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1933 Rolls-Royce Phantom II

The Rolls-Royce Phantom II was introduced in 1929 and incorporated numerous improvements over its predecessor, the Phantom I. It rested on a completely new chassis with the front axle mounted on semi-elliptical leaf springs and the rear axle also using semi-elliptical springs, replacing the older styled cantilever springs. These changes allowed the frame to sit lower resulting in dramatic improvements in handling. The radiator was positioned back behind the front axle and the steering was more than half of the way back in the wheelbase. The well-proportioned chassis still managed to carry a long hood and was a favorite of the best coachbuilders of the day including Hooper, Mulliner, Park Ward, and Thrupp & Maberly. All bodybuilders of Rolls-Royce cars, regardless of being in the U.S. or U.K., were required to supply their designs to Rolls-Royce for approval. After the body was fitted to the chassis, the coachbuilder returned the car to Rolls-Royce for testing and final inspection prior to delivery to the customer.

On the U.S. side, Rolls-Royce had ceased production at its Springfield, Massachusetts plant in 1931, after building 2,944 motorcars there. Rolls-Royce had produced the Silver Ghost and the New Phantom at both Rolls-Royces' Derby factory in the United Kingdom and at a factory in Springfield, Massachusetts. New Phantom (Phantom I) production at the U.S. factory lasted from 1926 to 1931. The main differences between the U.K. and U.S. models were the transmission and wheelbase sizes. Both had a standard wheelbase of 143.5-inches, while the long-wheelbase U.S. version measured 146.5-inches and the U.K. at 150.5-inches. Both versions came with a single dry-plate clutch, while the UK had a 4-speed and the U.S. a center change 3-speed unit. Other differences include the U.S. models using a centralized Bijur system while the U.K. models employed Enot nipples. The fuel gauge placement was sometimes different, with the U.S. models occasionally being placed on the dash instead of the tank. The radiator shutters of the U.S. cars were thermostatically controlled to open or shut depending upon engine temperature, and manual control of extra cylinder lubrication was fitted for cold starts. U.S.-destined cars had front and rear bumper supports, heavier rear brake drums, wider brake shoes, and higher gear ratios for high-speed touring. After being tested at the Rolls-Royce Works in Derby, England, they were shipped to the United States Customs at the Port of New York. To reduce Atlantic-crossing shipping costs, the Phantom II 'A' chassis were sent without a horn, chassis lubrication fittings, spring gaiters, tool kit, spark plus, and hood locks. American-sourced parts were installed upon the chassis arrival.

Rolls-Royce produced 2,269 examples of the New Phantom (Phantom I) in the United Kingdom and 1,240 examples in the United States. Production of the Phantom II lasted from 1929 through 1936 with 1,680 produced. 278 of those were Phantom II Continentals. All of the chassis were built at Rolls-Royce's factory in Derby, including two US-market series, the AJS and AMS. The 'A' in 'AJS' or 'AMS' represented a car modified for the American market. The most visual change was the conversion from right-hand to left-hand drive, with the American-type central gearshift replacing the British-style side lever. The bodies were made and fitted by coachbuilders, including Rolls-Royce's Brewster Coachworks. 116 cars were sent to the United States to be clothed by Brewster.

The Phantom II 'Continental' was birthed from a special order by Mr. Royce who commissioned designer H.I.F. 'Ivan' Evernden to build a one-off Phantom on a short-wheelbase. It received modifications to the engine and suspension, and wore a lightweight close-coupled saloon body built by Barker. Upgrades to the engine include a higher-lift camshaft and increased compression, and a taller rear-axle ratio. The suspension received flatter springs for a lower stance, twin Hartford auxiliary dampers in the front for ride control, and a raked steering column. It was known as 26EX and shown at the 1930 Biarritz Grand Concours d'Elegance. Although there were no plans to put 26EX into production, its Grand Prix d'Honneur victory at the Biarritz Grand Concours and immediate enthusiasm for the model sparked its creation. Two hundred and eighty-one examples were ultimately produced with 125 equipped with left-hand drive.

Following the initial intention of 26EX, the Phantom II Continental production versions were built for high-speed touring and used a shortened chassis, with revised suspension and specially tuned engine. The 7,668cc overhead-valve inline six-cylinder engine breathed through a single Rolls-Royce carburetor and developed 120 horsepower at 3,500 RPM. They were backed by a four-speed manual gearbox with braking handled by four-wheel mechanical drum brakes with servo assist. The suspension was comprised of solid axles, semi-elliptical leaf springs, shock absorbers, and hydraulic dampers.

The Phantom II Continental was capable of nearly 100 mph. They were pricier, sportier, and with fewer examples produced - rarer.

The Phantom II was the final Rolls-Royce designed by the company co-founder Mr. Henry Royce who passed away on April 22nd of 1933. It used many of the lessons learned from the 'New Phantom,' now commonly known as the Phantom I, and employing the same six-cylinder pushrod overhead valve engine but with a new cross-flow cylinder head, new combustion chambers, and improved manifolds. Initially, it produced 120 horsepower but subsequent developments resulted in over 150 horsepower in some cases. The engine, clutch, and the four-speed transmission were now a single unit with an open driveshaft. Later changes included synchromesh on the top two gears.

