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A X20l T h e R e s t o r at i o n 1989-90

Bernard Preston 1

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AX20I T h e R e s t o r at i o n 1989-90

Written by Bernard Preston in assocaition with Andrew Wood and Alan Hobbs © 2026 Bernard Preston Published in the UK by Bernard Preston ISBN 978-1-0369-5122-1 All rights to the content of the book belong to Bernard Preston and cannot be reproduced or copied without permission of the publisher.

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form, or by any means, mechanical, electronic, photocopying, recording, or otherwise without the written consent of the author, nor be otherwise circulated in any form of binding or cover other than that which it is published and without a similar condition being imposed on the subsequent purchaser.

The opinions expressed within are those of the author and editor.

A catalogue record for this book is available from the British Library.

All photographs and drawings by permission of ??

Formatted, printed and bound by www.beamreachuk.co.uk

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T h e S i lv e r G h o s t

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The Rolls-Royce Silver Ghost AX201 and the AUTOCAR The Rolls-Royce Silver Ghost AX201 at the Cat and Fiddle, near to Buxton, on its way to Glasgow and then on to compete in the Scottish Reliability Trial. Claude Johnson at the wheel, in 1907. AX192, in the picture, was driven by Mr Harry J Swindley a journalist from the AUTOCAR, a motoring journal of the time, which is still a weekly publication today . He drove the complete journey, including the Reliability Trial, in AX192. He accompanied both Claude Johnson, driving AX201, and Charles Rolls in a second 40/50hp AX205. He took part in all activities associated with the Trial and then drove with them all the way back to the RAC Club in London. He wrote enthusiastically about the Silver Ghost, and his escapades with Claude Johnson and Charles Rolls, in an article in the AUTOCAR. Comments courtesy of the Autocar

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This famous picture shows Claude Johnson storming up ’Rest and be Thankful’ on the Scottish Reliability Trial in 1907. After returning to London, Claude Johnson then set about beating the long distance reliability record. AX201 then journeyed between London and Glasgow, 27 times, night and day. Claude Johnson and Charles Rolls drove for the early trips, but then a team of drivers took over, including Eric Platford and Alec McCready.

As the trial was coming to an end Claude Johnson sent a telegram to the AUTOCAR, ‘All going well. The Silver Ghost will beat the world’s reliability record in the early hours on Friday morning next. Will you come? I shall be driving.’ Accordingly, Harry J Swindley from the Autocar, driving another 40/50 provided by the company, drove to meet Claude Johnson and accompanied him to the end of the trial. It is said that Lord Northcliffe, proprietor of the AUTOCAR, possibly encouraged by Harry J Swindley, then called the Silver Ghost AX201, “The best car in the world”

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AX20I T h e R e s t o r at i o n 1989-90

Bernard Preston In Association with

Andrew Wood and Alan Hobbs

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Contents The Author

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Forward

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Introduction

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Bernard Preston - Personal Notes

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Chapter 1

Preparing the Ground

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Chapter 2

The Years before Restoration

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Chapter 3

The Realisation that AX201 was Broken

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Chapter 4

Building the Case

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Chapter 5

Originality

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Chapter 6

The First Shock

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Chapter 7

The Second, even Bigger Shock

Chapter 8

More Flying Visits

The Making of AX201 Chapter 9

Alan Hobbs - The S C Gordon Ltd., story

Chapter 10

Andrew Wood - The P & A Wood story

Chapter 11

Reunited - Back as One.

Chapter 12

The Silver Ghost Charity Tour Appendix

More about the Author

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This book is dedicated to the memory of that most famous, enigmatic and brilliant engineer, Sir Henry Royce. Henry Royce was the inspiration and driving force behind the creation of the Rolls-Royce 40/50 hp car which became renowned for its attribution as ‘The Best Car in the World.’

It is also dedicated to Claude Johnson, known as ‘The Hyphen’, in the name Rolls-Royce. Johnson used his supreme organisational, marketing and business skills to realise the potential of the 40/50 hp, and through it create the great Engineering Company we know today. Lastly, it is dedicated to The Honourable Charles Rolls who sought out the northern engineer Henry Royce, in order to establish a partnership and marriage to build the best car in the world. In doing so, they established the now world-famous Company, Rolls-Royce Ltd. This book tells the story of the great motor car these three famous men created, the Rolls-Royce Silver Ghost AX201, and how it came to be restored in 1989/90.

We also must not forget the modern men, Paul Wood, Andrew Wood and Stuart Gordon, who with their teams were able to restore AX 201, the Rolls-Royce Silver Ghost, to the same exacting standards as those followed by the original engineers and coachbuilders.

Stuart and Paul so unexpectedly have left us. We honour their lives and outstanding contribution to the success of Rolls-Royce and Bentley Motor Cars, and to the superlative restoration of this world-famous motor car that became known as ‘The Best Car in the World.’

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The Author I joined Rolls-Royce as a 15 year old apprentice in 1953. I started as an office boy, served my apprenticeship and went on to do my National Service in the Royal Electrical and Mechanical Engineers.

On returning to RollsRoyce and Bentley I began a steady rise through the ranks, mainly in the service department, before becoming the Product Planning Director in 1985. I then became the Director of UK Operations.

In this latter role, I was responsible for the restoration of the Silver Ghost, and this book tells the story.

Thank you to everyone listed below for your encouragement, support, suggestions, alternative approaches, and for reading the early and later drafts.

Sir Michael Kadoorie Andrew Wood John Ashford Alan Hobbs Marinus Rijkers Roy Dempsey Hugh Hadland Mark Luscombe Simon Curzon Stephen Smith Warren Allport Mermie Karger

Whilst being the principal author, the book could not have been written without the help, support and knowledge of Andrew Wood. It was Andrew’s intervention that prompted the restoration to be considered in the first instance. The Company and I owe him our thanks for his knowledge, foresight and courage.

And very special thanks to:My wife Irene My son Mark My son David.

Later, as the Director of Quality, I was responsible for the restoration of one of the first Rolls-Royce cars to be produced, the Rolls-Royce 10 hp SU13, (known affectionally as Suzie), again with the support of Andrew Wood.

I began my retirement on the day the Company was taken over by the Volkswagen Group in June 1998.

And a very special thank you to my former colleague, David Preston, who helped with stories, pictures, and gave his time to sort photos and offer advice.

David was the driver and keeper of AX201 at Crewe for ten years.

Throughout my career I sought to remember the three great men who founded the Company, and I took actions to make sure that the heritage of Rolls-Royce and its principles played their part in latter day motor car operations.

