 1930 Phantom II | 1932 Phantom II  | 1932 Phantom II Continental |
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1931 Rolls-Royce Phantom II news, pictures, and information | ||
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 |  |  | Savoy Coachwork: Brewster Chassis Num: 212AJS |
The Phantom II was a completely redesigned vehicle and had very little in common with its predecessor, the Phantom I. The Phantom II was equipped with a straight 6, 43.4 hp, 7668cc aluminum head engine capable of acceleration from zero-to-sixty in 19.6 seconds. The engine was unitary with a four-speed manual transmission. Semi-elliptical springs suspended the front and, in a change from its predecessor, four-wheel servo-assisted brakes were also specified.
This Phantom II was offered by its original owner during the depths of the Great Depression. Given the fact that thousands of Americans were in bread lines, this vehicle proves that not everyone was destitute. The coachwork is quite luxurious, and features a liquor cabinet. The passenger compartment, center cabinet and inside door panels are trimmed in burled walnut.
Fred Buess and Harry Nicks collaborated in a complete frame-off restoration of 212AJS that was started in August, 2003 and completed in February, 2007.
 |  |  | Drop Head Coupe Coachwork: Wilkinson Chassis Num: 64GX |
| Sold for $412,500 at 2007 RM Auctions. Sold for $451,000 at 2010 Gooding & Company. | |||
Of course, the weight of the engine and the length of the vehicle needed to house these engines did not make them very suitable racecars. They were difficult to handle and braking was generally poor.
This Drop Head Coupe is very long, has seating for two, and sweeping fenders.
This Drop Head Coupe left Crewe as a standard Phaeton II. In the late 1970s, Rolls-Royce collector Nicholas Harley of London, decided to perform a restoration that spanned a period of approximately seven years. During that time, the frame was lengthened, reinforced and fitted with this Gurney Nutting-inspired body constructed by Wilkinson's of Derby. The body features a long hood and short rear deck. Under the bonnet is a 27-litre Mark I Merlin V-12 engine fed by two fuel pumps feeding to three enormous Carter carburetors. The V-12 engine produces 1,100 horsepower at 3,000 RPM.
Some time in the 1990s, the car made its way stateside and, in 2000, it was sold to a Florida collector. The current owner acquired the car in 2007, who embarked upon a comprehensive mechanical overhaul. During the work, the transmission assembly was converted to a Jaguar unit with high-strength gears. Also, the engine received new gaskets and freshly rebuilt carburetors.
The car is finished in dark green paint with matching solid disc wheels and a black beltline. There are Marchal auxiliary lamps, four-wheel servo-assisted drum brakes, and a four-speed manual gearbox.
In 2010, this Chrysler Imperial was offered for sale at the Gooding & Company Auction held in Scottsdale, Arizona. The lot was estimated to sell for $400,000 - $500,000. As bidding came to a close, the lot had been sold for the sum of $451,000, inclusive of buyer's reserve.
 |  |  | Sedanca DeVille Coachwork: Hooper Chassis Num: 125GY Engine Num: GI-85 |
This car is a right-hand drive example, speedometer in kilometers, louvered bonnet, one extra spare Dunlop wheel and tire mounted on the fender, Hooper 'sunshine roof mechanism,' division window, ebony woodwork, and silver plated interior fittings.
It has resided in a private museum in Ohio since 1966.
In 2008, this Custom Berline Limousine was offered for sale at the Hilton Head Sports & Classic Car Auction presented by Worldwide Auctioneers. It had an estimated value of $125,000 - $150,000. As the gavel fell for the third and final time, bidding had failed to satisfy the reserve and the lot was left unsold.
By Daniel Vaughan | Nov 2008
 |  |  | Sedanca DeVille Coachwork: Thrupp and Maberly Chassis Num: 4JS |
| Sold for $176,000 at 2009 RM Auctions. | |||
The engine is an overhead-valve six-cylinder unit displacing 7668cc. There is a four-speed manual transmission and four-wheel power assisted drum brakes.
In 2009, this Super Eight was offered for sale at the Vintage Motor Cars of Hershey presented by RM Auctions where it was estimated to sell for $160,000 - $180,000. The lot was sold for the sum of $176,000, including buyer's premium.
By Daniel Vaughan | Oct 2009
 |  |  | LWB Close Coupled Coupe Coachwork: Park Ward & Co. Chassis Num: 195GY |
| High bid of $375,000 at 2010 RM Auctions. (did not sell) | |||
Other owners of the car included Mr. R.F. Cartwright of Banbury who purchased it in 1935. It was sold in 1946 to Mr. Geoffrey Frank of Shropshire and then to Mr. W.D.L. Raw in 1954. After that, it was purchased by Mr. Randy Stetson who brought it to the United States.
In the 1980s, the car was given a comprehensive restoration. Two subsequent owners used the car extensively (in the 1990s it returned to the UK), and in 2003 it was given an extensive professional mechanical restoration. Total cost of the work surpassed $200,000 US.