Brewster & Company

The Brewster & Company was located on Long Island, New York, and founded in 1810. With facilities in England, they won a Gold Medal at the Paris Exposition in 1878 for a horse-drawn carriage. They began building bodies for motor vehicles in 1950 and in 1908, mounted a landaulette on a Silver Ghost chassis. In 1925, the Brewster Company was acquired by Rolls-Royce of America. In 1931, they began designing and fitting bodies to the left-hand drive imported Phantom IIs. Nearly every Rolls-Royce that left the Springfield facility during the last five years of its existence wore a body by Brewster.

by Dan Vaughan

Henley Roadster by Brewster
Chassis number: 291 AJS
Engine number: A95J

In October of 1929, Rolls-Royce, along with New York-based coachbuilder Brewster and Co., debuted the new Phantom II at the London Olympia Motor Show. Just nine of these stunning cars were built. This chassis, the Henley Roadster (#291), is just one of seven remaining and is perhaps the most beautiful of all Brewster bodies.

The Phantom II's six-cylinder engine was the same size as that of the Phantom I but different in design, with two banks of three cylinders topped by a common head. The chassis was set lower than that of Phantom I. It retained its predecessor's long hood, but the radiator was higher and the suspension was by half-elliptic rather than cantilevered springs. The chassis was often driven straight from the shop to the chosen custom coachbuilder.

The Phantom II, a very rugged and reliable auto that was the much faster than previous Rolls-Royces, was the last model designed by Henry Royce. Whether it was a sedan, limousine, coupe, convertible or tourer, almost all had superbly proportioned coachwork. Rolls-Royce provided full service and spare parts for the Phantom II even after World War II.

By 1931, the Derby factory produced their first series of left-hand-drive chassis, though the Rolls-Royce Company was nearing the brink of extinction. The Great Depression had caused many fortunes to shrink; those who were still able to afford an elegant Rolls-Royce were not willing to part with the small fortune that a new Brewster-bodied Phantom commanded.

200 examples of the new AMS and AJS series Phantom IIs were initially planned, but only 125 were dispatched over a three-year period. Even though the Great Depression had compelled other business to go other new markets, Brewster maintained its unwavering standards of excellence and fashion.

The Rolls-Royce Springfield Ghost had the Piccadilly, the Phantom I had the York, and the Phantom II had the Henley. The Henley was an open two-seater that was a perfect balance between traditional Rolls-Royce demeanor and American flair, offering both style and grace. It had a raked and V'd windshield, a streamlined look, belt molding that narrowed under the cockpit, and a gracefully tapered tail.

The Henley made its first public appearance at the New York Auto Show of 1931. If it's elegant design and mechanical prowess did not take the onlookers breath away, the staggering $21,500 asking price surly did. It was the second most expensive car on display, eclipsed only by another Brewster-bodied Phantom.

In total, just eight Henley roadsters and a single, one-off Henley coupe were built on the Phantom II chassis.

This Rolls-Royce, chassis number 291 AJS, was shipped to New York aboard the SS Antonia. Upon its arrival in the United States, the chassis was sent to Brewster & Co., where it was fitted with Henley Roadster coachwork and prepared for its first owner.

The car sold new in August of 1933 to banker Ernest Leroy King of Winona, Minnesota and subsequently spent more than 25 years as a centerpiece of the Henry Ford Museum in Dearborn, MI, before passing to noted collector Rick Carroll. It was restored by Stone Barn Inc. of Vienna, NJ.

Early in the cars life, presumably while in the care of its first owner, the Henley Roadster was fitted with skirts on the front fenders and more modern headlamps. When Mr. King passed away in 1949, the car joined the Henry Ford Museum collection in Dearborn, Michigan. The car remained there for 25 years before being sold to Rick Carroll of Palm Beach, Florida. Under Mr. Carroll's care, the car was treated to a restoration and then selectively displayed at several concours events, earning a First Prize at a 1983 CCCA Grand Classic.

After Mr. Carroll's death, his collection was dispersed through a stand-alone auction in May of 1990. The Imperial Palace of Las Vegas acquired the Henley Roadster, and it remained on display in the collection for nearly a decade. From there, ownership passed to collector Mark Smith. In August 2002, after a brief period in his ownership, Mr. Smith sold the car to the current caretaker. The new owner commissioned a comprehensive cosmetic restoration.

In August of 2003, the freshly restored car was displayed at the Pebble Beach Concurs d'Elegance. It later won First in Class at the 2005 Amelia Island Concours d'Elegance and the 2007 Palos Verdes Concours d'Elegance.

The car has mirror-like black paintwork, wheel discs, and contrasting beltline. The interior is finished in cognac leather and wood veneers.

Freestone & Webb Sedanca de Ville by Freestone & Webb
Chassis number: 115TA

This 1933 Rolls-Royce Phantom II 40/50hp Sedanca de Ville began life as a Sports Saloon with coachwork by Hooper. Later in life, it was given this Sedanca de Ville bodystyle, courtesy of the Freestone & Webb coachbuilding firm. The canopy can be rolled up and is attached at the roof. There is a spare wheel on the exterior rear trunk. This car spent the early parts of its life in England, coming over to the US where in the late 1970s where it has dwelled in California with most of its time spent in a garage.

