1934 Rolls-Royce 20 / 25 HP

World War I devastated Europe with upwards of eleven million Europeans losing their life and even more sustaining serious injury. Industry, transportation networks, homes, and factories were damaged or destroyed. Despite the devastation and loss, the workforce and infrastructure quickly recovered. Other countries capitalized on the absence of European competition, coupled with the prospects of new technologies and innovative ways of managing labor. During the 1920s, American economic growth increased by 42%, and by 1925, more than 25% of families owned a car thanks in part to mass production techniques. American manufactured goods and agriculture excelled due to less expensive production methods and superior build quality.

The peace treaties negotiated between 1919 and 1923 gave Europe economic stability, and the defeated Central Powers were forced to pay reparations to the European Allied Powers (albeit not America). Germany alone was forced to pay 132 billion gold reichsmarks.

Rolls-Royce manufactured aero-engines during World War I and would establish an enviable reputation for aircraft engines for both civilian and military purposes. Additionally, their Model 40/50 automobile would serve as a basis for the first British armoured car.

Rolls-Royce in the Post-War Era

Rolls-Royce emerged from World War I having gained expertise and experience in aero-engine production, and was fortified by its 40/50 hp 'Silver Ghost' automobile. Silver Ghost automobiles catered to the elite in society and had gained a reputation for being the 'Best car in the world' shortly after its introduced in 1906. Production would continue through 1926, with 7,874 examples built in total.

While Rolls-Royce stood on fine financial footing, the European market was devastated, and the pool of buyers able to afford a Silver Ghost had dwindled. Rolls-Royce responded by opening a new factory in Springfield, Massachusetts, in the United States in 1921 and introduced a smaller, more affordable Model Twenty in 1922.

The Springfield plant allowed Rolls-Royce to meet the overwhelming demand for its product in the U.S., and during its ten years of operation would build 1,703 Ghosts and 1,241 Phantoms. A total of 2,944 vehicles were built by the U.S.-based Rolls-Royce factory before it closed in 1931.

The Rolls-Royce Twenty

Built between 1922 and 1929, the Twenty (codenamed the Goshawk) complemented its (primarily) chauffer-driven Silver Ghost sibling by appealing to the owner-driver market. While the Silver Ghost employed a 453.3 cubic-inch (7428cc) straight-6 engine and a 143.5-inch wheelbase platform (a 144- and 150.5-inch wheelbase was available from 1923 onward), the Twenty used a 190.8 (3,127cc) straight-6 engine (cast in one block with detachable cylinder heads) and a 128.9-inch wheelbase. The ladder frame chassis was equipped with all-round semi-elliptic leaf-sprung suspension, rear-wheel brakes and a fully floating 'Hotchkiss Drive' back axle.

The Twenty proved popular and a remarkable success during this period of economic uncertainty, becoming the first in a line of smaller models built alongside the Silver Ghost and Phantoms in the period leading up to the Second World War. The total production reached 2,885 (as many as 2,940) examples before its replacement, the 20/25, was launched in 1929.

The Rolls-Royce 20/25

The performance of the Twenty suffered due to heavy formal coachwork, prompting Rolls-Royce to introduce a replacement in 1929, designated the 20/25. By increasing the bore (from 3 to 3.25 inches; the stroke remained unchanged), Rolls-Royce's engineers raised the engine capacity to 3.7-litres (3,675cc), improving both power output and torque. The RAC rating was now 25.4 hp.

The 3,699cc inline 6-cylinder engine had overhead pushrod operated valves and a separate cast iron block and aluminum crankcase with detachable cast iron 6-plug head. It had a seven-bearing crankshaft, a pressure-fed lubrication system with relief valve feeding timing gears and rocker shaft, and an independent coil ignition system and standby magnetos. The carburetor was a single Rolls-Royce 2-jet type unit. By 1930, the compression ratio was 5.25:1, and in 1932, compression rose to 7.75:1, and a high-lift camshaft was installed. The transmission was a four-speed gearbox with synchromesh in 3rd and 4th gear from 1932. It used a single dry plate clutch (Borg & Beck clutch from 1936 forward) and open drive propeller shaft (Hypoid rear axle in 1936). Stopping power was via internal expanding four-wheel brakes with an independent handbrake on the rear wheels. The steering was via a worm and nut system through 1936, when it was replaced with a Marles cam & roller steering setup.