The last office boy to become a director of Rolls-Royce and Bentley Motor Cars. xi

F o rwa r d I am very conscious that the stewardship of AX201 is both a privilege and a responsibility, a piece of automotive heritage which resonates with every Rolls-Royce enthusiast and child alike.

This car, the original Silver Ghost, was re-acquired by Rolls-Royce in 1948, and it became an iconic and much-loved ambassador for the marque: indeed, I recall seeing it when it visited Hong Kong in the 1990s.

Just prior to that, the car had been restored by P & A Wood and S C Gordon Coachworks under the aegis of the then Rolls-Royce Director of UK Operations, Bernard Preston. His vision gave it a new lease of life, and we owe him a dept of gratitude that this finest of Rolls-Royce ambassadors continues to perform with elegance and aplomb well into the 21st Century.

I have always believed that cars are to be driven, and AX201 has given many miles of motoring pleasure. During one recent outing on a lovely summer’s day in the Cotswolds, I came to a T-junction opposite a pub.

While waiting for the traffic to clear, the patrons in the garden stood up as one and applauded the Silver Ghost, a touching appreciation of its unique heritage and appeal.

That it can still be driven in modern traffic is testament to those who have undertaken its restoration, maintenance, and repair. For many years this has been the responsibility of P & A Wood, a role they have performed with competence and sensitivity, both keeping the spirit of the car alive and also ensuring that its mechanics are in first class working order.

AX201 will no doubt continue to give great pleasure for many decades to come… ‘The Best Car in the World’.

The Hon Sir Michael Kadoorie.

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I n tr o d u ct i o n The story of the restoration of the Company’s historic 1907 Rolls-Royce Silver Ghost, AX 201, chassis number 60551, is a fascinating one. As the Company Director responsible for the restoration, it was time to tell the story whilst the memories of the people involved remain intact. The Silver Ghost, famed for completing the 1907 Scottish Reliability Trial and the 15,000 mile non-stop run between London and Glasgow, was feeling it’s years. It was therefore decided in 1989 to undertake a major restoration.

Rolls-Royce, chassis number 60551 with the registration AX201, is the only RollsRoyce that can truly be called the Silver Ghost. All the other 40/50 cars were later called Silver Ghosts by clients and others because of the fame of AX201. It was also to distinguish them from the Phantom launched in 1925.

How this came about, and the people involved, is the subject of this story.

The Silver Ghost AX201 was a hard-used motor car, travelling the world to promote the Company’s motor cars and products. Before 1983, no dealer in the Authorised Rolls-Royce and Bentley Dealer Network had the necessary skills to undertake the restoration.

Unknowingly, however, and for quite different reasons, steps were taken in 1983 to bring dealers who had the necessary skills into the Official Dealer Network. This story explains how it came about. It also explains how we discovered the extent of the work necessary to carry out the restoration. It then tells how this was done by the Company with its chosen restorers. The story is a mixture of the author’s memories when managing the project, with perspectives from those directly involved in the restoration. It deals with making the case for the restoration, the actual work involved and culminates in the John O’ Groats to Land’s End Charity Run to celebrate the completion of the restoration.

Whilst conducting research to write the book I came across a number of photographs from the early years at Cooke Street in Manchester and Nightingale Road in Derby. I have included them as they tell a wonderful story of those early years of Roll-Royce Motor Cars.

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Bernard Preston – Personal Notes

I worked at Rolls-Royce and Bentley Motor Cars in Crewe for 46 years from 1953 until I retired on 1 June 1998. I was sixty years of age, and it was the day the Company was taken over by the Volkswagen Group.

The story is well known, Rolls and Royce meeting at the Midland Hotel in Manchester in 1904 and agreeing to build and sell cars under the name of Rolls-Royce. The story has been written about in many books, articles and extensively in Wikipedia. As the person who became responsible for the renovation of the Silver Ghost AX201 in the late nineteen eighty’s, I wanted to add some personal notes as a prelude to the story of the restoration of this wonderful motorcar. My notes are intended to give readers a better understanding of some of my experiences during a forty-six year career with the Company.

Whilst there were days or periods which were stressful or anxious I, nevertheless, enjoyed every minute, Of every hour, Of every day, Of every week, Of every year, the Company employed me.

My career in the Company started as an office boy and then an apprentice. Henry Royce became my first hero. In 1953 there was still a strong spirit of Royce in the factory. He was often spoken about in reverential terms by some of the engineers and skilled men who were teaching me my trade. I remember three particular occasions very clearly.

I worked with some wonderful people, drove and was involved with some fantastic motor cars, and had some amazing experiences with more extraordinary people. I worked extremely hard for the Company that I loved for all those years. I was a Rolls-Royce man, through and through, and exclusively, a Crewe factory man. Royce’s (as it was known) was my home for 46 years and I was immensely proud of it.

The first was when I was being trained as an apprentice in the machine tool repair department. I was put to work with Jack Caines on the automatic machine bay. Sid Slaney was the machine tool superintendent, and he always sought to encourage the apprentices.

One day I was working with my fitter on a complex automatic machine when Mr Slaney came along. He explained to me that the ability to repair machine tools was especially important to the Company, as the machines had to produce components to the very high standards set by Henry Royce. He explained that to maintain the machines was the most highly skilled fitting job in the company. He then personally showed and taught me how to scrape a machine bed, with beautiful feather scrapes, using engineers blue and standard room gauges.

This book, however, is about one amazing motor car, AX201, and the joy and wonderful times I had with it.

The Rolls-Royce Silver Ghost, Chassis Number 60551 and Registration AX201, is probably the most famous motor car in the world. It was imagined, designed, and built by Henry Royce, marketed by Claude Johnson, and sold by the Honourable Charles Rolls. This triumvirate of great men created the Company that became known for the excellence and quality of its products throughout the world. Others called The Silver Ghost ‘The Best Car in the World’, and Rolls-Royce became the superlative attributed to other products such as - the Rolls-Royce of [vacuum cleaners, bicycles etc.]

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What he was really trying to do was to encourage and persuade me to stay on as a machine tool fitter at the end of my five years of training.

I had expressed a preference to go back to the car side after my spell in machine tool repair. I rejected his overtures and went back onto the car side.

The second occasion was when I was working in Product Development under Fred J Hardy (FJH). Fred was one of two brothers, with Bill Hardy, Fred’s older brother, being the Chief Designer at the time.

