1936 Rolls-Royce 25/30

The Rolls-Royce 25/30 was produced between 1936 and 1938 and served as a replacement to the successful 20/25 released in 1929. The inspiration and impetus for the 25/30 was the need and desire for increased power to carry the large (heavy), elegant, and custom coachwork. The 3,669cc inline-6 cylinder engine was bored out to 4,257cc, while the stroke remained the same. It used a 6:1 compression ratio, the magneto ignition was dropped (a standby coil was provided), and a single proprietary Stromberg downdraught carburetor replaced the Rolls-Royce unit. The engine was built in unit with the four-speed gearbox and synchromesh was installed on third and top gears. Stopping power was provided by four-wheel drums with a mechanical servo under license of Hispano-Suiza.

The riveted chassis had a 132-inch wheelbase was suspended by a rigid axle with half-elliptic springs and hydraulic dampers. At the front was a Rolls-Royce radiator with a triangular top and thermostatically controlled vertical louvers. Coachwork was left to independent coachbuilders including Park Ward, Hooper, Thrupp & Maberly, Arthur Mulliner, and H.J. Mulliner & Co.

After 1,201 examples had been produced, Rolls-Royce replaced the 25/30 with the Wraith which entered production in 1938 and continued into a year later with 491 units built. The Wraith was larger than its predecessor and rested on a 136-inch wheelbase with a length of 203 inches and powered by the same 4,257cc straight-6 engine found in the 25/30, but with a cross-flow cylinder head. Synchromesh was on the second, third, and fourth gear and retained the right-hand change.

Production was disrupted due to World War II and when peacetime resumed, the company's first post-war model was the Silver Wraith, produced from 1946 to 1958.

by Dan Vaughan

Fixed Head Coupe by James Young
Chassis number: GMX 54

The Rolls-Royce Twenty was introduced in 1922. It was given this name after its taxable horsepower rating. In true Rolls-Royce fashion, they were quiet, reliable, and built to very high standards. In 1929, the Twenty was replaced by the 20/25, which was then succeeded in early 1936 by the 25/30 chassis.

The Rolls-Royce 25/30 was powered by a 4.3-liter OHV six-cylinder engine that was larger in displacement than the 20/25 in which it replaced. Depending on the coachwork, the 25/30 was capable of speeds of 75 to 80 mph.

Production of the 25/30 lasted from 1936 through 1938 with 1,201 chassis produced during that time. The model was replaced in 1939 by a new small Rolls-Royce, called the Wraith. These would later become the post-WWII Silver Wraith.

This 1936 Rolls-Royce 25/30hp Fixed-Head Coupe, with chassis number GMX54, is a two-passenger coupe with coachwork by James Young Ltd. Its original owner was a wealthy Englishman named Mr. Harper who purchased the car through Jack Barclay Ltd. The car was a wedding gift for his bride and would remain in the family until 1952. It was given the nickname the 'Honeymoon Express.'

The next owners were William Randolph Gooch who owned the car from 1952 to 1954. Next was Hope and Roland Dermody who kept the car until 1972. From 1972 through 2000 the car was in the possession of Lord Doune. The current owner imported the car to the United States and in the San Francisco area. In 2008, the car was offered for sale at the 'Quail Lodge, A Sale of Exceptional Motorcars and Automobilia' presented by Bonhams Auction. It was sold for $172,000 inclusive of buyer's premium.

The car has currently traveled 87,105 miles and is fitted with a trunk with two-piece luggage hand made by Ernest Smith of Smiths & Company.

by Dan Vaughan

Brougham de Ville by Barker
Chassis number: GBK 36
Engine number: L 29 P

This Rolls-Royce Phantom I Ascot Tourer is one of just 28 Ascots built. It was sold new through J.S. Inskip to R. Griffin of Jersey City, New Jersey in August of 1929. It is believed that it was later traded for a Phantom II number 255 AJS, at which point it was sold to Bernard Heaton of Boston.

Heaton kept the car until 1946 when it was offered on consignment with Elliot Hawley and in February the following year it was sold to Peter Franz of Brooklyn.