Additional mechanical improvements included four-wheel braking with a servo and an independent handbrake, while later models gained an all-synchromesh gearbox and Borg and Beck clutch. The semi-elliptic suspension of its predecessor was retained but featured pedal-operated 'one-shot' Bijur centralized lubrication, and by 1932, it used a completely centralized chassis lubrication system. Wheelbase lengths now measured 129- or 132-inches, with the longer frame soon standardized after production commenced.

The 20/25 wore a wide range of coachwork as each was built to individual order, from formal limousines to open tourers. Among the coachbuilders who created coachwork for the 20/25 include Park Ward, Carlton, Hooper, Mulliner, and Thrupp & Maberly.

The 20/25 was the most popular Rolls-Royce model built between the wars, with 3,824 (as many as 3,827) produced by 1936. Most (approximately 93%) of the 20/25 models were sold within the United Kingdom. The 25/30 was replaced in 1938 by the Wraith, which used a new chassis and an independent front suspension.

Rolls-Royce introduced the 20/25 model in 1929 at the Olympia Motor Show and its popularity allowed the company to acquire Bentley Motors Ltd. in 1931. Since the Bentley 8-Litre car encroached on Phantom II territory, its production was discontinued. This meant Bentley had no product to produce, but they did have engineers, manufacturing employees, and brand recognition. With these resources, Rolls-Royce created a new Bentley using the 20/25 engine as a basis along with a chassis intended for the 2 ¾ litre Rolls-Royce - a stillborn automobile meant as an even more economically friendly version of the 20/25. This combination birthed the first Derby Bentley - the 3 ½ litre Bentley - soon to be known as the 'Silent Sports Car.'

The Rolls-Royce 25/30

The Rolls-Royce 25/30 was produced from 1936 to 1938, with 1,201 examples built. Their 4,257cc inline 6-cylinder engine, similar to the 20/25 engine, had a 6:1 compression ratio and a single proprietary Stromberg downdraught carburetor. Producing more power than its 20/25 sibling, the 25/30 was capable of more gracefully carrying the elaborate coachwork being requested by customers.

The 25/30 used the 132-inch wheelbase riveted chassis of the 20/25 with rigid axles suspended by half-elliptic springs with hydraulic dampers. Mechanical four-wheel brakes used under license of Hispano-Suiza provided the stopping power. Coachwork was created by H.J. Mulliner & Company, Arthur Mulliner, Hooper, Park Ward, and Thrupp & Maberly.

The Wraith (Prewar)

Between 1938 and 1939, Rolls-Royce produced a model dubbed the Wraith which was a Scottish word meaning 'ghost' or 'spirit.' The 136-inch wheelbase was powered by a 4,257cc straight-6 engine coupled to a four-speed gearbox with synchromesh on second through fourth gears. The engine was based on the 25/30 engine but with a cross-flow cylinder head. The suspension was independent with semi-elliptical leaf springs on the rear axle. Rather than using the traditional riveted construction techniques, the chassis were now welded. Mechanical servo-driven drum brakes patented by Hispano-Suiza were built by Rolls-Royce under license.

A total of 491 examples were built before production ended due to growing instability and threats of war.

The Silver Wraith (Postwar)

When World War II came to a close, Rolls-Royce resumed automobile production with the Silver Wraith, produced from 1946 to 1958 alongside the shorter Bentley Mark VI. Initially, a 127-inch wheelbase chassis was used, growing to 133 inches in 1951. A 260 cubic-inch (4.3 L) engine provided the power, increasing in 1951 to 278.6 cubic-inches (4,566cc) and in 1955 to 298.2 CID (4,887cc).

During its production lifespan, a total of 1,883 examples of the Silver Wraith were built.

by Dan Vaughan

Saloon by Mulliner

The Rolls-Royce 20/25 Series was built from 1929 to 1936 and was aimed primarily at owner-drivers, although many of these motorcars were chauffeur-driven.