The Phantom II was a popular favorite for coachbuilders. The chassis came in two sizes, a 144-inch and a larger 150-inch. The six-cylinder overhead valve engine was potent enough to carry the elegant creations at competitive highway speeds.

This car was offered for sale at the 2006 Bonhams & Butterfields auction held at the Quail Lodge in Carmel, California where it was estimated to sell between $100,000 - $120,000. At auction, bidding fell short of the estimated value, with the high bid reaching $76,050.

by Dan Vaughan

Henley Roadster by Brewster

This wonderful un-restored Rolls-Royce is part of a series of cars that was Rolls-Royce's last effort to market a set of cars strictly for the American market. An earlier effort of producing parts in England and shipping them to the U.S. for assembly and coachwork in Springfield, M.A, had failed, and the new effort involved building left-hand drive chassis in England and shipping them over for American coachwork by Brewster. In all, only 125 left-hand drive chassis were built, of which 116 came to the US. Of these, only nine were fitted with the beautiful Henley Roadster bodywork. This example was received by Doris L. Benz as a college graduation gift from her father in 1933, in Boston. She never married, and the car spent the bulk of its time at a family summer home in NH, where the car was periodically serviced at a Rolls-Royce service facility near Boston. The car had just under 34,000 miles when she passed away, and the Bahre Collection acquired it from her estate and is the second owner of this untouched original gem.

by Dan Vaughan

Tourer by Barker
Chassis number: 4PY
Engine number: VQ55

The Phantom II was the last model designed by Henry Royce in 1929. It had an entirely new low-slung chassis with its radiator set farther back, allowing coachbuilders to create much sleeker designs. It was available in two lengths, long for more formal cars and a shorter Continental version for more sporting cars. By the end of production the Phantom II Continental could achieve speeds of over 100 mph. Arguably, the Phantom II Continental is considered the definitive sporting Rolls-Royce, most certainly one to be driven by its owner and not by the family chauffeur. Continentals were short chassis vehicles designed with lighter four-passenger coachwork, and their 7.7-liter OHV six-cylinder engine was given a higher compression ratio and a performance camshaft, as well as a special axle ratio and a lower steering column.

While the prototype was built for Sir Henry Royce in 1929, the firm built only 298 Phantom II Continentals from 1929 to 1935 (of a total 1,767 PIIs), including this one-off with coachwork by Barker of London.

This automobile was one of two Rolls-Royce cars especially built for the 1933 Paris Automobile Show. The original British owner was a D. A. Sursock. The most noted use of this automobile was by High Majesty King George V to review the Royal Air Force planes at Mildenhall in 1935. The automobile came to America in the 1960's. The current owners have enjoyed the car since 1984, driving it extensively on tours all over the United States. It is uniquely equipped with a chrome dash panel and white-faced instruments.

This automobile is powered by a 7.7-Litre (7668cc/467 cubic-inch) pushrod OHV straight six cylinder engine.

This automobile is not a show car but is consistently used for antique automobile touring in the United States. You might recognize this automobile as being a former Ault Park Concours d'Elegance poster car.

Newport Town Car by Brewster
Chassis number: 253AJS
Engine number: Y45F

Founded in England in 1906, Rolls-Royce established its United States presence in Long Island City in 1913, although World War I halted sales at just 100. Sales and United States production resumed in 1921 in Springfield, Massachusetts.

The company produced 2,944 American Rolls-Royce cars before being closed in 1931, due to the Great Depression.

In 1933, Rolls-Royce completed 30 Phantom II Motor Cars. Brewster Town Car body types, in which the chauffeur steers in the open, carried the names Huntington, Newport, Savoy, and Keswick. Of the 13 different models sold in 1933, eight Newports, like this example were delivered, including one to legendary playboy Tommy Manville.

With five owners since the car was first produced, this 145-inch wheelbase legend was bodied in America on a chassis imported from the United Kingdom. According to the present owner's knowledge, the car has only been shown at the Detroit 'Eyes on Design' in 1998. Other than 'Eyes' and the 2008 Meadow Brook Concours d'Elegance, the car has been housed in private collections.

The original owner of this chassis was Edwin Gould II. In 1946, it was sold by Mrs. Gould to Elmo L. Joseph, whom it accompanied as he moved all over the United States during the next four decades. After finally settling in Grosse Pointe, Michigan, Mr. Joseph had the restoration of the car begun, but passed away in 1994 before much work had been completed. Richard Sahlin then purchased the car from the estate and had the restoration completed. The body was refinished in two-tone grey, with complementary broadcloth upholstery. It has correct original features such as a 'hidey hole' for an umbrella, under the chauffeur's seat.

The car was sold by Mr. Sahlin's estate in 1999 to collector John McMullen and spent the next eight years in his Michigan stable. It was then acquired by Greg Aarssen of Chatham, Ontario, before passing into the hands of its current Florida owner.

