Registration No: 614 JGT
Chassis No: 140SK
MOT: Exempt

• 1 of just 1,402 Phantom IIs understood to have been produced
• Presented in well preserved barn-find condition after some fourty years of lay-up
• Originally coached by H.J. Mulliner in four-light sports saloon guise and then later rebodied by Dottridge Bros
• Offered without reserve

Introduced at the October 1929 Olympia Motor Show, the Phantom II was the last of the truly grand six-cylinder Rolls-Royces and the final one to be overseen throughout by F. Henry Royce himself. The chassis was completely new and, rather than the cantilever rear springs of its predecessors, it employed underslung semi-elliptic ones which, along with improvements to the drivetrain, allowed the frame to ride closer to the ground, improving handling. The power came from an updated version of the Phantom I engine, topped by a new aluminium alloy crossflow cylinder head, it was matched to a four-speed manual gearbox, bolted directly to the chassis rails. The four-wheel servo-assisted brake system of the Phantom I was continued, and all Phantom II chassis received lubrication set-up. The radiator was positioned aft of a reworked beam front axle, further adding to the model's fresh, low-slung appearance. The resulting elongated bonnet line together with short overhangs created an enticing platform for the coachbuilder's art, and proved conducive to elegant designs courtesy of the major carrozzerias of the day - e.g. James Young, Park Ward, Mulliner, Thrupp & Maberly etc. Capable of over 90mph, the Phantom II remained in production for six years, during which time some 1,402 are understood to have been made, plus 278 with yet sportier Continental specification. All but 125 of the total were equipped with right-hand drive.

According to “The Rolls-Royce Phantom II and III” by Nick Whitaker and Steve Stuckey, chassis 140SK was originally bodied in four-light saloon coachwork by H.J. Mulliner and delivered to a Mrs H. Martineau. The V5C states that it was first registered in London as ‘614 JGT’ on the 13^th February 1935 but the records show that it was “off-test” on the 1^st October 1934. Thankfully, a side-profile photograph survives of the car in H.J. Mulliner form when new. Little is known of the history following its delivery, however some years later, post-World War II, the car was acquired by Harold White Funeral Directors of Chingford, Essex and was masterfully re-worked to Limousine specification by the esteemed Islington based coachbuilders, Dottridge Brothers post-war. Much of the original H.J. Mulliner line was kept intact including much of the front wings and waistline, however the door bottoms were extended downwards for ease of access and the roofline was raised to accommodate a glass partition. The car is said to have been used quite extensively during the 1950’s and 60’s for funeral work by Harold White before being put into dry storage once it had become redundant due to the business’ acquisition of a more modern Rolls-Royce limousine in the late 1960’s / 1970’s. 140SK was to become somewhat forgotten about during the following years until the proprietor passed away and it was bequeathed to the current generation of the family who still run the business today.

Upon inspection, it was noted that the large proportion of the Phantom II has been preserved very well indeed thanks to the dry storage conditions that it has been pulled from and is largely complete. The paintwork is evidently period and could be a clean-up and preservation job, but the bodywork also appears to be solid. 140SK also retains its original engine numbered DK55 which appears to be seized from years of standing, but the car was pulled from its resting place with relative ease due to unseized brakes allowing it to roll freely. The interior is in largely intact condition, and it is thought that it could be preserved in this form with some TLC should a prospective buyer be so inclined. It should be noted that the history file could not be found by the vendor and a new V5C will need to be applied for although a digital record exists with the DVLA.

So, the question for a prospective buyer that remains is what to do with the car? It could be enjoyed as a very fine and rare oily-rag machine in its current form or put back to work in the funeral trade after a restoration. Perhaps for the more eccentric it could be returned back to its original H.J. Mulliner styling?

For more information, please contact:
Lucas Gomersall
lucas.gomersall@handh.co.uk
07484 082430