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.