Production of the 20/25 was relatively high by Rolls-Royce standards. A total of 3,827 were built during its production run. As was the case with all Rolls-Royces, bodies were supplied by outside coachbuilders; in this case, Mulliner.

The motor was a Rolls-Royce-built in-line, overhead valve six-cylinder motor coupled to a four-speed gearbox. Both coil and magneto were used.

This motorcar is recognized as a Full Classic by the Classic Car Club of America.

Sedanca Coupe by Gurney Nutting
Chassis number: GAF29
Engine number: BXA 868

This 1934 Rolls-Rocye 20/25HP Sedanca Coupe, with coachwork by J. Gurney Nutting & Company Ltd., sits atop a 132-inch wheelbase and is powered by a six-cylinder engine that produces 25 horsepower (RAC rating). It is finished in a light Dove gray and darker gray striping. The interior reveals leather seats with matching colors to the exterior with its tan wool carpets. This vehicle has undergone a full body-on cosmetic restoration. For much of its life, it has resided in London, England, where the right-hand drive configuration was aptly suited.

Located at the back of the vehicle is a custom-built rear-mounted spare tire compartment. On the front of the vehicle are optional Lucas center driving lights. The headlights are also Lucas lights.

by Dan Vaughan

Sport Saloon by Freestone & Webb
Chassis number: GYD 42

This Rolls-Royce 20/25 Sport Saloon has been restored and includes a rare factory-conducted chassis renumbering, unique Freestone and Webb coachwork, and an early 1980s refurbishment. It rides on a long wheelbase chassis and is the second example of the D2 series of 20/25 cars. It was sold on March 1st of 1934 to Grimchaw Leather & Company on behalf of G.S. Houseman of Alnmouth, England. On June 14th, the car was delivered to coachbuilder Freestone & Webb of London. It was given a close-coupled sport saloon body with sweeping fenders. It was delivered to its owner briefly before returning to the factory for upgrades. It was 'modernized' by fitting governor controls, shock absorbers, and a new type carburetor. It was re-designated as chassis number GYD 42. By 1954, the car had come into the care of J.W. Cummin of Chathill. At some point thereafter, it was exported to the United States.

The current owner acquired the car in the late 1970s in disrepair. It was treated to an extensive restoration that was completed in August of 1981 and cost over $159,000. Since the work was completed, the car has never been exhibited.

Power comes from a 3,680cc overhead valve six-cylinder engine breathing through a single 2-Jet carburetor. There is a four-speed manual gearbox and four-wheel servo-assisted drum brakes.

In 2013, the vehicle was offered for sale at Gooding & Company's Scottsdale, Arizona auction. It was estimated to sell for $80,000 - $100,000 and offered without reserve. As bidding came to a close, it had been sold for $82,500, including the buyer's premium.

by Dan Vaughan

Fastback

This Rolls-Royce is the 'show car' displayed by Park Ward coachbuilders at the 1934 Earl's Court Automobile Show in London. The car is the first design featuring a 'fastback' body style, later adopted by most auto manufacturers in the late 1930's and early 1940s.

Saloon

This car was delivered new to London, England where it stayed until the early 1960s when, still as an original unrestored car, showing some 40,000 miles, it came to the United States. In the early 1990s, the car changed hands and the restoration was undertaken, as it is today. After admiring the car for decades, the current owner was finally able to acquire it in 2014. Of particular interest are the Freestone and Webb 'Razor Edge' fenders, with the front fender continuing all the way to the rear in one piece. The hinges for the front and rear doors are both mounted on the center pillar and a fitted tool kit is incorporated into the boot lid.

Tourer by Barker
Chassis number: GXB8

Between 1929 and 1936, Rolls-Royce built approximately 4,000 examples, making this one of the company's best-selling models of the era. This particular example was originally delivered to G. Vaughan Morgan. It eventually made its way to Miami, Florida, where it was owned by Robert Collins. In mid-1974, it was sold by Mr. Collins to the previous owner, a Midwestern collection, in whose ownership the car remained for nearly four decades. The current caretaker acquired the car in 2013.