Henley Roadster by Brewster

This is one of eight Phantom IIs built by Rolls-Royce with Henley Roadster coachwork by Brewster. Originally built for Tommy Manville as a gift to his wife, it was considered one of the most elegant body styles available on the 7-liter, 6-cylinder Phantom II chassis. Many of the styles of coachwork created by Brewster for Phantom I and II chassis were named after English towns and countries, like Newmarket, Henley and Pall Mall.

Convertible Roadster by Letourner et Marchand

This Rolls-Royce was found in a state of total disrepair in a shed in England. It was originally bodied as a Towncar by Hooper. Unfortunately, it ended that phase in a barn with the body rusted beyond repair.

The remains were located by Bob Peterson of Petersen Engineering, of Beaworthy Mill Devon. A complete restoration of the engine and chassis was done, but the body was too far gone to be usable at all. Bob Petersen decided that if a complete rebuild was to be undertaken, some personality was to be added. He completely rebuilt the body in the style of a Delage D-8 bodied by Letour & Marchant. The construction was exactly as it was done in 1933. This was designed and built in the original manner of metal over a wood frame.

Bob used the car as his own personal conveyance for 8 years before selling it to the current owners.

Town Car by Brewster
Chassis number: 218 AMS
Engine number: u45J

This Rolls Royce Phantom II has a long hood, sculpted windows, German silver hardware, a low razor edge roof design, and a dramatic V-windshield. Inside there is gold plated hardware, vanity cases, indirect lighting, and lambs' wool carpets. When new, this Brewster bodied Town Car was $31,000 making it the most expensive car in the world built that year. It was over 50% more than the 'Twenty Grand' Duesenberg created that same year.

This is a very special automobile that has had only three owners since new. The first owner was C. Matthew Dick, an heir to a major business machine company. This car was created for his new bride who would be traveling between social events and required proper transpiration. Mrs. Dick kept the car at her estate in Newport, RI. The second owner was Gerald Rolph who retained the car for over 40 years. Much of that time was spent in storage in his Isle of Man estate off the coast of England. The present owner is a Colorado individual who purchased the car over a decade ago. It has been shown at numerous events and has earned several Best of Show and Elegance awards. It has been on display at the foremost museums.

In 2008, this vehicle was offered for sale at the 'sports & Classics of Monterey' presented by RM Auctions. It was sold for $2,310,000 including buyer's premium.

by Dan Vaughan

Open Tourer by Hooper
Chassis number: 110 MY
Engine number: JC 75

The Phantom II had a redesigned chassis that allowed the vehicle to be lowered by nearly nine inches. By using a new suspension layout consisting of semi-elliptic springs that were underslung in the rear, this lowered setup was possible. Other mechanical changes occurred for the Phantom II such as the clutch and gearbox were made into a single unit and the implementation of a synchromesh transmission for the first time in Rolls-Royce history.

Chassis number 110 MY has a well-documented history that began on October 19th of 1932. It was ordered by A.A. Hutchinson of New York City who put down a sizable deposit. It was sent to Hooper & Company, Ltd. on December 4th of 1933, where it was clothed in the unusual open-tourer body featuring roll-up windows. The engine is a 7668cc six-cylinder unit that produces 120 horsepower.

For nearly two decades, the location of this Open Tourer was uncertain. At some point, it was ordered by Paul Lutey of New York, who sold it on August 18th of 1953 to Kraemer Luks of Mountain View, New Jersey. A year later, having regretted his decision to sell the car, Mr. Lutey attempted to negotiate a trade for the car. Mr. Luks declined. When Mr. Luks passed away, the car became the possession of his widow, Gertrude. She sold the car on October 27th of 1975 to her daughter, Cynthia Luks Martin. It was advertised for sale seven years later in the Flying Lady, and was purchased by Edward Ardis of Media, Pennsylvania.

Over the next 18 months, the car was meticulously restored. It was sold on December 20th of 1983 to Lawrence and Jane MacElree of Newton Square, Pennsylvania. The current owner acquired the car in 1990, trading a 1931 Cadillac V-12 convertible and a 1919 Kissel Goldbug for the Hooper-bodied tourer.

The car is currently finished in British Green with tan hides, has a tan top and wood dash and door cappings. There is a four-speed synchromesh gearbox with overdrive and four-wheel servo-assisted brakes. In both the front and rear are semi-elliptic springs providing the performance characteristics of a sporting Continental.

In 2009, this PII Open Tourer was offered for sale at the Gooding & Company auction held in Scottsdale, Arizona where it was estimated to sell for $250,000 - $350,000. The lot failed to find a bidder willing to satisfy its reserve. It was left unsold.

by Dan Vaughan

Boat Tail Skiff by W.B. Carter Coach and Boat Builders
Chassis number: 184PY

The New Phantom was launched in May of 1925, and would later become known as the Phantom I. It brought with it a new and more modern engine, yet retained a chassis similar to that of the Silver Ghost. The same was true for the transmission, with the old cone-type clutch replaced by a new single dry plate clutch. In September of 1929, Rolls-Royce announced that the New Phantom chassis would no longer be offered. It was replaced with the Phantom II, which made its debut at the Olympia Motor Show. It had a more refined, updated chassis and an improved engine, mounted in unit with the transmission. There were hydraulic shocks and the use of underslung semi-elliptic springs for both front and rear axles. The frame was lower and gave the vehicle a reduction in ride height.