As a young apprentice I was asked to work on the bolt-breaking test rig. We were evaluating one and a half inch long, quarter inch diameter bolts: comparing bolts made in our own machine shop with ones made by GKN. The test rig comprised two convex plates bolted together with the bolts on test. An electric motor drove one end of the rig, and a spring balance applied a set load to the other end. A rev-counter was used to record how long each bolt lasted on the test.

When the bolt failed it went off with a huge clang, and everyone in the workshop cheered. On one occasion, Fred Hardy was in the shop, and on hearing the clang and laughter, I saw him smile and then he came over to me. In his low, gravelly voice, he explained how Henry Royce tested important components to destruction. He would then find out how they had failed. Once he knew how a component had failed, he could then develop means to improve it. Fred explained that fixing bolts were a critical component, and what we were doing was exactly what Henry Royce would have done. I remember that conversation as if it were yesterday.

A relaxed Henry Royce, foot on the stepping board of a Goshawk cabriolet, discussing issues with colleagues Charles Jenner and Arthur Elliot

I started to reflect on a most remarkable man. A man whose vision, energy, determination, quite brilliant management and organisational skills, charted its course. This man, Claude Johnson, became my second hero. I believe that, without Johnson’s marketing and business acumen, the Company would not have developed in the way it did.

Interestingly, while the spirit of Henry Royce was present in the factory during my early days, the name Johnson was never ever mentioned.

The third occasion was when I was working on the engine line, weighing conn-rods to ensure a uniform set of six for the S series engine. My fitter remarked in typical workshop language, and with an intense look, that Royce would have made sure all six were exactly the same weight, absolutely no f…ing discrepancy. This may sound rather low key now, but I can tell you that the language used, and the look given, was more severe than described here. It made me feel that I would get the sack immediately if I got it wrong.

Later in my career, after being in the Service Department and responsible for World-Wide Service, I became Director of Product Planning, and shortly afterwards, Director of UK Operations. Conduit Street was my London home and office. I walked in the footsteps of Charles Rolls, Claude Johnson, David Plastow, and many other great men. What an honour! Imagine, if Charles Rolls had not lost his life so early, what an even more powerhouse group of men they would have been in those early days of motorcars and aircraft.

As I learned more of the history of Rolls-Royce, in particular how this small Company grew from its infancy into a major world player,

As Product Planning Director my role was to look forward to the product range beyond the cars we were producing at that time. I felt

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that to look forward it was important to look back first. In doing so, to understand how all the previous cars the Company had produced had been devised, planned, engineered, and then marketed.

Of course, the first car I looked at was the Silver Ghost. The thing that interested and intrigued me was how Claude Johnson, as the Commercial Managing Director, was able to influence Henry Royce into creating a larger six-cylinder car than the 30 hp already in production.

Then, later, how he brought about the major product planning decision to produce only one type of motor car, the 40/50 hp. This, seemingly, as a result of informal conversations. I have many books on the early history of Rolls-Royce and of Claude Johnson. It is said that the decision was made at a board meeting. However, I cannot find any reference to the details of this board meeting, or any formal decision making process in which this new car was discussed and agreed. For example, I cannot believe Charles Rolls acquiescing so readily to only one car.

Charles Rolls loved the 20 hp. Here he is competing hard to win. Isle of Man Tourist Trophy 1906.

A good account comes from books by W J Oldham…. ‘The Hyphen in Rolls-Royce’ and ‘The Rolls-Royce 40/50 hp, Ghosts, Phantoms and Spectres’. I also loved Peter Reese’s brilliant book…. ‘Sir Henry Royce, Establishing Rolls-Royce from Motor Cars to Aero Engines’. The detail and research were truly outstanding, adding elements, and reminding me of things that I had forgotten.

It seems Charles Rolls was keen on the 20 hp, as he had considerable competitive success with the car, both here and in the USA. Claude Johnson liked the six cylinder 30 hp but felt it could be improved. Henry Royce was at his most prolific, having designed four motor cars and a V8 engined car all in three years. As a great engineer and relatively new to motor car design, he was just itching to do more; improve the cars in production and create new models. Claude Johnson, who was already a motor industry expert, with more knowledge than most, then suggested a larger car. An inspirational idea; something bigger and better than anything else on the road or produced by any other manufacturer.

These books and notes, together with my own knowledge from fortysix years with the company, lead me to believe that it was an informal conversation between the three men that contributed to the decision to build the 40/50 hp. Then, later, when Claude Johnson realised what a superb car it was; it was he who proposed to the board that they build only one car. The quality of the 40/50 had set his creative juices flowing. It has been suggested that the decision was made to simplify the manufacturing process - fewer models, less complexity.

It all makes good business and manufacturing sense, but I do not believe that it was the real reason.

A true visionary leader’s suggestion and a marketing man’s dream.

Henry Royce agreed, because it was also his ambition to build a car larger than the 30 hp. He was very happy to go along with the idea to develop a larger six- cylinder car. The idea was born, and the 40/50 hp Rolls-Royce was devised, designed, engineered and built. The 12th car

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royalty, aristocrats, potentates and wealthy individuals from all levels in society.

The car set new lofty standards of excellence, silence, and reliability in motor car design and manufacture. This car, the 40/50 hp Rolls-Royce, set such high standards that other manufactures of the time were forced to follow. However, with Henry Royce’s philosophy of continuous improvement, the 40/50 hp’s technical advantage continued for many years.

This informal approach soon became formal with Royce and his team designing improved features, new cars and then aero engines.

First in Cooke Street and Derby, and then, after ill-health, in the South of France at Le Canadel. The First World War forced him to return to England and to the Dover area.

Later he found West Wittering, and after the war ended his design work took him to West Wittering in the summer and Le Canadel in the winter.

Claude Johnson in the driving seat. With the team for the Reliability Trial 1907.

off the production line, chassis number 60551, on Claude Johnson’s instructions was painted bright silver with silver plated fittings. The name ‘The Silver Ghost’ was emblazoned on the bulkhead.

The designs they produced at distance were then translated into detail drawings back in Derby. It was there that everything required to build a new feature, or new car, was detailed and production engineered using further teams of brilliant designers and engineers.

They translated the ideas coming from Royce and his designers into the detail processes required for the designs to be built. I find it extraordinary that this distant design process worked as well as it did - the original WFH (working from home) scenario. Imagine, cars designed in France, detailed, production engineered, developed and then built in Derby, all in 1906/7. This distant process then generating motor cars that earned a world-wide reputation for quality and reliability. Quite extraordinary, but a remarkable success!