This car is painted in dark green and black, with polished wheel discs. There are step-plate running boards, and dual-mounted rear spares.
In 2010, this car was offered for sale at the 'Sports & Classics of Monterey' presented by RM Auctions. It was estimated to sell for $500,000 - $600,000. Bidding reached $375,000 but was not enough to satisfy the car reserve. It would leave the auction unsold.
By Daniel Vaughan | Dec 2010
 |  |  | Henley Roadster Coachwork: Brewster Chassis Num: 255AJS Engine Num: E95B |
The American cars were converted from right-hand to left-hand drive. They were given an American-type central gearshift which replaced the British style side lever. The radiator shutters were thermostatically controlled to open or shut depending upon engine temperature, and manual control of extra cylinder lubrication was fitted for cold starts. Other changes included wider brake shoes, heavier rear brake drums, front and rear bumper supports, and higher gear ratios for high-speed touring. Upon completion, the cars were tested in Derby, England, and then shipped to the United States Customs at the Port of New York. The cars, by request of Rolls-Royce of America, were shipped without a tool kit, tires, horn, chassis lubrication fittings, spring gaiters, spark plugs, and hood locks. The purpose was the trim Atlantic-crossing shipping costs. American-sourced parts were fitted once the cars arrived in the US.
The cars with the Rolls-Royce Custom Coachwork were given a small plaque fitted to each car. All body builders for Rolls-Royce cars supplied their designs to Rolls-Royce for approval. Once the body was fitted to the chassis, the coachbuilder returned the car back to Rolls-Royce to be tested before final inspection and delivery.
The Phantom II cars were distinguished from the Phantom I's by their sweeping hood that measured half the length of the car.
The most famous and well known supplier for American Rolls-Royce was Brewster & Company, located on Long Island, New York and founded in 1810. They built their first motor body in 1905 and in 1908, mounted a landaulette on a Silver Ghost chassis. Rolls-Royce of American purchased Brewster in 1925. By 1931, the firm was designing and fitted bodies to the left-hand drive Phantom II's imported from England. During the final five years of Springfield production, nearly all Springfield Rolls' were Brewster-bodied.
This car, chassis number 255AJS, was first owned by Mr. Walton, who was one of only nine clients to order the Henley roadster. The original engine, number E95B, is still with this car. Currently, the car has been owned by the same family for the last four decades. Anthony Preston, of Riverdale and North White Plains, New York, acquired the car in October of 1971.
In 1978, it was given a complete mechanical restoration. When Mr. Preston passed away in 1985, the car remained in the family's possession, stored in a heated garage on jacks and kept dry until 2008, when his family had it mechanically re-commissioned. Since then, the car has traveled just 800 miles; the odometer currently reads 54,800.
This Henley Roadster has a split windshield and a rumble seat. Its period-correct paint scheme, in brown and tan, is executed in glossy lacquer.
In 2012, the car was offered for sale at the Monterey sale presented by RM Auctions. The car was estimated to sell for $750,000 - $950,000 and offered without reserve. As bidding came to a close, the car had been sold for the sum of $687,500 inclusive of buyer's premium.
By Daniel Vaughan | Oct 2012
 |  | Continental Touring Saloon Coachwork: Mulliner Chassis Num: 64GX Engine Num: FF75 |
| Sold for $178,800 at 2012 Bonhams. | ||
This example wears a Touring Saloon body by H.J. Mulliner and Co. Notable features include dual rear mounted spare tyres, blind quarters, uniquely flared wings, painted disc wheel covers and side hood louvers extending to the cowl.
It was sold new via CH Martin Ltd. of Cliff Bridge, Lewes, delivered in early June 193 to its commissioning owner, Mr. H Asa Thomas, Esq. The car remained with Mr. Thomas for nearly three decades. In November of 1958 it was sold to a Mr. Bernard Geoffrey Collings of Okehampton. Subsequent owners included Mr. S.E.L. Sturgeon of Surrey (whom commissioned a thorough restoration in October 1967) and a Mr. W.B. St. John Montagu of London (whom commissioned a comprehensive mechanical rebuild in June 1971). In January of 1977, the car was exported to the United States and would remain with one owner for 35 years until his death in 2011.
The odometer on the car shows 50,175 miles. The current owner who has cared for it since 2011, commissioned a sympathetic restoration which preserved its original structure and many original components.
In 2012, the car was offered for sale at the Quail Lodge Sale in Carmel, CA presented by Bonhams Auction. As bidding came to a close, the car had been sold for the sum of $178,000, including buyer's premium.
By Daniel Vaughan | Oct 2012
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 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
For more information and related vehicles, click hereAfter 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
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 1931
Rolls-Royce
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| Rolls-Royce Phantom I |
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| 1930 Phantom II | 1932 Phantom II | 1932 Phantom II Continental |
