Phantom VI

(1968-1991)


This 1970 Phantom VI belonged to me until recently, and was formerly the car used by the Lord Mayor of London on ceremonial occasions, it has carried many dignitaries including members of the Royal family.

The cocktail cabinet inside the above car

Special attachment for flying ceremonial flag


Years in Production : 1968 - 1991

No. Made : 366

Engine : 8 cylinder 90 degree V configuration

Transmission : Rear wheel drive, 4 speed automatic gearbox

Chassis : All welded box section frame with centre cruciform bracing

Dimensions : Wheelbase 145 inches

Performance : Max speed 103.35 mph (166.3 km/h)


The Phantom VI was launched in the autumn of 1968 to a rather sceptical press.

The basic layout was very nearly identical to the Phantom V. The chassis with the massive cruciform braced frame and drum brakes was retained. The rear axle, even at high speed or on bumpy surfaces, performed impeccably - without requiring the Z bar axle location which the last series of "small" models, fitted with similar chassis, had been equipped.

Little use was made of the opportunity to change the coachwork. Twin headlamps similar to those of the Silver Cloud III and Silver Shadow had replaced the single units already on late models of the Phantom V and, thus, were standard. If a production of some 50 examples per year at the beginning of production seems miniscule, then the figure to which this fell of about 3 or 4 cars a year by the eighties, was microscopic.

Under the bonnet the V8 engine was to be found with all the modifications which had made it easier to maintain when installed into the Silver Shadow. Thanks to newly designed cylinder heads, sparking plugs were placed at the top of the Phantom VI's engine. New was the installation of two separate air conditioning systems. The reason for this arrangement had not been the designer's fear that a second reserve unit should be in position in case the first failed. Instead Rolls-Royce Phantom VI offered the luxury of one air conditioning system for the chauffeurs's compartment and a second for the compartment behind the division.

The dashboard was distinguished by a new arrangement of instruments, similar to that of the Silver Shadow. All vital units were grouped directly in front of the driver, immediately behind the steering wheel and no longer grouped centrally. In 1978 the capacity of the engine was increased from 6,230 cc to 6,750 cc and thus the Phantom VI had the same power as all Rolls-Royces other models. At the same time the end came for the long serving four speed automatic gearbox. It was replaced by the torque converter three-speed gearbox that had been used by the other models for several years. Installing this unit into the Phantom VI occasioned some delay. The four speed gearbox had had the brake servo attached to it which enabled it to operate the drum brakes. The change of gearbox required comprehensive modifications to the brakes.

The Phantom VI like its namesake before, was the flagship of Rolls-Royce's fleet. Since 1974 Rolls-Royce have chosen to quote no list price, which has made it even more exclusive. The Rolls-Royce Phantom VI has differed from example to example in detail and equipment because of the wishes of each customer - customers who can afford to indulge their whims. Each car is likely to have attracted a price tag that would have allowed a purchaser to buy one or even several Rolls-Royces out of the next drawer down.

The company-owned Mulliner Park Ward (the initials H J and the comma had been dropped) offered the choice of limousine or landaulette. In the landaulette style of body the rear part of the hood can be lowered. Completely disappearing were the hoods of - at least - two Phantom VIs. One had been constructed by the Italian coachbuilder Pietro Frua, the other was a significantly modified Park Ward body.

The very last Phantom VIs were delivered in 1991, shortly after which Rolls-Royce decided to close the Mulliner Park Ward factory at Willesden. Interestingly craftsmen did not immediately stop shaping panels for the Phantom VI because five complete sets for each limousine and landaulette were planned for storage to be available in case of accident.

The Rolls-Royce Phantom VI was the very last specimen of a passenger motor car with separate chassis to be produced by Rolls-Royce; production narrowly continuing into the last decade of the century. Because no successor of this type is planned there simply will not be a car like it available in the next century, although it is likely a Rolls-Royce Phantom VII based on a lengthened and raised standard running gear will see the light of day in the not too distant future.