This car became the vehicle to power Johnson’s visionary promotional ideas to demonstrate the sublime qualities of the 40/50 hp. I personally believe, from what I have read and from my own experiences in the company, that Johnson soon realised what a wonderful car Henry Royce had created. He could then see, in his visionary mind’s eye, how he could create, with Royce’s design genius, a great motor car and engineering company. Johnson had that ability to see beyond the here and now, and where, with judicious planning, he could see what the future might hold. I witnessed the same thing with Peter Ward during my years with him.

Thus, from a seemingly informal conversation, one of the most significant motor cars in history came into being, sought after by

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and to represent Rolls-Royce. A big thumbs up from Peter Ward. I felt that we had paid a retrospective, and proper tribute, to The Hyphen.

Claude Johnson was an organisational genius, and Henry Royce was one of the most revered and brilliant engineers in the world. It was this inspirational partnership which led to Royce’s design and engineering approach on both cars and aeroengines. It determined the way the Company developed. Royce designing the cars and engines: Claude Johnson organising the means by which these designs could be engineered and manufactured. And all this to a standard of quality and reliability that was way ahead of its time.

See more about Claude Johnson in a later section, ‘The Making of AX201’.

However, now let me get back to the early years of the Company.

Following the huge success of the first aero engine, the Eagle, during the 1914 - 1918 War, attention returned to cars. Royce and his design team were then responsible for the six-cylinder twenty. This was a smaller Rolls-Royce but built to the same standards as the 40/50 hp.

Then came the Phantom motor cars, as well as the Hawk, Kestrel, Buzzard, and ‘R’ aeroengines. The last named one, the ‘R’ engine, was unquestionably one of his greatest achievements, powering the seaplanes that won the Schneider Trophy in 1929 and 1931.

As a personal aside, I always felt annoyed that Claude Johnson was never given the same respect or credit as Rolls and Royce for the success of the Company. During my career l always sought to pay him proper respect but never seemed to get much chance.

In my later years, as Director of UK Operations, I got the opportunity to pay a proper tribute to Claude Johnson. We were launching the Silver Spirit II in the UK at the Turnberry Hotel in Ayrshire. After the formal dinner there is usually some form of entertainment, and I chose to pay a tribute to Claude Johnson. We engaged Jon Rollason, an actor and scriptwriter, to produce a short play about Johnson as The Hyphen, and the role he played in the early years of the Company. A huge amount of research was done into Claude Johnson’s career, starting when he was at the RAC and running through to Le Canadel and the distant design process. Much of it into his character, personal traits and mannerisms. Jon produced a wonderful script, about thirty -five minutes long. Glyn Houston, a famous Shakespearian and TV actor, was engaged to play Claude Johnson. A theatrical set was arranged in the hotel dining room with statuettes of Rolls and Royce on each side.

The ‘R’ engine laid the groundwork for the famous Merlin engine which contributed to him being awarded a baronetcy. Even though his health was failing, and at 74 years of age, he then laid out all the key mechanical details of the next major new car, the Phantom III. Henry Royce died in early 1933 and never saw his designs for the Phantom III realised. Royce was never replaced as Chief Engineer, but his engineering-led approach was by now ingrained in the company; it continued during the pre-war years, driven by Earnest Hives, later Lord Hives, and many outstanding brilliant engineers.

Post war, the philosophy and engineering approach continued with Chief Engineer Harry Grylls, referenced Gry. Harry Grylls was another revered engineer and was held in high esteem by all the other senior engineers in the Company, as I can attest to personally.

I was concerned as to how this piece of entertainment would be viewed by both the dealers and the Board of Directors who were all present. On the night, Glyn Houston stole the show. He told the story of the early years, speaking to Rolls and Royce in turn, and then speaking and engaging the audience in brilliant fashion. What a triumph! Richard Martin, the CEO of the largest dealer network in the UK at the time, commented that he had been to California, South Africa and the South of France many time to attend car launches, but that this was the best. It made him feel immensely proud to be British

After the war, Crewe was chosen to be the motor car manufacturing centre, and all activities became concentrated on Crewe. In the early 1960’s the Service Department was relocated from Hythe Road in London to Crewe, with Stanley Bull becoming Service Director. SB, as he was referenced, created a Service Engineering Department and I became part of it. Stanley Bull had joined the company in 1919, and

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This famous picture, painted by Stan Kaminski, shows Henry Royce on the beach at West Wittering. With his stick he is sketching the outline of the world beating ‘R’ engine which powered the Schneider Trophy winning aircraft. The seaplane, designed by Reginald Mitchell, won the trophy three times. It won the trophy outright on the third occasion in1931. Ernest Hives is looking out, with designers Lovesey and Routledge on each side. Routledge designed the Napier Lion engine under the guidance of Arthur Elliot, who later became Henry Royce’s Principal Chief Design Assistant.

The Company commissioned this picture to be used in an historical article in the dealer magazine.

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from what I gathered from him, had worked mainly in the engineering department. He became a Technical Production Engineer and then a Service Engineer. During the war years he was responsible for the repair of Merlin engines. In 1947 he had become the General Service Manager at the Hythe Road Service Centre in London.

Although Service Director at Crewe, he was still very much a service engineer at heart, and when he could he liked to get away from Mahogany Row. If there was a new problem that interested him, he would come down to the Service Engineering office and get directly involved. Over a cup of tea, he would tell us stories of Henry Royce at West Wittering and Le Canadel. Apparently, there were times when he had driven cars to the South Coast of England or to the South of France.

As part of the new service engineering arrangements a monthly meeting was held in Harry Grylls’ office to discuss service problems.

The job of the Service Engineering Team was to describe the service problems of the day to the meeting. There were three of us. Mike Parsons dealt with production and quality issues, the brilliant Chris Evans with electrical and electronic complaints, and I handled all mechanical problems. Imagine, Bernard Preston, a time served apprentice, night schooled HNC student, attending such a meeting.

Harry Grylls, Chief Engineer, responsible for the design and development of the V8 engine and the Silver Shadow.

It was easy to see during these meetings why the engineering-led approach, created by Royce and Johnson, had been successful for the Company. Harry Grylls commanded huge respect, was thorough, original in his thinking and decisive in his approach. I learned a very great deal from attending those meetings.

