In the roaring twenties and thirties, custom coachbuilding represented the pinnacle of personal expression for the wealthy elite. Imagine owning a Packard sculpted by Waterhouse, a Delahaye draped in a Figoni & Falaschi body, or a Duesenberg wearing Murphy’s artistry – each a unique, rolling sculpture. These celebrated coachbuilders were masters of their craft, routinely commissioned to create bespoke bodies. However, it was an unexpected firm, more familiar with crafting commercial bus and truck bodies, that penned what is arguably the most strikingly unusual Rolls-Royce ever conceived. Jonckheere Carrossiers of Belgium took a 1925 Phantom I chassis and reimagined it with coachwork that remains both captivating and controversial to this day.
The Genesis of the Phantom I
Rolls-Royce unveiled the New Phantom, later known as the Phantom I, in May 1925. This model was designed to succeed the 40/50, which subsequently became known as the Silver Ghost. Facing increasing competition from luxury marques like Hispano-Suiza and Isotta Fraschini, Rolls-Royce recognized the need for enhanced power. The New Phantom was essentially an evolution of the 40/50 chassis, now equipped with a larger engine. The displacement increased modestly from 7428cc to 7668cc, and a shift from side valves to overhead valves marked the primary powertrain refinements. A significant upgrade, however, was the introduction of front-wheel brakes, dramatically improving stopping power. The new overhead valve design also necessitated a slightly taller hood, a subtle change that would influence the styling direction as Phantom I chassis began their journeys to various coachbuilders.
The Phantom I chassis destined for Jonckheere initially received a formal Hooper Cabriolet body. However, fate intervened when the original Detroit purchaser changed their mind before delivery. Instead, the car was sold as new to the Raja of Nanpara. After traversing northern India and passing through several owners, the chassis arrived in Belgium in 1932. Two years later, the Hooper Cabriolet body was removed, and the Phantom I entered the Jonckheere workshops for a radical transformation.
Jonckheere: From Carriages to Avant-Garde Coachwork
Jonckheere’s history began in 1881 as a builder of horse-drawn carriages. Henri Jonckheere transitioned the company into automobiles, crafting their first luxury car in 1902. It was Henri’s son, Joseph, who steered the company towards bus body construction in 1922, a move that secured the company’s financial future. Despite this shift, Jonckheere continued to produce car bodies, remaining active in this sector into the early 1930s. The strikingly aerodynamic, fastback body that now graces the Phantom I was clearly inspired by the contemporary French luxury chassis, which showcased coachwork from visionary designers such as Jacques Saoutchik, Joseph Figoni, and Letourneur et Marchand.
In the early 1930s, modifying the iconic vertical Rolls-Royce grille was a bold step few dared to take. Yet, this alteration became crucial for Jonckheere to achieve the streamlined silhouette they envisioned for the Phantom’s new body. Bullet-shaped headlamps, flowing fenders, and a prominent vertical tailfin extending down the trunk lid completed the car’s sleek contours. While Figoni experimented with oval doors, Jonckheere opted for distinctive, large round doors. These doors, despite their complexity, function flawlessly, providing access to both rows of seats. The round door design, however aesthetically pleasing, presented a challenge for window operation. Jonckheere’s ingenious solution was a two-piece window that simultaneously split and descended into the door like scissors. Reaching nearly 20 feet in length, this creation could very well be the longest two-door coupe ever built. Sadly, a fire destroyed Jonckheere’s records a few years later, leaving the commissioner and designer of this unique masterpiece shrouded in mystery.