This car wears a body built in the style of the one fixed to the experimental Phantom I chassis 10EX by Barker. It has open coachwork, flared and racing-style fenders, a semi-boattail back end, and four doors. The car has been given a complete, frame-up, body-off restoration.

by Dan Vaughan

3 Position Sedanca Drop Head Coupe by Mulliner
Chassis number: GXB45

This 1934 Rolls Royce 20/25 3 Position Sedanca Drop Head Coupe was commissioned by Mrs. K. Wheelock on November 17th, 1933. It wears coachwork by H.J. Mulliner. The car was built, tested, and delivered on April 1st, 1934. It remained in the family until June of 1975. It arrived in the United States in 1978. Around 2001 the current owner commissioned a complete nut-and-bolt restoration, including engine, drivetrain, and body.

In 2018 the car was offered for sale at the Hollywood Wheels 'Amelia Island Select' auction where it had a pre-estimated value of $125,000 – $175,000.

by Dan Vaughan

Sedanca Coupe by Barker
Chassis number: GAF21
Engine number: V7A

Fewer than ten percent of the 20/25 Models wore coachwork by Barker. This particular example had an off-test date of December 3, 1934, and was then sent to Barker & Company where it received body no. 6938 - a Foursome Sedanca Coupe design. The build sheet requested that the bonnet be three inches longer than standard, the side wheel carries 2-inches lower than standard, and the exhaust pipe be ten inches longer than standard. Spare Wheel Carriers on each side were also requested.

After Barker completed the coachwork, the car was delivered to Madrid, Spain, and into the care of its original owner, the Marquis de Santo Domingo. In 1935, it won the Biarritz Grand Prix d'Elegance, and the car would reside in Spain for over 35 years. In 1973, it returned to England and in 1982, its restoration was completed. The current caretaker acquired the car in 2015 and invested nearly $90,000 to return the car to its original condition and color.

The car wears a black paint scheme with matching wheel discs with blackwall tires. There is a removable roof panel over the front seat, while rear-seated passengers have an enclosed area (devoid of side windows). The sweeping bodylines are capped off in the rear with an elongated tail. The 3,699cc overhead valve inline six-cylinder engine breathes through a single 2-Jet carburetor and helps produce 65 horsepower at 3,000 RPM. There is a four-speed manual gearbox, four-wheel servo-assisted drum brakes, and a semi-elliptical leaf spring suspension with a floating rear axle.

by Dan Vaughan

Rolls-Royce introduced the replacement for the Twenty in 1929, dubbed the 20/25 HP, and utilized the chassis of its predecessor. The engine was enlarged from 3.1 liters to 3.7 liters, giving a significant increase in performance. Improved power had become a necessity because owners often insisted on fitting elaborate and heavy coachwork, which severely affected the performance. This was an important change considering owners did not like to be overtaken by what they believed to be inferior cars.

An 'Autocar' report in 1931 describes the 20/25 thus: 'Every single feature spells durability, the machine is on a plane altogether superior to the normal style of motor car'. This claim is backed up by the fact that this model was the choice of some of the most famous sporting drivers of the day. Tommy Sopwith owned one, as did the famous racing driver Prince Bira of Siam and racing driver and record-breaker Sir Malcolm Campbell.

- Rolls-Rocye Motor Cars

Overview

The 20/25 kept the Rolls-Royce tradition of a two-model policy, being sold alongside of the Phantom II. It was offered as a more economical car and was smaller than its sibling. All of the 20/25HP were outfitted with custom coachbuilt bodies from legendary names such as Vanden Plas, Freestone and Webb, Brewster, Gurney Nutting, Park Ward, Coachcraft, and Thrupp & Maberly.

With nearly 4000 chassis created it is one of Rolls-Royce's best selling contemporary models, lasting from 1929 through 1936. During the production lifespan of the 20/25, the vehicle received many updates. The ignition, brakes, clutch, and carburetors were just a few of the mechanical areas to received modifications and improvements. In 1932 shock absorbers and thermostat-controlled devices were introduced. The thermostats operated the radiator air-flow automatically eliminating the need to operate the radiator shutters by hand.

by Rolls-Royce Motor Cars

by Rolls-Royce