I was extremely nervous and found it awe-inspiring sitting in Grylls’ office with Fred Murray, Fred Hardy, Jack Phillips, Geoff Bastow, MacCraith-Fisher and others, mostly ex Derby men. Those attending the meeting would vary depending on the items to be discussed. On occasions Gry would appear to lose interest, eyes closed, placing his closed hands in front of his chest or face. The meeting went on as normal and nobody batted an eyelid. As the debate on a particular subject was drawing to a close, Gry would suddenly interject. He would then give his views on how the problem should be resolved. So, whilst appearing to lose interest, he had been listening intently, considering all the options and then finally expressing his views. The respect from the others, all great engineers, was palpable, a very intense feeling and a wonderful experience for a young engineer.

This engineering-led approach, to my knowledge, continued right up to the Rolls-Royce Silver Spirit launched in 1980.

It did however, lead to some problems, particularly with the introduction of new designs onto production. I remember clearly the issues being freely discussed when the sales and service teams met. My sales colleagues complaining that they had no say in any new cars they would eventually have to sell. Also, many managers

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in Production Engineering and Manufacturing felt that they did not have information early enough. The data coming too late to achieve a seamless introduction of any change to the manufacturing programme.

Director, David Plastow, to create a new independent Company. The new Company, Rolls-Royce Motor Holdings Limited, was floated on the London Stock Exchange in 1973, a separate and new independent company to bear the famous name.

In particular, this was an issue when the Silver Shadow was introduced after many years of development. The Silver Shadow was a vastly different motor car from previous cars built by the company. It had monocoque construction and Rolls-Royce engineered hydraulic powered braking and suspension systems. It emerged in1965, and production issues arose immediately which led to output targets not being met.

The date, 4 February 1971, the day Rolls-Royce Ltd was declared bankrupt, and the period afterwards is seared into our mindset and memory.

Despite these changes the engineering-led approach to the development of new models continued as before, with Camargue and the Silver Shadow replacement being the focus of the engineering and styling programmes.

Rolls-Royce Ltd, the parent Company, was not happy. It had supported the huge development costs on a replacement for the ‘S’ Series cars and expected a financial benefit when the Silver Shadow was launched. However, the early production issues put a quick return to profitability in jeopardy.

In the early 1980’s, shortly after the launch of the Silver Spirit, Richard Perry became the Managing Director at Crewe. He was a real car man and had been the Chief Executive at the Rover Group, Longbridge, during the 1970’s. He preferred the more modern and all-encompassing Product Planning approach. A Product Planning department was subsequently formed at Crewe led by John Stevenson, hired from the Rover Group.

Rolls-Royce Ltd acted decisively and Managing Director, Dr Llewellyn Smith, was replaced with Geoffrey Fawn. A little later, Chief Engineer Harry Grylls became the Technical Director and John Hollings became Chief Engineer in his place. Fawn resolved the production issues, and we started to produce cars to programme. Fawn’s approach was brutalist, replacing people, slashing costs, improving efficiency, resolving service problems and driving everyone hard. He became a hated figure, but his methods worked and soon the Company was back in profit.

The Product Planning approach was to develop company-wide short and long term product and business plans for Rolls-Royce and Bentley Motor Cars. Fundamental to this approach were procedures to ensure that everyone knew what was being planned in detail, particularly with regard to the timing of change. This was to ensure that there were no surprises, with procedures designed to result in a smooth and seamless introduction of new features or completely new cars.

Later Geoffrey Fawn was recalled to Derby to help with the issues caused by the RB211 engine turbine blade problems, and the Nationalisation of Rolls-Royce Ltd.

This Product Planning approach led eventually to the Project Team approach of organising any new product development programme.

The Rolls-Royce Silver Seraph and Bentley Arnage, the last motor cars designed by the old Company, were developed using these techniques, with Tony Gott being the Project Manager.

In February 1971 the future of the Car Division was in doubt. The fact that Fawn’s efforts had returned the Company to profit from1968 onwards then became critically important to the Company’s future. As the Company was in profit, it then allowed the Receiver of Rolls-Royce Ltd, Rupert Nicholson, and the new Motor Car Division’s Managing

After that lengthy and roller coaster sojourn into the engineering-led Product Planning approach, let us now get back to those early years

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of 1906/7, when the simple conversational approach to new model introduction was used. The conversations between the three men worked well, and the 40/50 hp emerged. Claude Johnson christened the 12th car The Silver Ghost and history was made. Commenting on my feelings about this simple approach, my business consultant son said, ‘But dad, the Company was a startup. That’s how startups do things, have a chat and get on with it’.

systems. Royce was ahead of his time in carburation. He devised the automatic air valve which weakens the mixture during the enrichment period associated with a simple carburettor. He also became a leading expert on crankshaft vibrations associated with six-cylinder engines of that period. This expertise resulted in a super sweet flexible engine… way ahead of its time and vastly superior to other cars of the same period’.

So, after the chat in which Claude Johnson had suggested something larger should be the next project, let us consider the man who made it all possible, Henry Royce, later Sir Henry Royce.

Andrew also commented, ‘When I see AX201 now, after not seeing it for some time, it gives me goose bumps and makes my hair stand on end.’

Henry Royce was an amazing engineer, and when he decided to make a motor car, he designed and built a 10 hp, a 15 hp, a 20 hp, a Vee-Eight engined car and then the 40/50, all in the space of three years, 1903 to 1906. Quite astonishing! However, it was the superb 40/50 that truly inspired and galvanised the then Commercial Managing Director, Claude Johnson. He realised that, with this car, they had the quality and potential to attract a great deal of publicity, which would allow and help them build a Company of great note. Claude Johnson was in awe of Henry Royce’s brilliant design prowess, and that managing him carefully would be the key to the Company’s future progress and success.

Thank you, Andrew, and this sweet running of the engine was confirmed during my time as a service engineer for the company.

Dennis Miller-Williams, our Publicity Officer at the time, was in the North of England on some promotional activity when he brought AX201 into the Repair Shop complaining of poor running.

Ronnie Reade, the leading hand tester, was given the job of sorting it out. Ronnie had been in the Repair Shop from when it was established after the 1939-1945 War and had become the expert on pre-war cars. As you can imagine, it caused quite a stir, and when things had quietened down I went over to Ronnie to have a look at this beautiful car. The engine was always exceptionally clean and polished, and I commented that it was a beautiful engine. Ronnie agreed but said, ‘But that’s the piece of magic’ and pointed to the carburettor. He then described how you could get the engine to run and idle super smoothly, and this allowed the car to be driven smoothly. This amazed journalists of the time and others who drove or rode in the car. Of such simple observations great reputations are made!

My great friend Andrew Wood says, ‘Royce was an amazing, unique engineer who followed his own ideas. We all know that Royce was the ultimate perfectionist, but what is not so well known is that he was such a clever man and could do things in his head that today you would need a computer for.