From Concours Winner to “Royal Rolls” Sideshow
While not universally loved by traditional Rolls-Royce aficionados, the Jonckheere Phantom captivated the judges at the 1936 Cannes Concours d’Elegance, winning the prestigious Prix d’Honneur. Its journey continued through various owners before arriving in the United States just before World War II. In America, its flamboyant styling found a more receptive audience, but neglect led to its decline. Rediscovered in the 1950s in near derelict condition, it was eventually acquired by Max Obie, an East Coast entrepreneur and early classic car enthusiast, who initiated its refurbishment. Obie famously painted the car gold, incorporating pounds of gold flake into the paint for maximum visual impact. Not content with mere gold paint, Obie amplified the car’s mystique by fabricating rumors of a royal connection to King Edward VIII, later the Duke of Windsor. This outlandish claim, while unsubstantiated, generated significant publicity and fueled Obie’s next venture. He toured the “Royal Rolls” to shopping centers and public spaces, charging a fee for a peek at this supposed royal treasure, turning it into a bizarre sort of automotive freak show.
Restoration and Re-emergence
The Jonckheere Phantom, often nicknamed the “Round Door Rolls,” remained on the East Coast, changing owners and even paint color again, this time to an unflattering off-white. Fast forward to 1991, at the height of the international classic car boom, this extraordinary Rolls-Royce was auctioned for $1.5 million to a Japanese collector. It remained largely unseen and almost forgotten until the Peterson Automotive Museum acquired it in the spring of 2001. True to the Peterson’s commitment to automotive preservation, the Phantom immediately underwent an extensive, ground-up restoration.
The restoration process revealed that previous owners had attempted renovations, albeit not to concours standards. This necessitated meticulous research and inspection of every component for wear and authenticity. Parts were either reconditioned or replaced as needed. While the chassis and drivetrain were original to 1925, the body and interior, including the instruments, were correctly identified as being from the mid-1930s, consistent with the Jonckheere re-body. During paint preparation, it became clear that neither the white, the gold, nor even traces of robin’s-egg blue found beneath were the car’s original color. Black was ultimately chosen to accentuate the car’s dramatic curves and massive scale. As the restorers rightly concluded, nothing defines form quite like a dark color.
Driving the Phantom Jonckheere is an exercise in vintage motoring. Like all Phantoms of its era, it demands driver engagement. Steering is heavy at low speeds, gear changes require double-clutching (reminiscent of an old Jonckheere bus), and its considerable weight necessitates ample braking distance. U-turns were likely not part of the intended driving experience. The low ground clearance enhances its sleek profile but can be problematic on inclines or speed bumps due to the long rear overhang. The elevated seating provides excellent forward visibility, but the sloping roofline compromises rear passenger headroom.
However, these practical shortcomings fade into insignificance when considering the car’s true purpose: to command attention. Whether admired by onlookers, fellow drivers, or concours judges, this Rolls-Royce makes an undeniable statement.
Since its meticulous restoration, the Round Door Rolls has graced prestigious events like the Pebble Beach and Meadowbrook Concours d’Elegance. While missing historical documentation prevented it from vying for top awards, it received the Lucius Beebe Trophy, an honor reserved for the finest Rolls-Royce. At Meadowbrook, the Peterson Museum fittingly accepted the People’s Choice Award, and at Keels & Wheels in Houston, it was crowned Best of Show European. Like many automotive icons, this art deco masterpiece has endured a turbulent history and ultimately received the recognition it so richly deserved.
Specifications
Engine
Location: front, longitudinal
Type: naturally aspirated straight 6 with 2 cast-iron monoblocs with 3 cylinders each and detachable iron cylinder head
Displacement: 7,668cc
Bore × Stroke: 107.9mm (4.25”) × 139.7mm (5.50”)
Compression Ratio: 4:1
Valvetrain: pushrod overhead valves
Maximum Power: 108 bhp @ 2,300 rpm
Transmission: four-speed manual
Dimensions
Wheelbase: 3,822mm (150.50 inches)
Track front/back: 1,485mm (58.50 inches) / 1,460mm (57.50 inches)
Weight: N/A
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By Rob Clements Photography by Scott Williamson © Car Collector Magazine, LLC. Originally appeared in the May 2007 issue