Production of the Phantom II was brief, lasting from 1929 to 1935 with approximately 1,767 examples produced.

This Phantom II roadster has a wooden body executed by W.B. Carter Coach and Boat Builders of Cambridgeshire, England. It features solid wood construction using dowel-and-peg joinery throughout, with the sole exception of the hood, which utilizes wood veneer over steel panels, to protect it from engine heat. The interior is leather.

James C. Leake imported this car to the United States, and later sold it in 1982 to Millard Newman. The car was later sold to Mr. Lutgert before coming into the ownership of the current owners in 2005.

In 2009, this Phantom II Boat Tail Skiff was offered for sale at the Sports & Classics of Monterey auction in Monterey, California presented by RM Auctions. The car was estimated to sell for $225,000-$275,000. The lot failed to sell after achieving a high bid of $170,000.

In 2010, this vehicle was offered for sale at the Pebble Beach Auction presented by Gooding & Company. The car was estimated to sell for $250,000 - $350,000. As bidding came to a close, the car had been sold for the sum of $198,000 inclusive of buyer's premium.

by Dan Vaughan

Newport Town Car by Brewster
Chassis number: S75T

This Phantom II wears a Newport Town Car body with coachwork by Brewster. It has elegant curved hood doors, a raked windshield, and a close coupled body. This car was commissioned for Mrs. M. Armstrong-Taylor of Sacramento Street in San Francisco, California. It was built in England and shipped to the Springfield plant for coachwork, arriving August 15th of 1933. The completed car was delivered to Mrs. Armstrong-Taylor in mid-October of that year.

The second owner was C.L. Cummins who purchased it in July of 1946. About two years later, it was sold again, this time to New York City resident Eugene Levay. By the late 1970s, the car was in the hands of Texas collector Rich Atwell, Sr. It would remain in that collection for about 25 years before it was sold to Dean Kruse, who displayed the car in his museum in Auburn, Indiana. The current owner purchased the car at the Kruse auction in Hershey in October of 2005.

While in the Atwell Collection, the car was given a complete restoration. It was later exhibited at the classic Car Club of America meet in Kalamazoo, where it won its class.

In 2010, the car was offered for sale at the Vintage Motor Cars of Hershey auction presented by RM Auctions. The car was estimated to sell for $100,000-$150,000. As bidding came to a close, the car had been sold for the sum of $129,250 including buyer's premium.

by Dan Vaughan

Newport Town Car by Brewster

In 1933, 30 of these cars were completed with Brewster Town Car bodies, exposing the chauffeur to the elements, and just eight Newports were delivered.

The Phantom II debuted at the London Olympia Motor Show in 1929. Its engine was the same size as the Phantom I but it had six cylinders in two rows of three topped by a common head, and the chassis was lowered.

Newport Sedanca de Ville by Brewster
Chassis number: 203 AMS

This Phantom II Rolls-Royce was built for the United States market. It wears Newport Sedanca de Ville coachwork outfitted by Brewster. The hood stretches from the radiator to the windshield, a styling cue that would become one of Dutch Darrin' trademarks but not for a few years. There are hallmark Brewster design traits of arrow shaped door handles, raked windshield and fender. The luggage rack is a compact arrangement which folds directly into the body.

The contract for the car was dated February of 1930, with the completed chassis being tested in April of 1932 and taking to the water in August of 1933. Two months later it was fitted with the Newport body. Mrs. Mabelle Armstrong-Taylor of San Francisco, CA was the vehicle's first owner. The next owner was C.L. Cummins in Palo Alto, CA in July of 1946. Subsequent owners include Eugene Levay of New York City (1948), Baron Edward Albano Zinco (1952), David Rosenheim of West End, NJ (1974), and Edward Wurzel of Canton OH (1978). The next owner of the car was Richard Atwell in Texas. While in Mr. Atwell's care, the car was treated to a restoration. Upon completion, it was finished in two tone burgundy livery. It would pass through another owner before coming into the care of the late John M. O'Quinn, later passing to the present owner.

In 2011, this vehicle was offered for sale at the Quail Lodge auction presented by Bonhams. As bidding came to a close, the car had been sold for the sum of $199,500 inclusive of buyer's premium.

by Dan Vaughan

Tourer by Castagna
Chassis number: 282 AJS

This left-hand drive model chassis was initially ordered by Mrs. W. H. Luden, of the Luden Cough Drop Company family. It was delivered on New Year's Eve in 1932. Mrs. Luden commissioned the Brewster Body Company to transfer her Castagna body from her previous Isotta-Franschini chassis to that of her new Rolls-Royce.

The Rear portion of this car is exceptionally elegant, with hand carved and polished hardwoods. It also carries a chauffeur notification system; there are buttons in the rear and a corresponding lit wheel in the driver's compartment. This allows an English command, from the rear, to be delivered to a button displaying an appropriate French, German or Italian command to the driver. The ingenious illuminated system notifies the chauffeur, using any of several languages, to turn left, turn right, speed up, slow down, turn around or go home.

