Details
1931 ROLLS-ROYCE PHANTOM II CONTINENTAL
COACHWORK BY CARLTON CARRIAGE COMPANY
Chassis No. 24-JS
Engine No. OV65
Beige with brown fenders and top and brown leather upholstery.
Engine: six cylinder, 7,668cc; Gearbox: four speed manual; Brakes: four wheel drum; Suspension: semi-elliptic leaf springs, front and rear. Right hand drive.
The Rolls-Royce Phantom II is considered by many authorities of pre war Rolls-Royces to be one of the best Rolls-Royce cars ever built. It had the classic lines that said "luxury" and "performance" all in one. The Phantom II was made from 1929 to 1935, during which time some 1,767 were produced. It was the last of the "Big Six" models and considered the finest achievement of the master Sir Frederick Henry Royce. The engine actually grew out of the six used in the Phantom I, but was improved before Royce's death with an aluminum cylinder head and revised manifolding. In the Phantom II, the cantilever springs of the Phantom I were replaced by supple half-elliptic rear springs. The chassis was lower and so in turn was the center of gravity. Weight was reduced, and the steering much improved. The Phantom II also had centralized chassis lubrication and twin ignition systems, one by coil and battery, and the other by magneto, firing six plugs each. At the end of 1932, a new improved gearbox was introduced.
In 1931 the sporting version of the Phantom II arrived, the Continental, and became one of the motoring legends of the thirties. Based on the short 144 inch chassis and with 5.25:1 compression ratio and a higher axle ratio, a genuine 100mph was possible; it was very much built for the owner driver who considered himself an enthusiast. The majestic Rolls-Royce radiator and low drivetrain provided a superb platform for elegant coachwork. It inspired some of the best proportioned and most beautiful designs of the era.
24JS was ordered to be built to the same design as the original experimental "Continental" concept car 26EX. Designed by Ivan Evernden in collaboration with Frederick Henry Royce, 26EX was an immediate success and was the Winner of the Grand Prix D'honneur Concours d'Elegance at Biarritz where it was first shown to the public in September 1930. Following this win 26EX received great publicity and the sales department at Rolls-Royce quickly produced a very attractive brochure giving details and price on the Continental model with photographs taken from Biarritz.
While the original design was carried out by Barker, this car was built by another famous English firm, Carlton Carriage Company. Certainly the shape is virtually identical to the sleek and attractive design of 26EX with its twin rear mounted spare wheels and similar two tone color scheme. One major difference is the side louvres in the scuttle. The first U.K. owner of this vehicle was Mr. E. Everard Gates of Buckenham Hall, Norfolk. The car later passed to a Mrs. N. Hindley in Lancashire in 1934. Exactly when the car arrived in the U.S.A. is currently unknown, but in the late 1960s it was in the ownership of Mr. Will Wing. He sold the car in the late 1970s partially restored. The new owner finished the restoration and sold it on to a well known Rolls-Royce enthusiast, the late Derek du Toit, who took the car to South Africa. Mr. du Toit fitted an overdrive unit to the car and
COACHWORK BY CARLTON CARRIAGE COMPANY
Chassis No. 24-JS
Engine No. OV65
Beige with brown fenders and top and brown leather upholstery.
Engine: six cylinder, 7,668cc; Gearbox: four speed manual; Brakes: four wheel drum; Suspension: semi-elliptic leaf springs, front and rear. Right hand drive.
The Rolls-Royce Phantom II is considered by many authorities of pre war Rolls-Royces to be one of the best Rolls-Royce cars ever built. It had the classic lines that said "luxury" and "performance" all in one. The Phantom II was made from 1929 to 1935, during which time some 1,767 were produced. It was the last of the "Big Six" models and considered the finest achievement of the master Sir Frederick Henry Royce. The engine actually grew out of the six used in the Phantom I, but was improved before Royce's death with an aluminum cylinder head and revised manifolding. In the Phantom II, the cantilever springs of the Phantom I were replaced by supple half-elliptic rear springs. The chassis was lower and so in turn was the center of gravity. Weight was reduced, and the steering much improved. The Phantom II also had centralized chassis lubrication and twin ignition systems, one by coil and battery, and the other by magneto, firing six plugs each. At the end of 1932, a new improved gearbox was introduced.
In 1931 the sporting version of the Phantom II arrived, the Continental, and became one of the motoring legends of the thirties. Based on the short 144 inch chassis and with 5.25:1 compression ratio and a higher axle ratio, a genuine 100mph was possible; it was very much built for the owner driver who considered himself an enthusiast. The majestic Rolls-Royce radiator and low drivetrain provided a superb platform for elegant coachwork. It inspired some of the best proportioned and most beautiful designs of the era.
24JS was ordered to be built to the same design as the original experimental "Continental" concept car 26EX. Designed by Ivan Evernden in collaboration with Frederick Henry Royce, 26EX was an immediate success and was the Winner of the Grand Prix D'honneur Concours d'Elegance at Biarritz where it was first shown to the public in September 1930. Following this win 26EX received great publicity and the sales department at Rolls-Royce quickly produced a very attractive brochure giving details and price on the Continental model with photographs taken from Biarritz.
While the original design was carried out by Barker, this car was built by another famous English firm, Carlton Carriage Company. Certainly the shape is virtually identical to the sleek and attractive design of 26EX with its twin rear mounted spare wheels and similar two tone color scheme. One major difference is the side louvres in the scuttle. The first U.K. owner of this vehicle was Mr. E. Everard Gates of Buckenham Hall, Norfolk. The car later passed to a Mrs. N. Hindley in Lancashire in 1934. Exactly when the car arrived in the U.S.A. is currently unknown, but in the late 1960s it was in the ownership of Mr. Will Wing. He sold the car in the late 1970s partially restored. The new owner finished the restoration and sold it on to a well known Rolls-Royce enthusiast, the late Derek du Toit, who took the car to South Africa. Mr. du Toit fitted an overdrive unit to the car and