If you cannot find what you are looking for in the navigation, there is a wealth of valuable technical information to be found on the Rolls-Royce Owner's Club website.
Mark VI Parts List
Technical Problems with the Mark VI
These were incredibly reliable cars and they covered enormous mileages with few problems, however R-R did make two serious mistakes.
- They had discovered that if the top 2” of cylinder bores were chromed, it virtually eliminated bore wear in aeroplane engines. Sadly, because aeroplane engines are not used to “nip round the pub for a packet of fags” no one knew that it wouldn’t work on MKVI engines and that if re-chroming was necessary, it meant totally dismantling the engine. So they did something even less sensible. The pressed a 2.5” long liner into each cylinder bore. It was made of a harder material than the cylinder block and although it did not wear, the bore below did. This eventually caused disintegration of piston rings and lands, especially if the cars were driven over about 60 mph on motorways. As has already been stated, many of these cars have not been re-bored or re-sleeved and yet have completed several hundred thousand miles. This is because they have been treated fairly gently, however if their engines were stripped down, the pistons would be in a state, and if it were driven at high speed up the motorway, they would certainly break up. An increasing number of cars now have full length sleeves in them, having had engine rebuilds and these are the ones to go for if you are looking for a car.
- All 4.25L MKVIs, Silver Wraiths and Dawns were fitted with a By-pass oil filter. At the time engineers had trouble filtering out sufficiently small particulate matter with full flow filter (where all the oil rather than a part of it went the through the filter on its way to vital bits in the engine) without it clogging and reducing oil flow to the engine. By-Pass filter, in theory, kept the oil cleaner. In practice, it was impossible to get rid of all the sand from the block casting process or to clean out the swarfe caused by machining it. The big ends survived because the hollow galleries of the journals acted as centrifugal oil traps but the main bearings failed after a relatively short time. R-R converted most cars that they or their agents rebuilt but surprisingly there are still cars around with low oil pressure and a by-pass filter. It was a very strong engine and could survive for years in a very worn state.
The above description applies to cars that are in perfect working order but very few actually are. Through the pages of this website it is our intention to give sufficient information to enable owners to restore their cars to original condition and where possible, using later knowledge, to actually improve on their original performance.
Attention all Rolls-Royce Silver Cloud II owners
There is an excellent article the V8 engine of these cars which will prove invaluable if you are planning on overhauling yours, read David Chaundy's article.
The history of a dimension
by S H Grylls
This is an interesting history of a dimension which, in the Rolls-Royce Company, has not altered since 1919. The dimension is a centre distance of 4.150 inches between neighbouring cylinder bores of an in-line six cylinder engine. The history will show that throughout 44 years of continuous development the gods have aligned themselves almost equally for us and against us.
Download this document as a PDF
Bill Coburn’s Tee Ones and more
For some years now Bill has been producing and distributing his Tee One Newsletters. They have been sent all over the world to assist owners of post ’65 cars with their maintenance and repair. There are nearly sixty of them now and they are indispensable.
Now with the assistance of Richard Treacy and a small band of patient enthusiasts, Bill has gathered a wide collection of Factory publications together including workshop manuals for ’46-’65 cars and put them on the Australian RROC message board in the Technical section. Anyone can access them even non members.
This is a tremendous amount of work and great credit to people who have already been of inestimable value to the movement. Most clubs take the view that “you must join before we’ll help” while the RROC put preservation of the cars first and reckon that if they appear to be nice, friendly and outgoing people, others will want to join their club. I hope that if you do access the facilities you’ll consider doing just that.