Vehicle Description
Between 1929 and 1935, the magnificent Phantom II sat atop the
Rolls Royce range. Serving as a replacement for the original
Phantom, the Phantom II was completely redesigned from the ground
up, and shared very little in common with its predecessor beyond
the bore and stroke dimensions of the 7,668cc inline six-cylinder
engine. Engineers made a great deal of progress within the big six;
with a cross flow cylinder head, separate inlet ports, improved
exhaust manifold and a bump in compression finding an additional
20hp. The driveline was also improved with modifications to the
gearbox and clutch and the addition of a Hotchkiss drive layout for
the hypoid rear axle which allowed for a lower floor line. This of
course delighted coachbuilders who could now fit ever sportier and
sleeker bodywork. Performance was exceptional for a car of this
size, and sales proved strong considering the price, with 1,767
built over a seven year run. Of course, Rolls Royce was never one
to rest on its laurels, so over sixty running changes were made
during the course of production to further refine and enhance the
Phantom II. In the early 1920's, the President of Brazil suggested
to his wealthy friend Octavio Guinle that Rio de Janeiro needed a
world class beachfront hotel. Guinle took up the challenge and
hired �French architect Joseph Gire to design a fabulous new
building. The Copacabana Palace, as it would become known, was
built to be the very best and it soon became a destination for
royalty, Hollywood stars, and the social and business elite of the
world. In the late 1920s, his hotel a rousing success, the time
came for Guinle to order a new automobile and he looked no further
than Rolls-Royce's new flagship, the Phantom II. An aficionado of
French design, Guinle turned to one of Paris' most exclusive
coachbuilders, Henri Binder, to supply the bodywork. Binder was
well established as a constructor of high-quality coach bodies, and
successfully transitioned to automobile bodies at the turn of the
century. Binder bodies were traditionally very stylish and
exceptionally well-constructed, usually gracing big, powerful
chassis from Minerva, Delage, Cadillac, and even one of the six
majestic Bugatti Type 41 Royales. Guinle's Phantom II (wearing
chassis number 103GY) was sold through Oscar A. Cox & Co. of
London, and was delivered to Binder on July 31st of the same year.
After completion of the dramatic drophead coupe body, it was
shipped to Rio where it remained in Guinle's possession until 1938.
Subsequent owners included Mr. W.D. Radcliffe of Liverpool, B.
Stinton Johnson of Stretton Hall, Cheshire from 1947-1950 and Neil
Tuson of London. It then found its way to the United States where
it was featured in several prominent collections including Bill
Lassiter, The Blackhawk Collection, the Imperial Palace Collection
and then finally with Dr. Donald Vestley who took the opportunity
to restore this beautiful machine in 1986. Under the guidance of
Mr. Vestley, 103GY underwent a comprehensive restoration.
Coincidentally, Vestley had another PII, chassis number 162SK, in
his possession. 162SK was a fully restored, bare chassis and one of
the very late production cars that had benefited from the
refinements made by Rolls Royce. 162SK was originally delivered
wearing formal Sedanca deVille coachwork by Windovers but that body
had long been separated with the chassis. It was decided that the
restored body and engine of 103GY would be mated to the improved
long-wheelbase 162SK chassis. Now, the magnificent Binder Drophead
bodywork rode on a chassis that featured more refined suspension,
central lubrication and improved handling, making it an ideal
choice for drivers. Today, 162SK presents in lovely condition,
painted black with a matching fabric roof, offset by a subtle red
pinstripe to compliment the striking red interior. The Binder
coachwork is long, sleek and sexy, with a unique dropping rear body
line and a low-slung three-position Victoria-style roof. Dual
rear-mount spares keep the body sides clean and help make the body
look even longer and lower. A useful trunk is integrated into the
rear bodywork, fitting nicely between the rear wings. The black
paintwork suits the spectacular lines and presents in good
condition, showing some age in places but keeping a handsome patina
overall. The red leather cabin is similarly patinated but very
inviting and usable. The engine compartment is tidy and very
presentable, the massive "six" having been overhauled in 2000 and
remaining quite strong today. It is not uncommon for pre-war
Rolls-Royce motorcars to wear several different bodies in their
lifetime. What makes 162SK special is the combination of
comprehensive and interesting history, the magnificent sporting
coachwork and a wonderfully sorted late-specification chassis.
Rarely do we find a Phantom II with such special coachwork that is
also an outstanding driver; its mechanical and cosmetic condition
making it a simply jaw-dropping RROC or CCCA tour car.