Vehicle Description
The Rolls-Royce New Phantom replaced the outgoing Silver Ghost in
1925. The Ghost would be a tough act to follow, having evolved over
a nearly 20-year production run and regarded as the car that
established Rolls-Royce as the world's premier motorcar
manufacturer. Given the Silver Ghost's stellar reputation, it was
wise for Rolls-Royce to take an evolutionary step in designing the
New Phantom. The underpinnings were fundamentally a carry-over from
the late, four-wheel brake Ghost, but with many refinements. Not
that this was a bad thing, as the chassis had proven itself to be
tremendously robust and capable of delivering a driving experience
like no other motorcar on the market. It wasn't until the arrival
of the Phantom II in 1929 that an entirely new chassis appeared- a
true testament to the integrity of the original design. The engine
of the New Phantom (called Phantom I after the Phantom II's
arrival) was almost entirely new. The overhead valve inline
six-cylinder displaced 7,668 cc and, the Ghost before it developed
its power with remarkable smoothness and refinement. To meet the
ever-growing demand for its products in the critical North American
market, Rolls-Royce established a subsidiary in Springfield
Massachusetts in December of 1919. Rolls-Royce of America
Incorporated was set up in the former American Wire Wheel Company
plant, and many of the highly skilled workers were retained to run
the assembly line. By 1926, Rolls-Royce of America had acquired
Brewster and Company, one of America's most prestigious
coachbuilders. For the New Phantom, Brewster offered a series of 28
catalog bodies, and the majority of Springfield production received
Brewster coachwork. However, a few chassis did receive outside
coachwork, with some of the most stylish examples coming from the
workshops of Carrosserie Hibbard et Darrin in Paris. Tom Hibbard
worked for Brewster where he became friends with Ray Dietrich. The
two were fired for freelancing on company time, so they partnered
to form LeBaron Carrosserie. After a brief stint at LeBaron,
Hibbard left for Paris where he met fellow expat Howard "Dutch"
Darrin. The two established a Minerva agency and offered in-house
coachwork options for their wealthy clients. Soon, they set up shop
creating coachwork for other cars, and while both were Americans,
the European influence on their work is strong. The firm folded
when Hibbard returned to America to work for GM in 1931. In their
brief existence, Hibbard et Darrin produced some of the most
stunning and memorable designs on Rolls-Royce, Minerva, Packard,
Maybach, and Mercedes chassis. Hibbard and Darrin's signature
elegance radiates in this car, officially called the Torpedo
Transformal Phaeton, built on a Springfield Phantom I chassis,
number S 267 FP. Characterized by its low roofline, trapezoidal
side windows, and unique B-pillar treatment, this patented design
was personally drawn by Darrin. With the top in place, a flap fills
the space between the windows to create a B-pillar of sorts,
allowing for a weather-tight cabin and a distinct low-slung
profile. Lowering the top and side windows gives the car the
appearance of a sporting dual-cowl phaeton. The unique styling was
by advanced construction techniques. Traditional coachbuilders
crafted wooden frames which were then skinned in steel or aluminum.
However, Hibbard and Darrin utilized a patented procedure they
called "Sylentlite" (silent-light) to build the major body
components. The doors, for instance, are one-piece alloy castings,
which were not only light but rattle resistant and allowed for
tighter tolerances. The remainder of the body is skinned in
aluminum alloy to reduce weight. Chassis number S 267 FP is one of
fewer than five known Phantom 1 chassis to wear this stylish
Hibbard and Darrin coachwork. Subtle differences distinguish them,
and this car is considered the sister to a similar example once
owned by Marlene Dietrich, gifted to her by Paramount Studios and
featured in her 1930 film Morocco. This car shares the same split,
opening windshield design with the Dietrich car, as well as the
distinct roof treatment. The ownership history of S 267 FP is
well-documented through accompanying Rolls-Royce Owner's Club
records. Sold new in 1928 to A.H. Chapin, it changed hands less
than a year later to Bud A. Lipman of New York, New York.
Subsequent owners include Clifton Carr and Franklin Lee. In
approximately 1945, Mr. Lee sold it for $200 to Hans Hinrichs of
St. Louis, MO. Mr. Hinrichs became the first long-term owner,
enjoying the beautiful Rolls-Royce with his family for many years.
He displayed it at the National Museum of Transportation in St.
Louis, which he co-founded. Toward the end of nearly 40 years in
the Hinrichs family, it fell into a state of disrepair and required
restoration. It then passed to another St. Louis collector and
restorer, David Weber in 1982. Both Weber and Mr. Hinrichs' son
still remember the car fondly from its days in St. Louis. It then
joined the famed collection at the Imperial Palace in Las Vegas,
who commissioned a ground-up, nut and bolt restoration which it
wears proudly today. Since the late 1990s, it has been lovingly
maintained in a significant collection of Rolls-Royce and Bentley
motorcars. Finished in the striking livery of black over red hides
and accented with a red-piped black top, this is a stunning example
of Hibbard and Darrin's talent. The beautiful restoration has aged
exceptionally well, with exquisite paintwork, high-quality plating
and beautiful detailing. The interior is trimmed in the finest
materials and opulently appointed in the tradition of the great
European coachbuilders. Gorgeous red leather shows a bit of
character from occasional use, while the carpets and door panels
remain in excellent order. Stunning inlaid woodwork features on the
door caps, dash, and division panel. Details include a Swiza clock
for the rear compartment and restored instruments and switches in
the fascia. The doors have roll-up glass windows to make for a
cozy, weather tight driving compartment with the canvas roof in
place. Under-bonnet detailing is up to the same exceptional
standards, with the engine number 22677 corresponding with the
documents provided by the Rolls-Royce Foundation. The 7.7-liter
inline six is a beautiful piece of engineering, presented with
finely finished castings and black porcelain fittings. Wiring,
plumbing, and fixtures are period correct and presented in
exceptional condition, revealing the quality of care it has
received in the time since the restoration. Only a small percentage
of Springfield Phantom I chassis went to anyone other than
Brewster, and this marvelous Transformal Torpedo Phaeton is one of
only 35 Rolls-Royces bodied by the masters at Carrosserie Hibbard
et Darrin. A unique amalgamation of British engineering, American
craftsmanship, and Parisian style, this distinguished motorcar is
suitable for use in tours or concours events. One of the most
desirable open Rolls-Royces of the era, this exquisite example will
surely satisfy even the most discerning collector.