1934 Rolls-Royce Phantom II news, pictures, and information

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3-Position Cabriolet
Coachwork: Kellner
Chassis Num: 164PY

1990 Pebble Beach Gwenn Graham Winner 1991 Chicago International Best of Show 1991 Fisher Island Best of Show This magnificent low mileage car, originally delivered in may of 1934 to Edmond Blawl of St. Cloud, France is a happy marriage of one of the most desirable chassis of its day with the striking coachwork of one of France's most respected body builders, Kellner. It was then purchased by a K.C. Dobson of Surrey, England in October of 1946 and was subsequently owned by Sir Ashley Haveden in 1951. In 1956, it came to the U.S. where it has had but a few owners - the first keeping it for some 25 years.

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Touring Saloon
Coachwork: Park Ward & Co.
Chassis Num: 8SK
Engine Num: LC85

The Phantom II, produced from 1929 through 1936, was the last Rolls-Royce designed under F. Henry Royce, co-founder of the marque. The engine was a large 7.7-liter six-cylinder unit and powered two wheelbase sizes. There were a total of 1,402 built atop the 150-inch wheelbase and 278 on the short 144-inch Continental assembly. This example, chassis number 8-SK, is one of those rare examples fitted to the short wheelbase.

This Touring Saloon wears a close-coupled Touring Saloon (sedan) body courtesy of Park Ward, Ltd. It came equipped with a spare tire and wheel in each of its front wings and fitted with an F-code steering box.

Originally delivered to E. Graham Guest of Edinburgh Scotland. 8-SK came to the USA around the late 1950's. After being owned by only a hand full of owners from 1934 through 1970's the car was purchased and restored by Neil Kirkham, a well know Rolls-Royse owner in California. He showed the car at numerous Concour events taking top honors at the likes of Silverado, Hillsbourgh, and Best of Show at the Art Deco Concours. It also took a first in class at the R-R Nationals. This car would still show well and it drives perfect!! Past owners: E. Graham Guest 1934 G. Berners late 1930's - post war Paddon Brothers Ltd. early 50's Francis deBeixedon late 1950's - 1967 G. H. Mathers late 1967 - mid 1970's Neil Kirkham early 1980's - 1994 Peter Stylinos 1994- 2006 Blackhawk Collection - present.

In 2009, this Touring Saloon was offered for sale by Bonhams Auction Company at the Exceptional Motorcars and Automobilia at the Quail Lodge Resort in Carmel, Ca. The car was sold for $155,500 inclusive of buyer's premium.

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Fixed-Head Coupe
Coachwork: Hooper
Chassis Num: 70TA
Engine Num: MC-65

Henry Royce passed away in 1933, making the Rolls-Royce Phantom II the last model he ever designs. The Phantom II was introduced in September of 1929 and served as a replacement for the New Phantom, which would later become known as the Phantom I. The Phantom II brought with it improvements and styling changes throughout the vehicle, including the chassis. The 7668cc engine was about the only thing that was not changed. The cantilever springs in the Phantom I were replaced with semi-elliptic units which helped the chassis ride much lower to the ground, thus improving performance, especially through corners. The gearbox was mounted directly to the engine and had synchromesh on the top two speeds. The Phantom II adopted the central chassis lubrication system in use by the Rolls-Royce operation in Springfield, Massachusetts.

For numerous reasons, the Phantom II was never put into production in North America, though a series of left-hand drive chassis were built by the Derby factory from 1931 through 1934. 116 examples were sent to the United States, three to Canada and six to Europe. In total, there were 1680 examples of the Phantom II constructed.

This 1934 Rolls-Royce Phantom II Fixed-Head Coupe has coachwork by Hooper. Its first owner was from London, Ontario and purchased the car on December 11th of 1934. After the initial deposit was placed, the right-hand drive chassis was sent to Hooper & Company to receive its fixed-head coupe body of style no. 8321. Only 19 examples of the Phantom II were given coupe bodies and Hooper was responsible for just two of those vehicles.

In the 1980s the car was given a cosmetic restoration which included new paint and new leather interior. In more recent times, the engine and mechanical components have been serviced and repaired as needed. The car has a black leather interior and a two-tone paint scheme.

This Fixed-Head Coupe took part in the 2003 Rallye des Alpes, as well as several other vintage touring events. It was offered for sale at the 2007 RM Auctions held in Meadow Brook where there was no reserve on the vehicle, and estimated to sell between $220,000 - $260,000. At auction, that estimate proved to be very accurate as the car was sold for $247,500. This car is powered by a six-cylinder overhead valve engine that displaces 7668cc's and capable or producing 40-50 horsepower. It has a four-speed manual gearbox and four-wheel servo-assisted brakes. Its elegant body sits atop a long, 150-inch, wheelbase.

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Drop Head Coupe
Coachwork: Gurney Nutting
Chassis Num: 201RY

This three-position drop head Continental style of coachwork is much admired by Rolls-Royce aficionados. The coachwork was designed by Captain H. R. Owen, who later became the respected Rolls-Royce London agent, and built by the Gurney Nutting Company in England. It was first delivered to a Mr. Barr of North Wales. Only 14 of the 281 Phantom II Continental chassis were bodied in this style. Chassis 201RY became the property of Rolls-Royce author and Phantom II expert Ray Gentile of Kansas and was used as the basis for an equally collectable, 1/16 scale model built by the Revell Company.