The current owner purchased the car in a thousand pieces. It required a five year long restoration to appear in its current condition. It is the only example of a Castagna body on a Rolls-Royce chassis.

Transformable Tourer by Hibbard and Darrin
Chassis number: 216AMS

This Phantom II has been enjoyed by the same family for over 5 decades. It was recently lovingly restored over the course of eight years by the son of the car's fourth owner. (The car was purchased back in 1958.) This car (chassis 215AMS) was built in England and shipped to the United States to be bodied by Brewster. Its first owner didn't like the Brewster design and an unidentified replacement body was found. After ten years and much research, this body was finally identified by Howard 'Dutch' Darrin himself as the prototype that he and Tom Hibbard had built in Paris in the late 1920s. This important body was the basis of many future Hibbard and Darrin creations and was used to demonstrate design features to potential customers.

Sport Saloon by Brewster
Chassis number: 295AJS
Engine number: R45A

This Rolls-Royce is believed to be one of only 113 left-hand-drive, British-built, American-bodied Phantom IIs, and appears to be one of only seven Brewster Sport Sedans. The close-coupled, balanced body design is almost coupe-like, yet offers passengers the convenience of a four-door sedan.

Brewster & Co. was located on Long Island, New York. They were the favored body supplier for the American Rolls-Royce Works in Springfield, Massachusetts. Design cues include its rear-hinged front doors, raked windshields, 'Trilin' taillamps, mahogany running boards, double-flat bar bumpers, and straightforward instrument panels (Brewster hallmarks that were widely copied by coachbuilders in the 1930s).

Mr. Ruger purchased this 4-door Sport Saloon in the early-2000s. A previous owner was Mr. Paul Zimmer cira 1948-52 and later went to Jack Frost of Detroit, who owned it for nearly 30 years and won a class award at an RROC meet in 1976, along with a series of Best in Class and Best in Show trophies. It then went to the Atwell Collection in Texas before joining the Ruger Collection. As-acquired, it had modernized front fenders with side-mounted spare tires. While in Mr. Ruger's care, John Abrahamson of Enfield Auto Restorations was commissioned to return the fenders to their prewar specification, which eliminated the spares. The work included the development of a rear spare tire mount in accordance with Rolls-Royce practice of the era.

In 2012, the car was offered for sale at the St. Johns sale presented by RM Auctions. It was estimated to sell for $200,000 - $250,000 and offered without reserve. As bidding came to a close, the car had been sold for the sum of $192,500 inclusive of buyer's premium.

by Dan Vaughan

Newmarket Tourer by Brewster
Chassis number: 217 AMS
Engine number: U35J

In early 1931, Rolls-Royce made a delivery of 200 Derby-built Phantom II chassis to Brewster & Co. in Long Island City, New York, following the close of its assembly plant in Springfield, Massachusetts. Numerous modifications were required to make the newly introduced Phantom II suitable for the American market. The cars were converted to left-hand drive steering, adjustments made to the suspension, and 20-inch wheels were installed. Cars destined for the U.S. were given chassis names 'AJS' or 'AMS' suffix to help distinguish them from the other Phantom IIs meant for other markets.

Brewster bodied Phantom IIs were given several body styles including the Henley Roadster, the Newport Town Car, the Croydon Victoria, and the Newmarket Convertible Sedan. The bodies were built to high standards using high-quality materials and old-world construction methods.

This example, a Brewster-bodied Newmarket Tourer, wears chassis number 217 AMS. It was originally shipped to the United States aboard the SS Scythia, arriving at the Port of Springfield on November 8th of 1933. The car originally wore a Henley Roadster body when delivered to its first owner, S.M. Swenson on February 28th of 1934. Less than a year later, the car was returned and given a Newmarket body. With its new coachwork, the car was delivered to Charles J. Rosenbloom of Pittsburgh, Pennsylvania, on November 16th of 1935.

After World War II, the car was in the care of Jack Carroll of Altoona, PA. It was sold by Mr. Carroll on July 6th of 1950 to Prew Savoy of Washington, DC. A month later, it was purchased by Malcolm C. West of Columbia, Tennessee. In 1955, R. Ridley of Nashville, Tennessee advertised the Phantom II for sale in the Bazaar section of The Flying Lady. Ownership later passed to Nelson Trabue of Nashville; from there it was sold to T.W. Douglas of Hardin, Kentucky. In April of 1959, it was purchased by Edward J. Schmitt of Louisville, Kentucky. It would remain in his care until his passing in the mid-1970s where it was offered for sale at the Kruse Cincinnati Auction in April of 1976. The current caretaker purchased the car at that auction.

In recent years, the car has been given a comprehensive body-off restoration. It is finished in light gray with contrasting dark gray chassis, fenders, and beltline molding. It has period-correct features such as the door crests, rear passenger screen, and accessory trunk. The engine has been rebuilt with new bearings, pistons, valves, and cylinder blocks. A power steering system has been installed to make it more suitable for touring.

