Rolls-Royce Phantom II Continental
The Rolls-Royce Phantom II Continental represents the pinnacle of pre-war luxury motoring combined with genuine sporting capability — a seemingly impossible combination that Rolls-Royce achieved with the Continental variant of their flagship Phantom II. In an era when Rolls-Royce was synonymous with stately, chauffeur-driven luxury, the Continental was designed for the owner-driver who demanded performance alongside the marque's legendary refinement.
The Continental designation (later used by Bentley) indicated a car intended for rapid, comfortable travel across the European continent on the fast, straight roads of France and the challenging mountain passes of the Alps. To achieve this, Rolls-Royce specified a shorter wheelbase (12 feet rather than the standard 12 feet 6 inches or 13 feet), a higher-compression engine with modified inlet manifolding and a larger carburetor, higher gearing, stiffer springs, and revised steering for more direct response. The result was a Rolls-Royce that could cruise comfortably at 90 mph while maintaining the marque's standards of silence, smoothness, and mechanical refinement.
The engine was Rolls-Royce's magnificent 7.7-liter (7,668 cc) inline-six, one of the largest and most refined engines of its era. Rolls-Royce never disclosed exact power figures (famously describing power as 'adequate'), but the Continental specification is estimated to have produced approximately 120 horsepower. While modest by modern standards, this output, combined with the engine's immense torque from low RPM, gave the Phantom II Continental effortless performance. The engine was so smooth and quiet at speed that passengers could converse in normal tones at 80 mph.
As with all Rolls-Royces of the era, the Continental was sold as a chassis only, with the buyer selecting a coachbuilder to create a bespoke body. This practice resulted in an extraordinary diversity of designs, each unique to its owner. The finest coachbuilders of the era — Barker, Park Ward, Hooper, H.J. Mulliner, and Thrupp & Maberly in England, and Figoni et Falaschi, Kellner, and others in France — created some of the most beautiful and dramatic automotive designs ever seen on Phantom II Continental chassis.
The Continental touring bodies were typically lighter and more aerodynamic than standard Phantom II coachwork, featuring close-coupled four-seater or two-plus-two configurations, streamlined wings, and raked windscreens. Some of the most celebrated designs include Barker's flowing tourer bodies and the dramatic 'boattail' torpedo tourers. Each body was constructed using traditional coachbuilding techniques — hand-formed aluminum or steel panels over a hardwood frame — and finished to the highest standards of craftsmanship.
The chassis itself was a masterpiece of engineering. Semi-elliptic leaf springs at front and rear provided a comfortable ride, while Rolls-Royce's renowned servo-assisted brakes (using a mechanical servo driven from the gearbox) gave the heavy car stopping power that was exceptional for the period. The four-speed gearbox received synchromesh on third and fourth gears from 1932, making the car easier to drive at speed.
Approximately 278 Phantom II Continental chassis were produced between 1929 and 1935, making it considerably rarer than the standard Phantom II (of which approximately 1,672 were built). The Continental specification was the most expensive Phantom II option, and buyers tended to commission correspondingly expensive and elaborate coachwork.
Today, the Phantom II Continental is one of the most revered pre-war automobiles. It represents Rolls-Royce at the height of its engineering powers, combined with the artistry of the finest coachbuilders of the golden age. Values at auction reflect this status, with the most important examples exceeding $2 million. The Continental is eligible for the world's most prestigious concours d'elegance — Pebble Beach, Villa d'Este, and Goodwood — where its combination of mechanical excellence, historical significance, and coachbuilt beauty makes it a perennial favorite.
Provenance is paramount — verify chassis number through the Rolls-Royce Enthusiasts' Club and the Rolls-Royce Foundation. Original coachwork is the primary value driver — rebodied cars are worth significantly less than those retaining their original coachwork. The mechanical components (engine, gearbox, chassis) are well-supported by specialists, but coachwork restoration requires traditional coachbuilding skills. Engine and chassis condition should be assessed by a Rolls-Royce specialist. Check for frame corrosion, engine oil leaks, brake servo condition, and gearbox operation. The servo-assisted braking system requires specialist knowledge. Restoration costs can be enormous — six-figure sums are common. Competition history and famous ownership significantly affect value.
278 Phantom II Continental chassis produced at Rolls-Royce's Derby factory from 1929 to 1935. Each car received bespoke coachwork from independent coachbuilders. Total Phantom II production (all variants) was approximately 1,672 chassis. The Continental specification included a shorter wheelbase, higher-tune engine, stiffer springs, and higher gearing. Production ceased when the Phantom II was replaced by the V12 Phantom III in 1936.