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Sedanca Drophead Coupe
Coachwork: Mulliner
Chassis Num: 120 SK
Engine Num: GH 55

The development of the original Phantom automobile was done in great secrecy. It was given the codename 'EAC', which stood for Eastern Armoured Car. The individual in charge of development was Ernest Hives, carefully placed pieces of armor plating around the factory to help conceal the vehicles development and lend credence to the codename.

In 1929, the Twenty was developed into the 25/30 and the Phantom became the 'Phantom I' as the 'Phantom II' was introduced. The Phantom II was still rated at 40/50 horsepower, as had the Silver Ghost and the Phantom I. The Phantom II was lower and suspension improved with half elliptic on all four corners. This would be Royce's last cars as he died in 1933 at the age of 70.

The Phantom II Continental was built on a short 144-inch chassis and rode on stiffer five leaf springs and a 12/41 axle. The standard axle was a 11/41 unit. The Continental was given a lower floor, a low rake steering column, and Hartford remote-control shock absorbers. Between the years of 1929 and 1935, a total of 1,680 examples of the Phantom IIs were produced and around 280 were the Continentals.

This Phantom II Continental Sedanca Drophead Coupe wears coachwork by H. J. Mulliner of London. It was one of the last PII Continental chassis constructed. In May of 1934, the car was commissioned by Jack Barclay's client, Lord Numburholm of Bryanston Square, London. Two year later, it was sold to Mrs. Carrigan of Regent's Park. It is believed that she had the coachwork updated. The updated coachwork was by Henri Chapron in 1938 for Franco Britannic, the Paris agent for Rolls-Royce.

Mrs. Park retained the car until 1946 when she sold it to Mr. R. A. G. Edwards in Throgmorton Street. It changed hands again in 1949, to Mr. P.M. Gardner in Negeve, France.

Some time during its life, it was sold to a United States citizen and brought to the US. It was later sold to Frank Allen of Chestnut Hill, Massachusetts and later entered the Barrymore Collection where it stayed for many years. In 2006, the car was purchased by its present owner.

Currently, the car is in mostly un-restored condition but has been well cared for all of its life. It has been given new paint, interior, top, and headliner, and some work to its wood.

In 2008, this car was brought to the 2nd Annual Vintage Motor Cars of Hershey presented by RM Auctions where it was estimated to sell for $550,000-$650,000. Bidding reached $430,000 but was not enough to satisfy the vehicles reserve. The lot was left unsold.

In 2009, it was offered for sale at the Houston Classic Auction in Seabrook, Texas, presented by Worldwide Auctioneers. The lot was estimated to sell for $475,000 - $575,000. As bidding came to a close, the lot had failed to sell after achieving a high bid of $350,000 million.

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Sedanca De Ville
Coachwork: Thrupp and Maberly
Chassis Num: 171RY
Engine Num: WQ45

The Silver Ghost was produced for many years, lasting until 1922. In 1925 the New Phantom was introduced and it was given an improved Ghost chassis. Two years later, work began on the Phantom II which would have several major advances in both design and mechanics, despite several superficial similarities. It was launched in 1929 and featured a new chassis design that utilized semi-elliptic rear suspension in place of the cantilever setup found on the Phantom I. The PII had improved steering and brakes and a wider rear track. The engine and gearbox were now unit construction for the first time. The cast-iron cylinder head was replaced with a lightweight aluminum head.

The Phantom II was available on two platforms, one that measured 144-inches and a larger 150-inch setup. The 144-inch platform was available on special order and was later chosen for the Continental models introduced in late 1930. This special model was tuned for high-speed, long-distance traveling by automotive enthusiasts who appreciated style and energetic touring. The Continental models were given stiffer five-leaf road springs and friction shock absorbers and low rake steering. In the rear of the car could be found the spare wheels, tools and luggage space which was designed to better improve the cars weight distribution.

Chassis 82PY was sent to its original owner, C.T. Thomas Esq., in April of 1934. It would have three more owners through 1949, after which it was sent to the United States in the early 1950s. It entered the care of Fred Prophet. By 1964, it was owned by Robert Valpey of San Luis Obispo, California, who had purchased it from James C. Brown of Belmont, California. While in Mr. Valpey's care, it was given engine X055 from chassis 75MW, and other restoration work was performed. The car remained with Mr. Valpey until 1976, when ownership was transferred to Barry Hon, who kept the car for a decade before selling it to its last US owner Stu Bewley. Mr. Bewley showed the car at the 1986 Pebble Beach COncours d'Elegance.

The next owner purchased the car with the engine removed. A comprehensive rebuild began a short time later, including some cosmetic repair. There were only 15 three-position Sedancas built by Gurney Nutting. This example is finished in Midnight Blue cellulose and has a tan leather interior. There are twin pillar-mounted Grebel spotlights, twin spare wheels, and polished wheel discs and sun visor.