The 7668cc overhead valve, six-cylinder engine is fitted with a single updraft Rolls-Royce carburetor and produces 120 horsepower. There is a four-speed manual gearbox and four-wheel servo-assisted mechanical drum brakes.

by Dan Vaughan

Newport Town Car by Brewster

Rolls-Royce debuted the Phantom II at the 1929 London Olympia Motor Show. The Phantom II was Henry Royce's last design before he died in April of 1933; production spanned just six years from 1929 to 1935, with approximately 1,681 examples produced. With its underslung rear springs, the ride height was reduced by nine inches from the earlier Phantom chassis, which made it possible for more modern and sleek coachwork to be fitted.

This very original Phantom II is one of only 30 Brewster-bodied Phantom IIs built in 1933. It has a striking Newport close coupled body with its distinctive raked windshield and elegant curved hood doors. The Newport and its cousin, the Riviera, were among the best-looking town cars of their town.

Henley Roadster by Brewster

By 1931, when the Derby factory produced their first series of left-hand drive chassis, Rolls-Royce of America and its associate Brewster were nearing the brink of extinction. The previously brisk business of the 1920's abruptly slipped away as customers were increasingly hesitant to part with the small fortune commanded for a Brewster-bodied Phantom. While 200 of the AMS and AJS series Phantoms were initially planned, only 125 examples were assembled over a three-year period. The Henley made its initial public appearance at the 1931 New York Auto Show. It was the second most expensive car at the Rolls-Royce display (only eclipsed by another Brewster bodied Phantom) at $21,500. Only eight Henley Roadsters were assembled. They found acceptance among people such as the Vanderbilts and Tommy Manville.

Sedan by Crosbie & Dunn. Ltd.

This 1933 Rolls-Royce Phantom II was delivered to George Heath Ltd. for Crosbie and Dunn Coachbuilders. It was sold to H. A. Crane, Esq. of Earlswood Lodge, Knowle, England. The current owners purchased the car in 1984 from Morris Stein of West Bloomfield, Michigan. It participated in and completed the 1985 Great American Race from Los Angeles to New York, a nine day 3,400 mile rally. The Phantom II has just completed a 14 month restoration. The Rolls-Royce engine has six-cylinders is 468 cubic inches and a horsepower rating of 43.3 hp. The wheelbase measures 12 feet 6 inches.

Newmarket Tourer by Brewster
Chassis number: 289AJS
Engine number: A75J

This Rolls-Royce was initially specified as a Croydon Convertible Coupe, but that order was subsequently changed to the Special Newmarket Permanent Sedan. None of the six examples were exactly the same, with each being truly unique. This particular example was one of three with the Henley Roadster-style side molding, raked split windshield, and sloping tail, and is the only example with extended front fenders that cover the side-mount cradles and undercarriage.

This Rolls-Royce was delivered on March 14th of 1933, to E.L. King. Mr. King also purchased a second similar sport sedan (number 295AJS), and a Henley Roadster (number 291AJS) all within a few months of one another. The Special Newmarket Permanent Sedan was apparently intended for his daughter, Mary Eleanor Boalt, of Daytona Beach. Ms. Boalt subsequently married Alfred Thomas Gardner in 1936, and later Rolls-Royce records show chassis number 289AJS as the 'ex-Mrs. Gardiner sic car.'

In 1939, ownership of this Rolls-Royce passed to the second owner, Dorothy Tuckerman, who apparently received it as a college graduation gift. Mrs. Tuckerman was followed in 1941 by James N. Lambert of Grand Isle, Vermont; in 1948 by Arthur D. Osborne; and in 1955 by Andrew Darling of Minneapolis.

Chassis number 289AJS was restored early in his ownership and was shown twice in 1962, at the RROC meet in Dearborn, winning 2nd in Class, and at the Classic Car Club of America Grand Classic in Dearborn, winning 1st in Class.

Following Mr. Darling's passing, the Phantom II was sold after 40 years of ownership to California collector, John Mozart. It remained in Mr. Mozart collections for four years, and was purchased by Charles Howard, before returning to the United States in the hands of Mark J. Smith. Orin Smith (no relation) purchased the car in 2010.

The car was treated to a restoration and made its post-restoration debut at the 2015 Pebble Beach Concours d'Elegance, where it was awarded Best in Class.

by Dan Vaughan

Sedanca de Ville by Windovers
Chassis number: 150PY
Engine number: CK85

This Rolls-Royce Phantom II, titled as a 1934, wears a Sedanca de Ville body by London coachbuilder Windovers. It has flowing fenders, close-coupled doors, a molded beltline, and a two-tone color scheme. The car was delivered in January of 1934 to G.E. Philcox of Stone Court, Staplefield, via London dealers Caffyns. It had four intervening British owners before being mechanically restored and exported from England to the United States in 1962 by H. Louis Moore of State College, Pennsylvania, who sold it in 1967 to Dr. James Stickley. Two years later it was sold to Albert G. Pabst of Dallas, who maintained the car until 1984 before selling it to Gordon Dysart, also of Dallas. Two years later, in time for Christmas of 1986, it was acquired by Jay and Berta Leone.

