1939 Rolls-Royce Phantom III

The final large pre-war Rolls-Royce was the Phantom III which was introduced in 1936 and produced until 1939. It replaced the Phantom II which had been powered by a 7,668cc six-cylinder engine and built in 144- and 150-inch wheelbase platforms. The Phantom III had a 142-inch wheelbase platform and powered by a 7,338cc V12 engine. This would the only V12 Rolls-Royce until the introduction of the Silver Seraph in 1998.

The aluminum-alloy V12 pushrod engine had overhead valves operated by a single camshaft in the valley between the cylinder banks. The early examples had hydraulic tappets, while the later examples used solid adjustable tappets. There were twin ignition systems, with two distributors, two coils, and 24 spark plugs. The engine was backed by a four-speed manual transmission with synchromesh on 2 through 4 gears. An overdrive gearbox was added in 1938, the ratio change being contained in the gearbox rather than in a separate unit.

In the front was an independent suspension setup with coil springs. In the back was a carryover semi-elliptical spring unit in the rear. The chassis had a one-shot chassis lubrication system, operated by the driver using a lever. Standard equipment included wire wheels, however, many examples came with Ace wheel discs which were must easier to clean. Braking was employed by four-wheel servo-assisted brakes operated by a cable.

As was common practice during this era, Rolls-Royce built the chassis and mechanical components. The body styles were left to customers to design and style to suit their needs and tastes. The list of coachbuilders included Mulliner, Park Ward, Thrupp & Maberly, and Hooper. Body configurations included saloons, coupes, convertibles, and limousines. A few examples were built as shooting brakes and hearses.

During its production lifespan, a total of 727 examples were built.

by Dan Vaughan

Cabriolet
Chassis number: 3DL120

Originally bodied as a Sedanca deVille by Hooper, the second owner removed the original body and sent the chassis to Labourdette of Paris for the current body. Bare chassis were simply not available immediately after World War II. This is the last car bodied by Labourdette, and the body alone cost $44,000. The pillarless windshield, 'vutotal,' is a Labourdette patent, and much of the brass is leaded into the body. The finished project was shown at the 1947 Paris Auto Show, and was then shipped to New York. The car's underpinnings are pure Phantom III: a 7.3-liter V12 engine, independent front suspension, hydraulically adjustable shock absorbers and an on-board jacking system. The chassis was priced at 1,850 British Pounds (roughly $10,000), and just 719 chassis were produced through 1939. The only Rolls-Royce identifying marks on the car are two cloisonne emblems insert into the doors.

This is one of the most flamboyant designs ever by renowned French coachbuilder Labourdette. This car evokes strong emotions, and has been called both shocking and a work of art. Originally purchased with a more conventional body by Louie Ritter, noted and highly successful furrier to New York's high society. Ritter had the car, chassis number 3DL120, sent to Paris where he contracted Labourdette re-body it into a more distinctive style. The work was curtailed by the onset of World War II, and the car had to be hidden away until 1945. It was finally delivered to Ritter in 1947. This car has just been restored and has been shown at the 2007 Pebble Beach Concours d'Elegance.

Saloon by Gurney Nutting
Chassis number: 3DL122

The first body on this Rolls-Royce Phantom III (chassis 3DL122) was a Barker-built saloon, but that body was exchanged by its then-owner, the Earl of Shrewsbury, for this Gurney Nutting saloon in 1953. In the early 1960s this car was owned by Tommy Atkins, a motor-racing team manager in England. In 1963 it was brought to Carmel, California, and in 1968 it was purchased by the current owners who were editors of the Rolls-Royce Owners Club magazine, The Flying Lady. Over the years the couple carried out much restoration work and drove the car on many trips and adventures across America. With several owners in both the United Kingdom and the United States, including Harry Ferguson of four-wheel drive fame, this PIII has led a very interesting life including being carried as deck cargo on the Aquitania on its last voyage across the Atlantic before World War II.

Limousine by Mulliner
Chassis number: 3DL184
Engine number: N88Q

This Rolls-Royce Phantom III is one of the final examples built and was bodied by H.J. Mulliner as a formal limousine for display at the 1939 Scottish Motor Show. Due to the onset of World War II, the show was canceled, and the Rolls-Royce was sent to the United States, where it was delivered to Mrs. Arthur Burrage of Boston. Another early owner was James Melton, who used the Rolls as his everyday car in Connecticut for some time in the early post-war era.

In 1951, the car returned to the United Kingdom and into the ownership of the Earl of Sefton, only to move back stateside when it was sold in 1963 to William Thill of Dubuque, Iowa. The car remained with Mr. Thill until 1997. Later owners include Robert Shaffner, who eventually sold it to the current owner, William B. Ruger Jr.

Mr. Ruger treated the Rolls-Royce to a cosmetic restoration by Fran Roxas with new Shell Gray and Tudor Gray paint and complementary upholstery. Dennison-Jayne Motors of West Chester, Pennsylvania completely rebuilt the engine. A new radiator was fitted and sealed-beam headlamps were installed. The odometer currently shows 80,176 miles.

by Dan Vaughan

The Phantom III was the first Rolls-Royce to be fitted with a V12 engine, which was probably an inevitable development as the company was already manufacturing aero engines in this configuration.

When the Phantom III was unveiled at the 1935 Olympia Motor Show it was the most technically advanced car in the world and many believe the best car ever made. The 7340 cc. V12 overhead valve engine had a one-piece aluminum alloy crankcase and cylinder blocks and cast-iron wet cylinder liners and aluminum head.

The Phantom II was the first Rolls-Royce to have indendent front suspension; this was of the wishbone type and was controlled by coil springs and hydraulic dampers. The new suspension enabled the radiator and engine to be moved further forward on the shortened chassis, giving coachbuilders scope to build very spacious bodywork.

In chassis form the car cost 1,850 pounds, just 50 pounds more than the far less sophisticated Phantom II this was presumed to have been possibly because the swiftly selling smaller models subsidized the top of the range Phantom III.

During the design process of this car Henry Royce's poor health was failing further and he worried that he would not live to see the outcome of his work. Tragically this proved to be correct.

by Rolls-Royce Motor Cars Limited

by Rolls-Royce

The Phantom series culminated with the marque's only 12-cylinder chassis, the Phantom III. These great cars were built from 1935 until 1939, when World War II ended production, with only 710 produced. The extremely complex design was the last Henry Royce had any involvement in before his death in 1933, and borrowed heavily from Rolls Royce's experience building airplane engines.

by Dan Vaughan