He had an outstanding intellect, and the Silver Ghost was a development born of previous cars he had made.

This car, probably the most famous of all cars, was developed in a year, maybe 18 months. Amazing! Such was the man who had perfectionist ideals and the great energy to develop the latest ideas so quickly.

The engine is a six-cylinder side valve of 7.3 litres in capacity with extremely low compression ratio, dual ignition and a huge heavy flywheel. It has superb slow running due to Royce’s own carburation, seamless progressive pick up and exceptionally smooth refinement.

This is allowed by the Royce designed ignition and carburation

However, in 1989, AX201, after over eighty years and after many miles of promotional activity for the Company, was showing signs that it

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needed some tender loving care. A programme of restoration was started. The story of that restoration is the subject of this book.

During this story AX201 is described as the Silver Ghost, the RollsRoyce Silver Ghost or quite simply as AX201. They are all the same car, and the different references usually refer to different periods in the car’s life.

After the restoration was completed in 1990, AX201 was used, as before, for Company promotional purposes. This went on until June 1998, when the Rolls-Royce and Bentley Motor Cars Company was sold.

Following the purchase of the Crewe factory of Rolls-Royce and Bentley Motor Cars by the Volkswagen Group in 1998, AX201 and SU13 were part of the fixtures and fittings. As they were now owned by the Volkswagen Group, the cars could not be used to promote Bentley motor cars. The two cars were put into storage and were lost to us for over twenty years.

The Rolls-Royce Silver Ghost AX201 had already celebrated its century and was still in pristine condition when, together with its sibling SU13, it was sold by the Volkswagen Group. Both cars are now in the hands of a private owner, The Honourable Sir Michael Kadoorie. They are regarded by the British Government as ‘National Treasure.’ As such they have to remain in the United Kingdom.

Sir Michael has graciously and kindly written a forward for this book.

The story of the restoration in 1989/90 is of modern and passionate men restoring this venerable old lady. Whilst doing so, they paid tribute to two great The Honourable Sir Michael Kadoorie men, Sir Henry Royce, that enigmatic and brilliant engineer who conceived the car, and Claude Johnson who had the marketing and business skills to realise its full and outstanding potential. Through their efforts these two men, together with Charles Rolls, created a world-famous engineering Company famed for its motor cars and aero engines.

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Chapter 1

P r e pa r i n g

the

This Chapter tells the story of how the dealer network changed, from the early days after the war to the network required for later market conditions. Changes were made to the dealer network in the early 1980’s, fortuitously, as it allowed us to restore AX201 within our authorised network of dealers. I had the experience of being a Service Engineer, the Technical Service Engineer and the Manager of the Crewe Service Centre. The experience I gained in these roles influenced the type of dealer network I felt we needed to suit the prestige and brand of Rolls-Royce and Bentley motor cars.

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where there was a mixture of main distributors and retailers. All had the ability to sell the cars they were allocated. Things worked well, particularly when the Silver Shadow was introduced, and in the final years of the 1970’s, the sale of over one thousand cars was achieved in the United Kingdom.

However, during this period the country was beset with high inflation, the pound being devalued and car manufacturing troubled with industrial relations problems. Many in the car industry will remember ‘Red Robbo’ who paralysed production at the Rover Group. Later strikes by refuse collectors led to rubbish and waste being piled up on the streets of villages, towns, and cities across Britain. The

Following the decision to relocate the Car Division to Crewe after the 1939-1945 War, the UK dealer network had developed to a point

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Labour Government, under Jim Callaghan, seemed quite incapable of resolving any of these issues which lead to a General Election.

With no Marketing Director, or Sales Manager, my colleague Nigel Cornelius was running the sales department, and I was in charge of UK Service. On the Monday Dick arrived we were called to see him at 10.30am sharp. Without any niceties he said, ‘We have too many dealers making too little money. The network is too large. Sort it out’.

Following the 1979 election, Margaret Thatcher became Prime Minister, and with her Chancellor, Geoffrey Howe, resolved to tackle the serious financial situation the country was in. Interest rates were raised and other financial strictures were put in place to bring the economy back under control.

Working with our respective teams, we carefully put together a network of thirty-eight dealers, reduced from seventy-one. Then we had the challenging task of telling some very longstanding Dealer Principles that they had lost the franchise. This was a time of heartache and tears, but the reorganisation went ahead, with the new Sales and Marketing Director, Peter Ward, arriving in the middle of the process.

The effect on the economy of the Governments’ actions was immediate. By the early 1980’s the UK was in recession, and the sale of new Rolls-Royce and Bentley cars was severely affected, critically impacting the Company’s finances.

However, the reorganisation left large areas of the country devoid of service cover, and it was this restructuring of the UK network that created the need for a network of Authorised Service Dealers.

Rolls-Royce and Bentley Motor Cars had been taken over by Vickers in 1980 in a strange reverse takeover. The entire Crewe Board of Directors, under David Plastow, transferred to Millbank Towers to run the Vickers Group. This now included Rolls-Royce and Bentley Motor Cars as one of its companies.

Working with the DVLA, the outstanding and brilliant, Giles Fry, our Service Co-ordinator, tracked where all post-war Rolls-Royce and Bentley cars were residing. This helped us to locate where we needed dealerships.

Vickers were not happy with how the Board of Directors at Crewe were responding to the recession in the early nineteen eighties. I remember well visiting all the major dealers with Sales Director John Carpenter and Sales Manager Peter Hunt, trying to convince them to take more cars. With the market in a major downturn, they resisted all our efforts. The Company’s financial position was slowly deteriorating.

The following paragraphs come from a presentation made by Bernard Preston at the P&A Wood book launch on 10 September 2022. It summarises how we tackled one part of the country, and the company we appointed as an Authorised Service Dealer.

One area we identified was northeast of London. Service Engineer Keith Davies was tasked with finding a possible Service Dealer, but we could not find anyone suitable.

Things came to a head at the 1982 Motor Show when a redundancy programme was announced, and the entire Board of Directors of Rolls-Royce Motor Cars lost their jobs. This ‘Night of the Long Knives’ was a profound shock for everyone at Crewe.

Then Keith phoned me to say, ‘I have found the perfect company to represent us, P&A Wood in Great Bardfield.’ ‘Where?’ I asked.

After consulting the map I said, ‘Keith, but it’s in the middle of nowhere, miles from anywhere,’ and the idea was rejected.

