1934 Rolls-Royce Phantom II Sedanca Drophead Coupe

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 an 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. Just six were given drophead sedanca coupe bodies by H.J. Mulliner.

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. It was used as Barclay demonstrator for several months before being delivered to its original owner, Sir Charles John Wilson, the 3rd Baron Nunburnholme. He had requested the headlamp brackets be shortened, bringing them ¼-inch below the 'shoulder' of the radiator, and that the floorboards of the car be unpainted! The car was also fitted with very comfortable and sporting adjustable front bucket seats, which remain today.

The origins of the 'pontoon'-style fenders remain a mystery. Unconfirmed research pointed to a Parisian Rolls-Royce agent Franco-Brittanic placed an order for the modifications to local coachbuilder Henri Chapron in 1938. It has also been suggested that the fenders were the work of Henri Binder. They are, however, French in their style and a coachbuilt addition 'of the period,' having been on the car by the early 1950s, when it was owned by P.M. Gardner of Negeve, France.

In 1936, it was sold to Mrs. Carrigan of Regent's Park. It is believed that she had the coachwork updated. 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.

Sometime 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.

By Daniel Vaughan | May 2017