Background
Is the Silver Seraph the last ‘real’ Rolls Royce? Some enthusiasts would argue that this is indeed the case. 2003’s Phantom 7 was not only the first built under BMW’s ownership, but it was also assembled from crates of BMW 7 Series parts at Goodwood in the Brave New World that followed Rolls Royce and Bentley being split apart in the great upheaval of the late 1990s. So some purists think it isn’t a Rolls-Royce at all.
Whenever a new Rolls-Royce appears, it’s the manner in which tradition is balanced against innovation that most intrigues the public, and the Silver Seraph's introduction in 1998 was no exception.
There was certainly no lack of new components in the new car, with almost nothing carried over from its Silver Spur predecessor.
The most significant change was the adoption of BMW engines, the Seraph's power unit being the 5.3-litre, 60-degree M73 alloy V12 of the range-topping 750i. As such, the Silver Seraph became the first V12 Rolls-Royce since the pre-war Phantom III. The ZF five-speed automatic gearbox was likewise sourced from the 750i.
Changes to the body seemed less radical but were no less interesting. The styling represented a conscious attempt to recall the looks of the Silver Cloud, with a level of build quality that was higher than ever.
Heralding from the uncertain era of the Volkswagen/BMW takeover, the Seraph was a crucial model when it was unveiled at the 1998 Geneva Motor Show. Despite its arrival in the midst of high-profile corporate ownership squabbles, the Seraph had actually been in development for over a decade already. Therefore, it’s fair to say it’s final Rolls-Royce developed by the wholly British-owned car company.
The Seraph, though mechanically very similar its sister model, the Bentley Arnage, the Seraph traded firepower for ultimate refinement with its silky smooth V12 engine. How very Rolls-Royce. It also rekindled 12-cylinder power that had been absent from a Rolls-Royce since 1939.
