1933 Rolls-Royce Phantom II Continental Sports Saloon

Coachwork by James Young Registration no. UFF 356 Chassis no. 64 MY Engine no. ZM 55 C

Footnotes

The Phantom II was introduced in 1929 as a successor to the New Phantom (retrospectively known as the Phantom I) with deliveries commencing in September of that year. Unlike its predecessor, which inherited its underpinnings from the preceding 40/50hp model, the Silver Ghost, the Phantom II employed an entirely new chassis laid out along the lines of that of the smaller 20hp Rolls-Royce. Built in two wheelbase lengths - 144" and 150" - this new low-slung frame, with its radiator set well back, enabled coachbuilders to body the car in the modern idiom, creating sleeker designs than the upright ones of the past.

The engine too had come in for extensive revision. The PI's cylinder dimensions and basic layout - two blocks of three cylinders, with an aluminium cylinder head common to both blocks - were retained, but the combustion chambers had been redesigned and the 'head was now of the cross-flow type, with inlet and exhaust manifolds on opposite sides. The magneto/coil dual ignition system remained the same as on the PI.

The result of these engine changes was greatly enhanced performance, particularly of the Continental model, and the ability to accommodate weightier coachwork. Designed around the short (144") Phantom II chassis and introduced in 1930, the Continental was conceived as 'an enthusiastic owner driver's car' and featured revised rear suspension, higher axle ratio and lowered steering column. By the end of production the magnificent Phantom II Continental was good for 95mph. 'Powerful, docile, delightfully easy to control and a thoroughbred, it behaves in a manner which is difficult to convey without seeming to over-praise,' opined The Motor after testing a PII Continental in March 1934.
Highly favoured by prominent coachbuilders, the Phantom II chassis provided the platform for some of the truly outstanding designs of its day and this Continental model wears handsome, four-door sports saloon coachwork by James Young, now regarded as one of the finest coachbuilders of the inter-war period. One of the handful of British coachbuilding firms active after WW2, the Bromley-based carriage-maker had bodied its first automobile in 1908, affiliating itself with a succession of quality marques throughout the 1920s and 1930s before being acquired by Jack Barclay in 1937.

Commenting on the marque and specifically when asked about this car in 2010, Peter noted 'Pre-war Rolls-Royce have been a great love throughout my life,' 'and their beauty is irresistible. All to do with 1930s values of high quality of manufacture and sheer elegance of design. One of the romantic aspects of ownership is that every model was made to order: the buyer could specify everything, including wonderfully original coachwork.' As he transitioned from racing driver to someone who appreciated sporting road cars, a Continental was the most perfect compromise and one can be certain that its appeal to Peter was precisely the same that Rolls-Royce had targeted when they built and marketed these cars in the 1930s.

Continental chassis number '64MY' was specially ordered in December 1932 by Archie Pass, director of leading London dealer Pass and Joyce Limited, as a demonstration model. Rolls-Royce records confirm that use 'in both Town and for Touring' was specified. In February 1933, the makers of 'The Best Car in the World' delivered the chassis to James Young's premises in Bromley, Kent. Believed unique, the four-door sports saloon coachwork features a bodyline that slopes engagingly rearwards, together with a sliding roof and louvred bonnet. The rear body section, including the wings, was produced as a whole, foreshadowing later coachbuilding practice.

Registered 'AGH 1', and known for many years as 'Aggie' by Peter and his family, the completed car was shipped aboard the SS Balmoral on behalf of its original owner, Max Kohler, a prominent Johannesburg resident, in September 1933. Two years later, I G Emanuel of Mayfair bought the Phantom II which, post-war, changed hands three times before it was acquired in the late 1970s by Peter Blond. It was restored for him by Ristes in the early 1980s and finished in his preferred two-tone dark green/light smoke green livery.

Details which always appealed to him about this car, were the immaculately appointed interior boasting special large diameter speedometer and rev counter dials (initialled 'R-R'); Marchal headlamps and matching spotlight; a pair of Bosch horns; and an interior illuminated number plate incorporated in a rear bumper shaped to the contour of the body. He would note that the two deep scoops fitted below the scuttle offer a then novel, yet highly effective, method of 'air conditioning'. Accessories include a complete set of small tools is housed in the boot lid, enclosed in two veneered trays.

As with his other cars, an overdrive unit was fitted by Ristes which, together with an in-line fuel pump, external oil filter and radiator bypass pipe, contributes to increased motoring confidence, while a new aluminium cylinder head with hardened valve seats assisted the use of unleaded fuel. In 2011 a major service was carried out by Frank Dale & Stepsons, including a new clutch and the fitting of a new cylinder head gasket. More recently it was checked over by Nigel Sandell, whom Peter greatly respected, and a new MOT issued in April.

Over the course of more than 40 years as its custodian, Peter routinely showed and toured the Continental, highlights of its career including being winner of the 'Style and Performance' award at the Louis Vuitton Boheme Run in 2006, a drive which he shared with his late wife Virginia and the well-known journalist, his friend Simon de Burton.

As Peter would state, a Continental affords the prospect of motoring in the truly grand style.