". Motor. nbr 3492: page 45. date 24 May 1969.
- Bobbitt, p. 129
- "The Rolls-Royce Photo Archive - Silver Shadow, Silver Cloud, Silver Cloud II, Silver Cloud III, Phantom, Phantom II, Phantom III, Phantom IV, Phantom V, Phantom VII, Silver Seraph, Silver Wraith, Silver Spirit, Silver Spur, Corniche, Mulliner Park Ward, James Young, Thrupp & Maberly, Brewster, Coupe, Sedan, Limousine, Landaulette, Convertible, stretched, limo, leather". Luxurycarphotos.tripod.com. Retrieved 24 October 2009.
- "Rolls-Royce Silver Shadow and Bentley 'T' series". Queensland, Australia: Rolls Royce Owners Club of Australia, Queensland Branch. Retrieved 25 October 2010.
- This article incorporates information from the revision as of 2008-02-10 of the equivalent article on the German Wikipedia.
|Rolls-Royce Motor Cars road car timeline|
|Independent||Vickers plc||VW Group||BMW|
|Twenty||20/25||25/30||Wraith||WWII||Silver Dawn||Silver Cloud||Silver Shadow||Silver Spirit/Dawn||Silver Seraph||Ghost|
|Premium||30 hp||40/50 hp (Silver Ghost)||Phantom I/II/III||Silver Wraith||Silver Wraith II||Silver Spur||Ghost Extended Wheelbase|
|Phantom IV||Phantom V/VI||Touring Limousine||Park Ward||Phantom|
|Convertible||Corniche/II/III/IV||Corniche V||Phantom Drophead|
|Coupé||Camargue||Silver Spirit Hooper 2 Door||Phantom Coupé|
- Graham Robson: Rolls Royce Silver Shadow: The Complete Story, 1998
- R. M. Clarke: Rolls-Royce Silver Shadow Ultimate Portfolio, 1999
- Bobbitt, Malcolm (1996), Rolls-Royce Silver Shadow, Bentley T-series, Camargue & Corniche (3rd (2004) ed.), Dorchester, Dorset, UK: Veloce, ISBN 1-904788-25-4