The Phantom VI: The Last of the Coachbuilt Rolls-Royces

For nearly a century, Rolls-Royce upheld a tradition that defined the pinnacle of automotive craftsmanship—producing rolling chassis upon which the world's finest coachbuilders sculpted bespoke bodies for their distinguished clientele. This approach allowed each car to be a one-of-a-kind masterpiece, shaped by the vision of its owner and the skilled hands of craftsmen. Though the marque transitioned to producing fully monocoque cars in the 1960s, it continued to offer rolling chassis for a select few until the 1980s. The Phantom VI, introduced in 1968, would be the last of its kind, marking the final chapter of an era where coachbuilding was an integral part of Rolls-Royce’s DNA.

As with many Rolls-Royce models, the Phantom VI was not born in isolation but was an evolution of its predecessor, the Phantom V. Rolls-Royce adhered to a philosophy instilled by Sir Henry Royce himself—continuous improvement rather than radical reinvention. The refinements accumulated over the years were significant enough to warrant a new designation, and thus, the Phantom VI was born.

At its core, the Phantom VI was a masterpiece of bespoke engineering, built for those who demanded absolute exclusivity and grandeur. Its bodywork was crafted by H. J. Mulliner Park Ward, the result of Rolls-Royce’s acquisition and merger of two legendary coachbuilders—H. J. Mulliner and Park Ward. By the time the Phantom VI entered production, these two names had been consolidated into Rolls-Royce’s own in-house coachbuilding division, which would produce nearly all Phantom VI bodies.

Under the hood, the Phantom VI received mechanical updates that enhanced its smooth, refined performance. It was initially powered by a 6.2-liter V8 engine, later upgraded to a 6.75-liter version, mated to a three-speed automatic gearbox. This transmission replaced the older four-speed unit carried over from the Silver Cloud era, offering a smoother and more effortless drive.

Given the weight and opulence of the Phantom VI, braking performance was a crucial consideration. Rolls-Royce engineers introduced a sophisticated high-pressure hydraulic braking system, inspired by the Silver Shadow, to ensure optimal stopping power. Specially engineered brake drums were designed for better heat dissipation and improved linings, enhancing safety and performance.

As safety regulations evolved, so too did the Phantom VI. New legislation required the inclusion of front-hinged doors with burst-proof locks, flush interior handles, and a collapsible steering column to enhance crash protection. The Phantom VI even underwent a rigorous crash test—one of its prototypes, PRH1500, was subjected to a 30 mph impact against a 100-tonne concrete block. Remarkably, the vehicle’s robust construction ensured it survived the test, and the very same chassis was later restored and put back into service at a Swiss luxury hotel.

Few vehicles have been as synonymous with royalty as the Phantom VI. The British Royal Family commissioned several of these magnificent automobiles for official state duties, cementing its place in history as a car of prestige and power.

• HM Queen Elizabeth The Queen Mother favored a Landaulette variant, with a retractable roof that allowed her to greet the public in an elegant open-top setting.

• HM Queen Elizabeth II owned two Phantom VIs. The first, codenamed ‘Oil Barrel’, featured a raised roof by 13 cm (5 inches) and a Perspex rear cupola, which could be covered by a black-painted aluminum dome for privacy. The second, codenamed ‘Lady Norfolk’, had a standard roof height and remains part of the Royal Mews fleet to this day.

Despite coachbuilding becoming a rarer practice, Rolls-Royce continued to cater to elite clientele who desired truly unique, hand-crafted vehicles. The Phantom VI was a swan song for this era, offering configurations that were tailored to the specific needs of each buyer.

• The seven ‘Special Limousines,’ codenamed ‘Alpha,’ were outwardly similar to other Phantom VIs but featured reinforced armor plating and bulletproof glass, ensuring unparalleled protection. Intriguingly, the enhancements only applied to the passenger compartment, leaving the chauffeur exposed—a testament to the priorities of the time.

• The Phantom VI was one of the last Rolls-Royce models to feature Sedanca de Ville and Landaulette configurations, allowing owners to enjoy open-air motoring while maintaining an enclosed, private cabin.

By the late 1980s, obtaining the chassis and specialized coachwork components became increasingly difficult. The final customer-commissioned Phantom VI was delivered in May 1991, featuring 117 bespoke elements, including a solid silver fruit bowl, held in place by concealed magnets within the rear cabinet.

In total, only 374 Phantom VIs were produced over a 23-year span, making it one of the rarest and most coveted Rolls-Royce models. The very last Phantom VI completed was an elegant Landaulette, finished in black over red, featuring red leather upholstery in the front and plush red velvet in the rear compartment. Initially intended to remain in Rolls-Royce’s private collection, the vehicle was ultimately sold in 1993 due to economic pressures.

The Phantom VI was the final Rolls-Royce to embrace traditional coachbuilding—a practice that had defined the marque for generations. It represented the pinnacle of handcrafted luxury, an era where each car was an exquisite work of art, tailored to the whims of the world’s most discerning clientele.

Though the Phantom VI marked the end of one era, Rolls-Royce would later revive its commitment to bespoke craftsmanship in the 21st century, culminating in the creation of contemporary coachbuilt marvels like the Sweptail and Boat Tail. The spirit of the Phantom VI lives on, serving as a reminder of a time when automobiles were not just machines, but masterpieces of engineering, artistry, and heritage.