Other owners include Henry Wing, who restored the car while in his ownership between 1953 and 1956. The next was William O'Connor, a prominent Veteran Motor Car Club of America member who used the car regularly. From O'Conner the car went to Paul Stern, whose business was the original Manheim Auto Auction, based in his hometown of Manheim, Pennsylvania. While in his ownership, the car was illustrated in the Rolls-Royce in American book by John Webb de Campi. Stern sold the car to Wally Rank of Wisconsin and he in turn sold the car to the current owner in the mid-1980s.

This Rolls-Royce 20/25hp Brougham de Ville wears coachwork by Barker & Co. It was built for Henry 'Chips' Channon, a unionist M.P. and Parliamentary Private Secretary to Undersecretary of State for Foreign Affairs between 1938 and 1941.

This Barker built Brougham is unique and different from other examples built by Barker; this example has a severely raked windshield line that continues diagonally across the scuttle and then matched by the front of the Brougham. Most other Barker built Brougham's are more upright and stately. The fenders flow from front to back of the car. The interior features an art deco door and window handles. There are tool trays with a virtually complete set of tools located beneath the front seats. There are vanity mirrors but no luggage space. There is a fold down panel in the rear of the car used to carry large luggage.

The car was originally entirely black. Its new paint scheme is believed to been done in the 1950s. Also, the repaint is believed to be the only work done to the car, making it a very original example.

In 2010, this car was offered for sale at the Exceptional Motorcars and Automobilia auction presented by Bonhams. As bidding came to a close, the car had been sold for the sum of $46,800 inclusive of Buyer's Premium.

It has spent many recent years in storage.

In 2010, this car was offered for sale at the Exceptional Motorcars and Automobilia auction presented by Bonhams. As bidding came to a close, the car had been sold for the sum of $172,000 inclusive of Buyer's Premium.

by Dan Vaughan

Sports Saloon by Gurney Nutting

This Rolls-Royce 25/30 HP is a Sports Salon with coachwork by J. Gurney Nutting. It is powered by a 4,257cc inline 6-cylinder engine with a four-speed transmission with synchromesh on 3rd and top gear. There are mechanically assisted brakes and thermostatically controlled vertical radiator louvers.

by Dan Vaughan

Saloon by James Young
Chassis number: GUL49
Engine number: X22E

Rolls-Royce introduced the 20/25 HP model in 1929 as a stablemate to the larger Phantom II. By 1936, the 20/25 had evolved into the larger and more potent 25/30, with an engine capacity enlarged to 4,257 cubic centimeters and output of 115 brake horsepower at 4,500 RPM.

This particular Rolls-Royce 25/30 wears four-door saloon coachwork by James Young. It is finished in a subtle combination of black with dark blue. The driver's compartment is finished in leather for its durability while the rear passenger compartment is upholstered in striped beige fabric. A practical toolkit is housed in the trunk. Trafficators in the B-pillars allow the car to safely change lanes without the need for hand signals and the addition of seat belts make touring safer for its passengers.

by Dan Vaughan

The 25/30 was an improvement on the 20/25 and ultimately marked the final development of the Twenty. The engine was enlarged to 4,257 cc and although similar in looks to its predecessor it was highly regarded, (a 25/30 can be distinguished from a late 20/25 by its three-spoke steering wheel). 1,201 25/30s were sold in just two years of production.

Some significant changes had been made for the 20/25, the most obvious being the use of proprietary parts. These included a Stromberg carburetor, SU fuel pumps, Lucas electrics, a Borg and Beck clutch, Marles steering and a Hardy Spicer propeller shaft.

The use of parts manufactured by other companies helped Rolls-Royce get to grips with the rising costs of manufacture. It was Henry Royce's financial pursuit for perfection that had precluded the use of proprietary parts in the past, but following his death in 1933 their use became more widespread. Until that time Rolls-Royce was about the only car company in the world to manufacture its own electrical, equipment. This practice was later described as the 'Silver Ghost mentality', but it was clear that the manufacturing process had to become modernized in order for the company to remain competitive.

by Rolls-Royce Motor Cars Ltd.

by Rolls-Royce