This Rolls-Royce achieved Senior badge no. 2075 in 1997. In 2001 it was shown at the Pebble Beach Concours d'Elegance where it received the Lucius Beebe Trophy for Most Elegant Rolls-Royce.

by Dan Vaughan

Convertible Sedan by Brewster
Chassis number: 202AMS
Engine number: S-65T

On August 15, 1933, this Derby chassis arrived in Montreal on the RMS Scythia - one of only three left-hand-drive Rolls-Royce chassis exported from England to Canada. It was purchased by Duncan McMartin of Montreal and immediately dispatched to Brewster & Company to receive a special four-door, convertible touring sedan body (number 7400). In 1960, the car was offered for sale by Dr. William Good of Maidstone in Kent for a price of $4,200, and purchased by a gentleman in Corpus Christi, Texas. Maintained in storage for many decades, the Phantom II was eventually acquired by Bob Atwell in 1978, who recognized its exceptional one-off Brewster body. He had this rare Rolls-Royce meticulously restored, in cinnabar and black, with the leather upholstery and carpeting expertly dyed to match the exterior. The exterior for the top was chosen to match the cast of the paint, and the wheel covers were re-spun in aluminum to perfectly replicate the original Brewster covers. The result is unique and stunning - an exclusive Phantom II.

Sedanca De Ville by Gurney Nutting
Chassis number: 220AMS
Engine number: U65J

This 1933 Rolls-Royce Phantom II left the factory with engine number U65J which continues to reside under the bonnet. It was one of the final recorded left-hand drive AMS series chassis dispatched from Derby in 1933 and was originally bodied in the United States by Brewster Keswick in Town Car coachwork. Its original owner was Dr. J. Bentley Squire of New York City and Scarsdale. By the time it entered the care of Frank M. Chapman Jr. in October of 1941, it was wearing its current Gurney Nutting Sedanca deVille coachwork. The coachwork was first fitted to Phantom II 17 TA, a short chassis Continental delivered December 12, 1934, directly to Gurney Nutting on an order from H.R. Owen where it was fitted with Sedanca deVille coachwork in early 1935. Chassis number 17 TA's first owner was Sir McPherson Robertson who took delivery on April 8th of 1935.

The Brewster Keswick Town Car coachwork features 11-degree raked louvers on the bonnet, dual side-mounted spares and whitewall tires on painted wire wheels, and sweeping, crowned fenders. There is a separate luggage trunk and a tool kit resides under the driver's seat.

What remains a mystery is how the coachwork of 17 TA came to the United States, when did 220 AMS receive the coachwork, and why was the switch made.

220 AMS was purchased from the McNear-Nash Company in Brookline by J. Wynne Paris of Newton, Massachusetts in May of 1947. A short time later, in September, it was sold to Alden G. Handy from whom Ted Leonard is believed to have purchased it in January of 1978. After Mr. Leonard passed away, the car was sold by Bonhams in June of 2009 and shortly thereafter acquired by the current owner.

This Town Car is finished in black livery and is outfitted with large Marchal headlights supplied through Trilux of New York and has synchromesh on the top two gears in its four-speed box. The front seats are finished in grey leather while the rear compartment is done in beige broadcloth. The left rear seat had a smoker's kit while the passenger on the right had a more elaborate combination smoker's kit and vanity. Two occasional seats provided room for two additional passengers.

This vehicle has been on static display for the past decade.

by Dan Vaughan

Newmarket Tourer by Brewster
Chassis number: 289AJS
Engine number: A75J

This Phantom II is one of 125 left-hand-drive chassis constructed in England especially for the United States market. Only six cars were built with this sporting and modern Special Permanent New Market coachwork by Brewster, and this car is the only one exhibiting this front fender skirting, bucket seats, and no divider window. This Phantom II was delivered in 1933 to Watkins Products chairman E.L. King of Winona, Minnesota, for his daughter, Mary Elizabeth Boalt. In 1955 it was acquired by collector Andrew Darling and resided with him for the remaining forty years of his life. As his car, it won awards at RROC and CCCA events. Now a part of the Lehrman Collection, this Phantom II is an authentic representation of its 1933 debut.

Sedanca Drophead Coupe by Gurney Nutting
Chassis number: 60SK

This 1934 Rolls-Royce Phantom II Continental bears a Gurney Nutting Sedanca Drophead Coupe, which is essentially half Sedan and half Cabriolet, with three possible configurations (fully open, semi-open or closed). These Coupes were built on the shorter, sportier Continental 12-foot wheelbase.

This Phantom II was first owned by Gordon Padley of London, who lost ownership of the Rolls-Royce around 1939 and filed for bankruptcy in 1942. The car left for Australia, was impounded by customs for four years, and eventually acquired by Sir Harold Gengoult Smith, a physician and Lord Mayor of Melbourne. The Phantom II has come to reside with The Hon. Sir Michael Kadoorie, who had the PII restored and added an overdrive to enhance its drivability.

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.

by Rolls-Royce Motor Cars Limited

by Rolls-Royce

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 Dan Vaughan