In 2009, this Gurney Nutting Owen Sedanca Three-Position Drop Head was offered for sale at the Gooding & Company auction held in Scottsdale, Arizona where it was estimated to sell for $400,000 - $500,000. The lot was sold for the sum of $352,000 including buyer's premium.

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Henley Coupe
Coachwork: Brewster
Chassis Num: 221 AMS
Engine Num: U75J

Following the closing of the Rolls-Royce assembly plant in Springfield, Massachusetts in 1931, Rolls-Royce made its first delivery of 200 chassis to its Brewster Coachworks in Long Island City, New York. There were many changes needed to make it suitable for the American market, including conversion to left-hand drive, adjustments to the suspension and 20-inch wheels.

This Phantom II Henley Coupe was originally built for Mary Elizabeth Williams, the daughter of insurance magnate Charles F. Williams of Cincinnati, Ohio. Brewster would produce ten Phantom II Henleys, and many believe that this example with its fixed roof was the most attractive. Ms. Williams' one-off Henley Coupe was delivered to her in May 1934, at the sum of nearly $20,000.

Mr. Donald Weesner purchased this Henley Coupe in the mid-1950s. Upon purchase, the car was driven from Cincinnati to his home in Minnesota. The car would stay in Mr. Weesner and his wife's possession for the next 45 years. After nearly a half a century out of sight, the car was offered for public sale in April 1999. The car was purchased by collector and dealer Dennis Nicotra of Connecticut, and soon traded hands twice more within the dealer community. The current owner purchased the car in 2007.

The car is in original condition and it is showing less than 35,000 miles. Recently, the tan canvas top was replaced with black leather.

This Henley Coupe has many unique features such as a flat pane windshield and the upper hood panels that extend all the way to the windshield. It features the trademark twin beltlines which appear to come together at the midpoint of the door.

In 2010, this Rolls-Royce was offered for sale at the Gooding & Company Auction in Scottsdale, Arizona. The car was estimated to sell for $500,000 - $600,000. As bidding came to a close, the lot had been sold for the sum of $528,000, inclusive of buyer's premium.

The Phantom II was the first completely new car since the 20HP seven years earlier. The Phantom II was still rated 40/50 HP but was lower and the springing half-elliptic all around.
The car, although to Royce's design and specification, was mainly the work of his West Wittering design team and included many innovations and a redesigned engine that, with the gearbox, was now one unit.

The introduction of the Phantom II, only four years after the Phantom I, was prompted again by increased competition from other manufacturers, particularly Buick and Sunbeam. Ironically, the head of Buick had bought a Phantom I and, which so impressed everyone at Buick that they stripped it and copied much of what they learned.

Royce himself knew they were lagging behind: 'I have long considered our present chassis out of date. The back axle, gearbox, frame, springs have not been seriously altered since 1912. Now we all know it is easier to go the old way, but I so fear disaster by being out of date, and I have a lot of stock left, and by the sales falling off by secrets leaking out, that I must refuse all responsibility for a fatal position unless these improvements in our chassis are arranged to be shown next autumn, and to do this they must be in production soon after midsummer 1929.'

Royce was influenced by the lines of the current Riley Nine, and the manner in which the rear passenger's feet were tucked comfortably under the front seats in 'boxes', enabling 'close-coupled' coachwork to be fitted. Royce decided to build a special version of the car for his personal use.

Superb coachwork with modern styling was now available and Royce decided on a lightweight sporting body, which Ivan Evenden designed and Bakers built. This car became the forerunner of the legendary Phantom II Continentals.

The chassis is the standard Phantom II short model with a few modifications. These consist of a low steering column and specially selected springs. There never was a defined speciation of a Continental Phantom II. The series to series engineering improvements were applied to all chassis.

Source - Rolls-Royce Motor Cars Limited

The Rolls-Royce Phantom II was very similar to the Phantom I in many ways, but brought improvements such as a higher horsepower rating and the removal of the traditional torque-tube drive. Instead, the engine and gearbox were constructed in unit with each other rather than being separate. The Autovac was now using an engine-driven pump. A new water-heated induction system was used. The Battery and magneto ignition was the same as in the Phantom I. Built-in centralized lubrication was now a standard feature and the Catilever rear springs were shed in favor of semi-elliptic units. The bodies of the car sat atop of a separate sub-frame which helped eliminate distortion.

After the construction of the first Phantom II, named the 18 EX, it was put through its paces on a 10,000-mile test drive to identify the vehicles short-comings and to ensure the vehicle was constructed to Rolls-Royce standards. The car was driven on many types of terrain and at various speeds. It was reported that the car drove best at 70-mph.

Most of the left-hand drive coachwork, those vehicles intended for the United States market, was handed by Brewster and Co. The European versions were bodied by names such as Hooper, Arthur Mulliner, Park Ward, Barker, and Thrupp & Maberly.

Construction of the Phantom II lasted from 1929 through 1935, at which point it was succeeded by the Phantom III and its large twelve-cylinder engine.

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