Rolls-Royce began work on its new Phantom I in 1922, it was introduced in 1925. It succeeded the Silver Ghost (40/50 Series), which was no easy task. The new Phantom offered a larger 7.7 liter six-cylinder engine, constructed with a one-piece cylinder head and offering overhead valve operation. It also sported dual ignition system and an aluminum crankcase. In 1929, Rolls-Royce offered a Phantom II series using the same engine, but employing a new more refined transmission and revised suspension allowing for much improved handling characteristics.
This Short Coupled Saloon shown was displayed at the 1929 Paris Salon. It featured coachwork by Weymann. Woolworth heiress Barbara Hutton purchased the car. Ernest Hemingway toured the United States in this car. The car has a fully documented history and appears in 'The Rolls-Royce 40/50 HP' by W.J. Oldham and 'Those Elegant Rolls-Royces' by L. Dalton. It has recently been featured at the Pin-Mar and the Festival of Speed.
Sold for $231,000 at 2006 RM Sothebys. High bid of $180,000 at 2008 RM Sothebys. (did not sell) Sold for $227,000 at 2009 Bonhams. Sold for $110,000 at 2011 RM Sothebys. Sold for $180,000 at 2012 Mecum. This 1929 Rolls-Royce Phantom II Imperial Cabriolet has coachwork by D'Ieteren for Hibbard and Darrin. It is powered by a 7668 cc six-cylinder engine capable of producing 120 horsepower. Stopping power is provided by power-assisted four-wheel drum [Read More...] By Daniel Vaughan | Sep 2007
1929 Rolls-Royce Phantom II Imperial Cabriolet by Hibbard and Darrin
The Imperial Cabriolet is an exquisite example of an English vehicle with custom French coachwork by Hibbard and Darrin in Paris. Among the many changes from the original Phantom it has a much lower chassis which reduced the height by nine inches. Phantom IIs were produced until 1935; total production was 1,767 vehicles. This example with blue and black coachwork, an aluminum bonnet, or hood, and yellow wire wheels was much admired at the recent Amelia Island Concours d'Elegance.
Sold for $231,000 at 2006 RM Sothebys. High bid of $180,000 at 2008 RM Sothebys. (did not sell) Sold for $227,000 at 2009 Bonhams. Sold for $110,000 at 2011 RM Sothebys. Sold for $180,000 at 2012 Mecum. The Imperial Cabriolet is an exquisite example of an English automobile with custom French coachwork by Hibbard and Darrin. Among the many improvements of the Phantom II, over the Phantom I is that is has a much lower chassis which reduced the overa [Read More...]
Sold for $357,500 at 2015 RM Sothebys. In 1929, Rolls-Royce introduced the Phantom II to help combat sales competition from the Bentley 6.5 and 8 liter models. The engine in the Phantom II was a inline six-cylinder unit that had two blocks of three and a one piece aluminum head and crankc [Read More...]
Officially known as the 'New Phantom,' the Phantom I succeeded the 19-year-old Silver Ghost in 1925. The car is powered by a water-cooled, overhead valve, 7.67 liter, six-cylinder engine developing 100 horsepower, coupled to a four-speed manual trans [Read More...]
Sold for $770,000 at 2010 Gooding & Company. High bid of $625,000 at 2014 RM Sothebys. (did not sell) Sold for $434,500 at 2015 RM Sothebys. Some of Rolls-Royce's best customers during the 1920s and 1930s were the maharajas, the tribal leaders of India during the British Raj. Maharaja Rolls-Royces were regularly ordered to the rather unique specifications of their original owners, and fre [Read More...] By Daniel Vaughan | Oct 2014
Sold for $357,500 at 2015 RM Sothebys. When the Maharaja of Darbhanga passed away on July 3, 1929, he was succeeded by his brother, Rameshwar Singh Bahadur. Six days later, he placed an order for this Rolls-Royce Phantom II, which was delivered on January 25, 1930, aboard the S.S. Mulberr [Read More...] By Daniel Vaughan | Sep 2015
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, wîth 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 wîth 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 wîth a few modifications. These consist of a low §teering 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. By Daniel Vaughan | Feb 2007