Rolls-Royce Silver Seraph Standard
The Rolls-Royce Silver Seraph occupies a unique and somewhat poignant position in automotive history. Launched in 1998, it was the first entirely new Rolls-Royce in nearly two decades, and simultaneously the last to be designed and built under the long stewardship of Vickers at the historic Crewe factory before the marque's complicated transfer to BMW.
The Silver Seraph replaced the long-serving Silver Spirit/Silver Spur, which had been in production since 1980. It represented a dramatic modernisation, with entirely new styling by Graham Hull that managed to look unmistakably Rolls-Royce while being entirely contemporary. The signature Parthenon grille, Spirit of Ecstasy mascot, and coach-line detailing were all present, but the body was smoother, more aerodynamic, and more modern than anything previously produced at Crewe.
The most significant departure from tradition was under the bonnet. For the first time in the modern era, a Rolls-Royce was powered by an engine not designed and built in-house. The Silver Seraph used BMW's M73 5.4-litre V12, producing 322 bhp and 361 lb-ft of torque. This was a consequence of BMW's increasing involvement with Rolls-Royce's parent company Vickers, and it provided the Silver Seraph with smooth, effortless performance entirely befitting the marque.
The interior maintained Rolls-Royce's traditions of the finest materials and hand-craftsmanship. Connolly leather hides, polished walnut veneers from the company's own timber stores, deep-pile Wilton carpets, and Rolls-Royce's trademark organ-stop ventilation controls created an atmosphere of refined luxury. The rear compartment was particularly lavish, with individual reclining seats and a full-length centre console.
The Silver Seraph was produced in relatively small numbers — approximately 1,570 units over four years — before being replaced by the BMW-designed Phantom VII in 2003. Its position as the last 'Crewe Rolls-Royce' gives it a historical significance that may increasingly be recognised by collectors. The Park Ward long-wheelbase variant and the Mulliner-trimmed 'Last of Line' special editions are the most sought-after versions.
The Silver Seraph was also sold as the Bentley Arnage, though the Bentley initially used the BMW engine before switching to a re-engineered version of Bentley's traditional turbocharged 6.75-litre V8.
The BMW V12 engine is generally reliable but complex, and specialist knowledge is required for maintenance. Common issues include coolant system component failure (expansion tank, hoses), coil pack deterioration, and MAF sensor problems. The ZF automatic transmission is robust but requires regular fluid changes. The self-levelling rear air suspension can develop leaks. Electrical systems are complex and can be expensive to diagnose. Interior trim quality is exceptional and ages well if maintained. Corrosion is less of a concern than with older Rolls-Royces, but examine the underbody carefully. Running costs are substantial — insurance, servicing, and parts are all expensive. However, entry prices are remarkably affordable for a hand-built Rolls-Royce.
Total Silver Seraph production: approximately 1,570 units (1998-2002). This includes the standard wheelbase and the Park Ward long-wheelbase variant. Special editions included the Silver Seraph 'Last of Line' (completed 2002), finished by Mulliner with unique trim details. The Silver Seraph shared its platform with the Bentley Arnage. Production ended when the Rolls-Royce name transferred to BMW, which launched the entirely new Phantom VII.