1938 Rolls-Royce Phantom III

The Rolls-Royce Phantom III represented the pinnacle of luxury during the 1930s, with bespoke bodies, advanced materials and accouterments, and a potent multi-cylinder engine. Introduced in 1936 as a successor to the six-cylinder Phantom II, the Phantom III employed a 7,338cc V12 engine that benefitted from the company's considerable experience in manufacturing V12 aero engines. A total of 727 examples were built before production was halted due to World War II.

The Phantom III holds the distinction of being the only road-going V12-engined Rolls-Royce until the arrival of the Silver Seraph in 1998.

Chassis
The Rolls-Royce Silver Ghost began its existence resting on a 135.5-inch wheelbase, increasing to 143.5 inches by 1913. From 1923 forward, the Silver Ghost could be purchased on a standard 144-inch wheelbase or a longer 150.5-inch platform. It had rigid front and rear axles, leaf springs, and rear wheel brakes operated by a hand lever, with a pedal-operated transmission brake acting on the propellor shaft. By 1913, the footbrake system moved to drums on the rear axle, and four-wheel servo-assisted brakes became optional in 1923.

The New Phantom (Phantom I) rested on the same frame as the Silver Ghost, with cantilever springs in the back and a semi-elliptical spring setup at the front. The four-wheel brakes used a servo-assistance system licensed from Hispano-Suiza.

The Phantom II introduced a completely new chassis with sizes of 144- and 150 inches. It continued to use semi-elliptical leaf springs as on earlier 40/50 hp models, but the rear axle replaced the prior cantilever springs with semi-elliptical springs. The Bijur centralized lubrication system from the Springfield-built Phantom I was included on all Phantom II chassis.

The Phantom III chassis had a wheelbase size of 142 inches with an independent coil-spring-based front suspension and semi-elliptic rear springs, centralized chassis lubrication system, automatic shock absorbers with over-riding hand controls, and servo-operated brakes. Wire wheels were standard and Ace wheel discs were a popular option. An on-board jacking and a one-shot chassis lubrication system was operated via a lever inside the driver's compartment.

The radiator shell is of Staybrite steel.

Engine
Six-cylinder power motivated the Silver Ghost, Phantom I, and Phantom II. The Phantom II had introduced an all-new chassis, and the Phantom III was equally significant with its aluminum-alloy twelve-cylinder engine. Displacing 7.32 liters (447 cubic inches / 7338cc), it had a 3.25-inch bore, a 4.5-inch stroke, twin ignition, two distributors, two coils twenty-four spark plugs, and hydraulic tappets that were later replaced by solid adjustable tappets in 1938. This pushrod engine had overhead valves operated by a single camshaft in the valley between the cylinder banks. The engine produced approximately 165 horsepower and was paired with a four-speed manual gearbox with synchromesh on gears 2, 3 and 4. An overdrive gearbox was added in 1938.

Coachwork
Coachwork was provided by numerous coachbuilders of the era including Thrupp & Maberly, Park Ward, Mulliner, Barker, and Hooper. Body styles varied and were constructed to individual order per client request. The list includes convertibles, coupes, saloons, and limousines.

Pre-WWII Rolls-Royce Production

- Rolls-Royce 30 hp (1905-1906) : 37
- Rolls-Royce 40/50 Silver Ghost (1906-1926) : 7,874
- Rolls-Royce New Phantom (a.k.a. Phantom I) (1925-1931) : 3,512
- Rolls-Royce Phantom II (1929-1935) : 1,681 including 281 Continentals and 9 experimental
- Rolls-Royce Phantom III (1936-1939) : 727

- Rolls-Royce Twenty (1922-1929) : 2,940
- Rolls-Royce 20/25 (1929-1936) : 3,827
- Rolls-Royce 25/30 (1936-1938) : 1,201
- Rolls-Royce Wraith (1938-1939) : 491

by Daniel Vaughan | Aug 2024