The Rolls-Royce Phantom II was introduced in 1929 as the successor to the Phantom I and marked a significant evolution in the design and engineering of luxury motorcars by Rolls-Royce. It was a vehicle specifically designed with the chauffer driven passenger in mind. At the time the only home-produced rival to compare with the Phantom II was the Bentley 8 Litre, which was a faster vehicle but was thought to be far less chauffer friendly, with considerably heavier steering and a gearbox which was more difficult to operate. The vast majority of the 1400 or so Phantom II chassis that were produced were fitted with four door saloon style coachwork, ideal for a chauffeur and his passengers. It was produced until 1935, a period that saw substantial changes in the motor industry, with a shift towards more powerful and technically advanced vehicles. Despite the significant economic challenges of the time, Rolls-Royce managed to maintain its reputation for excellence, catering to an elite clientele that valued craftsmanship, performance, and prestige. This model is often celebrated for its advanced engineering and stylish design, which made it a favourite among wealthy enthusiasts and prominent figures of the time. The Phantom II’s combination of speed, luxury, and aesthetics positioned it as a pinnacle of automotive engineering during the pre-war era.
It was fitted with a 7.7 litre (7,668cc) straight six-cylinder engine, an evolution of the Phantom I engine that was more refined for better performance and smoother operation. The car was equipped with a four-speed manual gearbox with later models incorporating synchromesh on the third and fourth gears, which improved driving ease. The Phantom II had an all-new chassis design which was a major redevelopment. It used semi-elliptical leaf springs for the front suspension and a cantilever spring system at the rear. This setup offered improved ride quality and handling characteristics. Four-wheel servo-assisted drum brakes were standard, ensuring strong and reliable braking performance. The Phantom II was available in various bespoke body styles, created by renowned coachbuilders such as Barker, Park Ward, and Hooper, catering to the specific tastes and requirements of its affluent buyers.
During the development of the Phantom II, most of the long-distance testing was carried out on the long straight roads surrounding Chateauroux in France. This fact and Mr Henry Royce’s many journeys between the South of England and the South of France no doubt opened his eyes to the type of motoring not available upon England’s narrow and windy roads. With long-distance high-speed motoring in mind, the Phantom II Continental chassis was created and introduced in 1930, the project being personally overseen by Henry Royce with assistance from Ivan Evernden. It was to be a sportier and more performance-oriented version of the Phantom II, tailored to meet the desires of customers who sought a combination of luxury and high-speed touring capabilities. The Continental variant was produced in limited numbers, making it even more exclusive and desirable with just 281 chassis built.
They differentiated themselves from their standard cousins with thicker springs and a six-inch shorter chassis, measuring 144 inches. The steering column was optionally lowered to what was known as the “F” rake position, and the floor was also lowered to allow more rakish coachwork to be fitted. Mechanically speaking the Continental was fitted with a higher ratio back axle (12/41) which provided brisk acceleration and higher top speeds at lower revolutions. Royce decided that the use of five thicker leaf springs as opposed to the standard nine or ten would save weight and allow for a smoother ride if the road surface was less than perfect. To assist control of the ride additional shock absorbers were also added to the standard hydraulic units, which were controllable from the driver’s seat in the later examples. Other modifications which the Phantom II Continental benefitted from included a higher compression ratio engine and improved carburation, resulting in a power output of approximately 120bhp. With lightweight coachwork being fitted the result was a motor car capable of carrying four people in comfort, at high speeds, for many hours at a time over great distances. The Continental was typically fitted with more aerodynamic and stylish bodywork, often designed by leading coachbuilders such as H.J. Mulliner and Gurney Nutting. These bodies were often lighter and more streamlined, contributing to the car's enhanced performance.
Thoughts from Frank Dale
The Rolls-Royce Phantom II and Phantom II Continental represent significant milestones in the history of luxury motor car production and the history of the Rolls-Royce itself. They showcased the company’s commitment to engineering excellence, bespoke craftsmanship, and the ability to evolve with changing customer preferences and technological advancements. Their blend of performance, luxury, and timeless design has ensured its legacy as one of the most iconic cars of the early 20th century. Both models represent superb examples of Pre-War Rolls-Royce, and either are eminently usable on today’s roads. With some exceptional coachwork designs fitted particularly to the Phantom II Continental chassis, they are commonly seen on the finest concours lawns of the world and deservedly so. They are rightly considered by many to be some of the finest pre-war Rolls-Royces ever built, combining at times stunning looks with a superbly engineered chassis and drivetrain. To us, they are simply magnificent motor cars, models we regularly offer for sale and often have in our workshop for maintenance and restoration. The best of the best...perhaps.