It was then announced that Richard (Dick) Perry had been appointed as the new Managing Director, and that he would be taking over on the following Monday. Dick had been Managing Director at Rover Longbridge, and immediately prior to coming to Crewe, had been Managing Director at Mulliner Park Ward at Hythe Road in London.

Keith was persistent, and eventually I relented and it was arranged that we would meet Paul and Andrew Wood in Great Bardfield.

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As we drove to the meeting, through Duck End and Oxen End, my worst fears were being confirmed.

same time, we appointed a paintwork specialist from the production paint shop, David Williams, and we ran paint courses to support and ensure proper procedures within this new group of ACR’s.

Paul and Andrew met us very graciously and their slow smiles and friendly nature soon put us at our ease. We looked around the workshop and saw some wonderful examples of their work, all encapsulated by their ethos of ‘Attention to Detail,’ clearly following in the spirit of Henry Royce.

Most of the warranty paint work repairs in the London area had been going to one particular independent paint shop, S C Gordon Ltd in Luton. I was anxious to meet Mr Gordon and have a look around his facilities. A meeting was arranged, and we got on like a house on fire. The facilities were impressive, and the work we saw was also of an extremely high standard. S C Gordon Ltd were appointed as Authorised Coachwork Repairers in March 1984 and agreed to comply with all the requirements of the franchise.

In the office we saw the components of a clock. We were curious.

When we enquired, we were told that it was to go on top of the new building. We were then shown architectural drawings of a new showroom and workshop to be erected at some point in Great Easton.

By this time all my worries had dropped away. I thought they would be the most perfect Service Dealers. As we continued to talk we became four friends, talking cars, their problems, and about the Company we loved. It became extremely easy to appoint them, there and then, as Authorised Service Dealers for Rolls-Royce and Bentley Motor Cars.

And so, although unknown to us at the time, we were creating facilities and relationships within the dealer network, to ensure that they were ready, when required, to restore that most famous of motor cars, the Rolls-Royce Silver Ghost AX201. This was something that was particularly important to me and that is the focus of the following chapters.

The reorganisation of the dealer network, and the ongoing recession, had created another problem for us. To reduce the running costs of their businesses during the recession, many dealers had dispensed with their paint shops. They were now relying on non-franchised independent shops to do any paint work repair for them. This meant, that any paintwork problems that we authorised, under warranty, were being done in facilities where we had no control over the methods, materials, or the time it was taking. At the time, paintwork rectification was the most expensive warranty problem we were facing. We were not happy about it, so we created another group of specialist companies within our franchise.

What was also important was that we had made friends with some wonderful people. Paul and Andrew, Rolls-Royce through and through, utterly sincere, so knowledgeable and such great people.

Then Stuart, great man and friend, leading light in the Vehicle Builders and Repairers Association, what he didn’t know about coachbuilding was not worth knowing.

We called them Authorised Coachwork Repairers (ACR’s). They could be an independent company, or a coachwork facility attached to one of our dealers. Any paintwork repairs, or rectifications under warranty, would have to be carried out at an Authorised Coachwork Repairer, where we had some control over the repair procedures and cost. At the

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Chapter 2

T h e Y e a r s B e f o r e R e s t o r at i o n

The following is taken from an article by Warren Allport which he wrote for Queste Magazine in 1990 after the Silver Ghost Charity Tour. It is only a small part of the article. It deals with the years after the Silver Ghost was seventy-five years old. It is intended to give an indication of the demanding work the car undertook, promoting the Company and its products, even at a venerable age. This part of the article deals with only five years of promotional activity.

550 miles. In October the Post Office issued a special Silver Ghost stamp, and AX201 carried the first day covers in London, and also conveyed the first day covers from the factory to the Crewe sorting office. In between the two events was a trip to the USA, with appearances in New York, Chicago, Boston, San Francisco and Los Angeles, culminating in a starring role at the Rolls-Royce Owners Club’s National Meet in Florida.

In 1982 the Silver Ghost was seventy-five years old, and among the June celebrations was a run from Glasgow, via Edinburgh, Leeds, Manchester, and Crewe, to the RAC Club in London. It was conducted in very wet weather with no mechanical problems in

On 9 July 1983, seventy-five years to the day after transporting guests to the opening of the Derby factory, the Silver Ghost was back at Derby to transport Lord Montagu to the unveiling of a plaque on the spot in Number One Shop where Henry Royce’s office had been situated.

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Early in 1984 came a first visit to Australia, with an appearance at Melbourne’s Motor Show, followed by visits to Brisbane, Sydney, Adelaide and Perth. Back in the UK, there was a second RollsRoyce pageant at Duxford in June.

particular, the entire Service Centre was transferred to the London approaches at School Road, out on the Western Avenue.

At this point, and because of the closure of the Hythe Road Service facilities, responsibility for looking after AX201 was transferred from John Rowe in London to David Preston at Crewe. David was a Press Officer in the Publicity Department and became solely responsible for AX201.

The major event of 1986 was a first visit to Canada, where, as well as dealer displays and Rolls-Royce Club events, AX201 was exhibited in a glass showcase outside the British Pavilion at Expo ‘86 in Vancouver.

The Silver Ghost’s proudest moment came on 24 July 1987 when she transported Her Majesty the Queen and the Duke of Edinburgh during a visit to the factory at Crewe. That made national television news reports.

A little piece about David Preston, Press Officer at Crewe: David Preston was another time served apprentice who rose through the ranks. After serving his time, David did various fitting jobs but eventually became a tester on the engine test beds. As an ambitious young man, David later became a Technical Author, which he enjoyed for a number of years.

A busy year lay ahead in 1988, starting with a visit to Japan for the opening of the new showroom of Cornes and Co. in Tokyo in March.

In May ‘Rest and Be Thankful’ was climbed at the start of the Rolls-Royce Enthusiasts’ Club Scottish Tour to celebrate the gold medal in the 1907 trial. Continental dealer appearances were followed by a leading role in the floodlit cavalcade at Blenheim Palace for the Rolls-Royce UK dealers’ summer ball.

The history is that another David, David Roscoe, had joined the Company in the mid-seventies as the Public Relations Director.

David Roscoe was seeking to build a Public Relations department at Crewe, rather than operating from Conduit Street, as had been done in the past. He started to build a team of Press Officers and Graphic Designers who could promote the Company professionally to the trade press, general press, customers and public alike.

On 21 September 1988, the Duke of Kent rode in AX201 to open the new headquarters of Rolls-Royce Motor Cars International at Saint-Prex, Lausanne, Switzerland.

David Preston was approached to be part of that team, accepted the offer and became a press officer, a role he held until he retired in 1992.

