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 |  | View more photos Boattail Tourer Coachwork: Hooper Chassis Num: 23 GN Engine Num: AH 35 |
It is powered by a six-cylinder overhead valve engine that is capable of producing 120 horsepower. It has four-wheel servo-assist brakes and a four-speed manual gearbox. The Hooper coach-built body sits atop a 150-inch wheelbase. Its first owner ordered the vehicle on October 18th of 1929 and had the car delivered to Hooper on February 24th of 1930. The car was completed by April of 1930.
During World War II the car served the British Ministry of War Transport where it escorted special staff and high ranking officials.
This car has separate tops for the rear and front passenger compartments. There are side mounted curtains and a tonneau cover for both compartments as well. Located in the vehicles boot is a two-drawer tool kit which is completely original.
This car was shown at the 1997 Pebble Beach Concours d'Elegance where it was awarded the Lucius Beebe Memorial Trophy. The Classic Car Club of America has awarded the vehicle a senior first place.
At auction the vehicle was left unsold.
It 2007 it was brought to the Monterey Sports & Classic Car Auction presented by RM Auctions, where it had an estimated value of $700,000 - $900,00. It would leave the auction under new ownership, having been sold for $627,000 including buyer's premium.
The car is the only two-place Speedster created by Hooper & Company.
 |  | View more photos All-Weather Tourer Coachwork: Hooper Chassis Num: 143GN Engine Num: KX35 |
This beautiful example is a long wheelbase All-Weather Tourer designed and built by Hooper for Count P. Bon de Sousa of Paris. This car was built to Continental specifications and is equipped with chromium plated fittings, Lucas P100 headlamps, Rolls-Royce mascot, Lucas windscreen wipers, side lamps and a sun screen was fitted across the top of the windshield. Sometime in the early 1950's the car was shipped across the pond with a GI to California. In 1970, the car moved to Northern California about 150 miles north of San Francisco. You can see a factory photo in Dalton's 'Those Elegant Rolls-Royce' on page 112. A meticulous restoration to the highest standard was carried out in 1995 and numerous awards, including many best of class have been won. After being in the same ownership for 37 years, this car is ready for the next chapter. Since its restoration, this car has won the RROC prestigious Hooper Award, honorary judges awards, and first in class at about every show where she has been judged.Source - Blackhawk Collection
| | View more photos Continental Touring Saloon Coachwork: Carlton Carriage Company Chassis Num: 46GX Engine Num: WK25 |
Improvements to the Phantom II went beyond just its platform; the engine received attention as well. It featured two blocks of three cylinders, with an aluminum cylinder head common to both blocks. This setup was similar to the engines of the past. Where they differed was a new combustion chamber with the heads now of the cross-flow type, with inlet and exhaust manifolds on opposite sides. These changes to the engine resulted in greater horsepower and better performance. More power also meant larger and statelier bodies could be fitted.
this Phantom II Continental was the 12th example constructed, of the 281 examples produced. It wears a touring saloon body with sunroof created by the London-based firm of Carlton Carriage Company.
It was first registered in January of 1931. Its first owner was Laurence Toole Locan Esq who was residing at the Cosmo Hotel in London's West Side. The second owner of the car was the Central Motor Company of Birmingham. Ownership later passed through three private owners before coming into the possession of R.W. Tripp of Albany, Oregon in 1960. It was purchased by the current owner in 1967. While in this owner's care, the car was treated to a long-term, professional assistance restoration. The work was rewarded in 2005 with the Jung Rolls-Royce Award for best personal restoration, North California region.
This car's original exterior color was grey/black. It is currently dark green/cream. The interior features a tan Connolly hide.
In 2007 the car was offered for sale at the Bonhams Important Sale of Collectors' Motorcars and Automobilia at the Quail Lodge Resort & Golf Club. It was estimated to sell for $300,000 - $350,000. At the close of the auction, the lot had been left unsold.
| Coupe by Mulliner Coachwork: Mulliner Chassis Num: 126GY Engine Num: GD35 |
There were 1,681 examples of the Phantom II produced between 1929 and 1935. This example has been treated to a restoration that shows well in modern times. At the Bonhams Important Sale of Collectors' Motorcars and Automobilia at the Quail Lodge Resort & Golf Club auction, the car was estimated to sell for $150,000 - $200,000. As the gavel fell for the final time, the lot was unsold.
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 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.
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.
1930 Rolls-Royce Phantom II |
|
| Year | 1930 |
| Make | Rolls-Royce |
| Model | Phantom II |
| Body Style | Boattail Tourer |
| Engine Location | Front |
| Drive Type | Rear Wheel |
| Production Years for Series | 1929 - 1936 |
| Coach Work | Hooper, Carlton Carriage Company, Mulliner |
| Combined MPG | 0.00 |
| Chassis / Engine Numbers Shown | |
| Chassis Number | 126GY |
| Engine Number | GD35 |
| Chassis Number | 143GN |
| Engine Number | KX35 |
| Chassis Number | 23 GN |
| Engine Number | AH 35 |
| Body Number | 7351 |
| Chassis Number | 46GX |
| Engine Number | WK25 |
| Body Number | Registration No: GN 46 |
| Engine | |
| Engine Configuration | I |
| Cylinders | 6 |
| Aspiration/Induction | Normal |
| Displacement | 7668.00 cc | 467.9 cu in. | 7.7 L. |
| Valves | 12 valves. 2 valves per cylinder. |
| Valvetrain | OHV |
| Horsepower | 120.00 BHP (88.3 KW) |
| HP / Liter | 15.6 BHP / Liter |
| Compression Ratio | 5.28:1 |
| Main Bearings | 7 |
| Fuel Type | Gasoline - Petrol |
| Fuel Feed | Carburetor |
| 1 R-R carburetor | |
| Block | Cast-iron |
| Head | Cast-iron |
| Engine | |
| Engine Configuration | I |
| Cylinders | 6 |
| Aspiration/Induction | Normal |
| Displacement | 7668.00 cc | 467.9 cu in. | 7.7 L. |
| Valves | 12 valves. 2 valves per cylinder. |
| Valvetrain | OHV |
| Horsepower | 120.00 BHP (88.3 KW) |
| HP / Liter | 15.6 BHP / Liter |
| Compression Ratio | 5.28:1 |
| Main Bearings | 7 |
| Fuel Type | Gasoline - Petrol |
| Fuel Feed | Carburetor |
| 1 R-R carburetor | |
| Block | Cast-iron |
| Head | Cast-iron |
| Standard Transmission | |
| Gears | 4 |
| Transmission | Manual |
| Standard Transmission | |
| Gears | 4 |
| Transmission | Manual |
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Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com
Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com