Image credits: © Rolls-Royce.

1933 Rolls-Royce Phantom II Continental news, pictures, specifications, and information
Drophead Coupe
Coachwork: Gurney Nutting
Chassis Num: 124MY
Engine Num: JC95
Lot Withdrawn from 2016 The Finest Automobile Auctions.
Introduced in 1929, the Rolls-Rocye Pantom II was intended to carry customers accustomed to being driven by a chauffeur. However, in 1930 the chassis was produced for those who wanted to take control of the wheel themselves in more sporting fashion. Of the total 1681 Phantom II chassis produced, only 281 were Continentals.

The Continentals were short chassis vehicles made to accommodate lighter 4-passenger coachwork, with the rear-seated passengers sitting well ahead of the rear axle. Adjustable shock absorbers, as well as a lower rake steering were also employed in the chassis. The 7.7-liter OHV 6-cylinder engine benefited from a higher compression ratio and a high performance camshaft.

Chassis 124MY, priced roughly at 1,850 British Pounds, was ordered by the fashionable London dealership of H.R. Owen & Co. Only 12 of these 3-position Drop Head Coupes were produced. 124MY was kept on display in the Berkeley Street showroom during June of 1933.

The car had many prestigious royal owners throughout the years, and in July of 2003, Pennsylvania collector John W. Rich purchased 124MY, starting another chapter in its history.
Drophead Coupe
Coachwork: Gurney Nutting
Chassis Num: 124MY
Engine Num: JC95
Lot Withdrawn from 2016 The Finest Automobile Auctions.
Of the total 1681 Phantom II chassis produced, only 281 were Continentals. And there were only 12 of these 3-position Drop Head Coupes produced.  [Read More...]
Fixed Head Coupe
Coachwork: Gurney Nutting
Chassis Num: 94MY
The Phantom II is one of the greatest British pre-war sporting cars ever produced. Powered by the well balanced in-line six engine, the continental chassis were ideal for fast touring around the continent. Many of the PII were mated wîth extraordinary coachwork, this one in particular wîth Gurney Nutting's finest. This particular car is on a short chassis and is one of the finest available today. Ordered new by Mr. Cox Hill of Birmingham the car has a number of special order items. It later came to the ÚSA and graced the collection of Mr. Phil Witchard of New York. The car was a First Place Winner at a Classic Car Club of America's National meet.

Source - Blackhawk Collection
Sedance Coupe
Coachwork: Gurney Nutting
Chassis Num: 32PY
Sold for $375,000 at 2009 RM Sothebys.
The Rolls-Royce Twenty became the new 25/30, while the New Phantom later became known as the Phantom I after the launch of the Phantom II. It was still rated at 40/50 horsepower, the same as the Silver Ghost and the Phantom I. A major difference wa  [Read More...]
By Daniel Vaughan | Apr 2009
Sport Coupe
Coachwork: Hooper
The Phantom II Continental was aimed at the sporting buyer of Rolls-Royce motor cars; it was created for those individuals who wanted to motor across the continent in the grand manner - in a car with increased performance and stiffer handling. The Ho  [Read More...]
Fixed Head Coupe
Coachwork: Gurney Nutting
Chassis Num: 170 MY
Sold for $862,585 (£418,000) at 2007 RM Sothebys.
This Gurney Nutting-bodied Phantom II (chassis 170 MY) has been owned by some of the most discerning motorists in the world. Its first owner was Sir hugo Cunliffe-Owen, a director of British American Tobacco. In 1936 the car was purchased by Bentley   [Read More...]
Sedance Coupe
Coachwork: Gurney Nutting
Chassis Num: 71MW
Engine Num: NY-55
Sold for $1,320,000 at 2013 Gooding & Company.
The Rolls-Royce Phantom II was first shown at the London Motor Show in 1929. With its 6-cylinder, 7.7-litre engine it was much faster than previous Rolls-Royce cars. The Continental, introduced in 1930 was designed for the owner-driver to enjoy and w  [Read More...]
Sport Touring Saloon
Coachwork: Barker
Chassis Num: 2MY
Engine Num: QU-45-C
High bid of $165,000 at 2014 RM Sothebys. (did not sell)
Chassis number 2MY is an original factory trials car fitted with many prototype features. The car was used as a trials car by the factory for a decade and it was the first Phantom II to be fitted and tested with many innovation features that would la  [Read More...]
By Daniel Vaughan | Feb 2014
Three-Position Drophead Coupe
Coachwork: Barker
Chassis Num: 186 MY
Engine Num: CJ-85
This Rolls-Royce Phantom II Continental wears a Three-Position Drophead Coupe body built by the coachbuilder Barker. It was ordered by Captain John Wanamaker Jr. of New York and Philadelphia in 1933. The car was in Mr. Wanamaker's care for only a sho  [Read More...]
By Daniel Vaughan | Oct 2016
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
 
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