As you can see, AX201 was a hard used motor car. All this travel and being driven by drivers not familiar with the controls, was having an effect. This was not immediately obvious, because the car was always kept in pristine condition at the factory and by P&A Wood, who were now responsible for carrying any work on the car.

David Preston writes of the period he was responsible for AX201: Rolls-Royce Motors Holdings and Vickers merged in 1980. The whole of the Rolls-Royce Motors Holdings board and the Public Relations Director transferred to Vickers. AX201 remained the responsibility of Dennis Miller-Williams at Conduit Street for public relations activity, and John Rowe at Hythe Road for maintenance and preparation for events.

Before the 1980’s, AX201 was looked after by the Hythe Road Service Centre. Dennis Miller-Williams was the chief driver helped by John Rowe, both driving but with John looking after maintenance. These two were the people who drove the car most of the time. In the early 1980’s the manufacturing facilities at Hythe Road were being reduced.

Many workshops were being closed, and the site was in transition. In

With the retirement of Dennis Miller-Williams and John Rowe from Hythe Road, the remaining responsibilities for AX201 were

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effectively transferred to Crewe. I started to take on the responsibility for driving and preparing the car for events.

photograph of Claude Johnson storming up the hill in 1907. See photo a little later. These were moments to be immensely proud of the Company, and that beautiful car, AX201.

A little later, Bob Cartwright was appointed as Public Relations Director, and all public relations activity was now passed to Crewe from Conduit Street. By now the Hythe Road Service Centre had been relocated to School Road, out on the Western Avenue, and that meant that the responsibility for maintenance of AX201 was also transferred to Crewe.

The photos on the following pages show AX 201 being used for promotional purposes by the Company, mainly in the United Kingdom and Europe, but with excursions to Hong Kong and the United States.

During this period, the general appearance and mechanical condition of AX201 was sufficient for most purposes. Successive new Public Relations Directors, Bob Cartwright and T John Foster, were not fully aware of the need to undertake the work necessary to keep the car in the required superb condition for its world-wide promotional role. As I was now fully responsible for all aspects of AX201, I had a conversation with Bernard Preston, who suggested that I approach Andrew Wood to see if they could manage the maintenance of the car on behalf of the Company. Andrew was delighted and thus started a mutually beneficial relationship which culminated in the restoration of the Silver Ghost AX201 in 1989/1990.

I had many proud moments driving AX201, but probably the proudest time was when, in 1987, the car was used to transport Her Majesty Queen Elizabeth 11 and His Royal Highness The Prince Philip, Duke of Edinburgh on a tour of the factory. It was my job to drive their Royal Highnesses around the factory in AX201. The Queen and Prince Philip stepped into the car and settled down for the start of the factory tour. Peter Ward indicated that I should move off but the engine promptly stalled. I hopped out, cranked the engine, got it started and then hopped back into the car. I was very embarrassed, but the Queen smiled and Prince Philip was quite amused. Fortunately, the rest of the tour went very well. Quite a memory!

In 1988, I led a cavalcade of Rolls-Royce motor cars, in AX201, to the summit of the ‘Rest and be Thankful’ at the commencement of the Rolls-Royce Enthusiasts’ Club Scottish Tour. During the drive up ‘Rest and be Thankful’ we sought to recreate the famous

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AX201 in good company. M9974 is the Rolls-Royce 20hp which Stanley Sears bought as scrap in Australia and then restored to the condition you see here. Stanley Sears at the wheel. Early 1960’s.

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Dennis Miller-Williams driving AX201 at a Rolls-Royce event at Hucknell in the 1970’s.

A young Prince Charles riding in the back of AX201 in the early 1970’s.

The artist, David Weston, showing off his painting of AX201 which graces the cover of this book.

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AX201 at the Geneva Motor Show in 1979. I wonder what was said about the positioning of AX201 in relation to the brand signs.

Mr Roy Dyer being presented with a one gallon bottle of Glenmorangie for winning the Rolls-Royce Scottish Reliability Trial in 1982.

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Johnny Rowe giving customers a ride in AX201 at a combined event at the Gleneagles Hotel. Partners at the event were Mappin and Webb, Louis Feraud and Seagram’s Champagne.

Early 1983.

AX201 being loaded at Schiphol Airport for a flight to Hong Kong.

AX201 being driven by David Preston, with the Duke of Kent and David Plastow on board, to the opening of the St. Prex facility in Lausanne. Late 1980’s.

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AX201 attracted large and excited crowds in Hong Kong.

Lars Bang, Rolls-Royce dealer, riding in AX201 in Copenhagen. Car driven by David Preston.

David Preston hurries AX201 up ‘Rest and be Thankful’ seeking to replicate Claude Johnson storming up the hill in 1907. This event took place in 1987.

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Boca Roton – Dennis Miller-Wiliams driving AX201 at the RROC meet in Boca Roton in 1982, to celebrate the 75th Anniversary of The Silver Ghost. Passengers in the car are - Ted Reich, passengers’ seat, former President. Behind the driver, Bloor Reading, President at the time and behind the passenger, Jack Scheve, head judge at the time.

In the second picture are the two 40/50’s belonging to Millard Newman. The car on the right is chassis number 60553, built just two chassis numbers after AX201.

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AX201 on display at a Rolls-Royce Owners’ Club of America event in Pennsylvania. Looking on are Ralph Lindquist, Ed Ardis, Ozzie Lyons, (we think) and Mort Stork all officials of the RROC.

The 1977 Silver Jubilee at Windsor Castle. Dennis Miller-Williams again driving AX201 at the Jubilee celebrations.

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The photos on this page show the three keepers and drivers of AX201 over the years from the 1960’s to the 1990’s.

Dennis Miller-Williams with Lord Montagu and Prince Michael of Kent. Dennis was the keeper of AX201 at Conduit Street until the early 1980’s. This photo also pays tribute to Lord Montagu’s family who were closely involved with the RollsRoyce Company over the years. Photo courtesy of the National Motor Museum

Another photo of John Rowe driving customers at Gleneagles. John was responsible for the upkeep and maintenance of AX201 at the London Service Centre, from the early 1960’s to the early 1980’s.

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Dennis Miller-Williams in his element. Glass in hand extolling the virtues of AX201.

Opositte Page – This most famous photo of David Preston cranking AX201 when it stalled with Her Majesty the Queen and Prince Phillip on board.

David Plastow and Peter Ward laughing, or is it grimacing?

David was the keeper of AX201 from the early 1980’s until the early 1990’s.

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