1938 Rolls-Royce 25/30HP

During the early 1930s, Rolls-Royce produced a series of small-horsepower models known as the Twenty, 20/25, 25/30, and by the close of the 1930s, the Wraith. The company's 40/50 HP Silver Ghost earned the title of the 'Best Car in the World' and was in production for two decades, from 1906 to 1926, with 7,874 units built during that time. The straight six-cylinder engine initially displaced 7,036cc before growing to 7,428cc in 1910. The original three-speed manual was replaced in 1913 by a four-speed manual. The New Phantom followed in 1925 and would carry Rolls-Royce customers into the early 1930s, with 3,512 units built during its production lifespan. It had a larger engine than the Silver Ghost, with the 7,668cc unit using pushrod-operated overhead valves instead of the Silver Ghost's side valves. The Rolls-Royce Phantom II (the third and final 40/50hp model) arrived in 1992 and used an all-new chassis with an improved version of the Phantom I engine. The final large pre-war Rolls-Royce was the Phantom III, built from 1936 to 1936 with 727 units built.

The 20 HP of 1922 entered production during a period of market downturn following World War I. The company's use of a smaller model evolved into the 20/25 and finally to the 25/30 of 1936 to 1938. While the Phantom III rested on a 142-inch wheelbase (slightly less than the Phantom II), the 20/25's platform measured 132-inches and its 6-cylinder engine displaced 4,257cc, much smaller than the 7338cc V12 unit powering the Phantom III but slightly larger than the 3669cc unit found in the preceding 20/25hp. The more powerful 20/25 HP model helped compensate for the over-size bodies being built.

The 3,669cc pushrod operated valve engine had a bore size of 3.5-inches (changed from 3.25 inches) and a stroke of 4.5 inches (unchanged). The construction was by a separate cast iron block and aluminum crankcase with a detachable cast iron 6-plug head. It had pressure-fed lubrication, a seven-bearing crankshaft, and vibration dampers. It had 6:1 compression and a Stromberg downdraught carburetor. The four-speed manual gearbox was mounted in-unit with the engine with synchromesh on the third and top gears. The gearbox used a right-hand drive configuration. The riveted chassis, measuring 132 inches, had rigid axles and was suspended by hydraulic dampers and half-elliptic springs. The stopping power was courtesy of mechanical servo brakes on all four corners used under license from Hispano-Suiza.

Between 1936 to 1938, Rolls-Royce built 1,201 examples of the 25/30 HP. Rolls-Royce created the chassis and mechanical components while the coachwork was outsourced to various coachbuilders. Among the list of coachbuilders were Park Ward, H.J. Mulliner & Co., Arthur Mulliner, Thrupp & Maberly, and Hooper. Body styles included open tourers to formal limousines, built to individual specifications by their owner.

by Dan Vaughan

Sport Sedanca by Hooper
Chassis number: GGR3

This 1938 Rolls-Royce 25/30 wears a Sport Sedanca body created by Hooper. It rides on 19-inch, steel-spoke, wire wheels wrapped with whitewall tires. The six-cylinder overhead valve 4,257cc engine produces 115 horsepower and has an aluminum crankcase and cast iron cylinder block. The carburetion is a single downdraft Stromberg unit fed by dual SU electric fuel pumps from an 18-gallon tank. The 4-wheel drum brakes are assisted by a gearbox-mounted Hispano-Suiza licensed clutch-type servo. The chassis is equipped with a DWS permanent jack system and was lubricated by a pedal-operated Bijur oiling system. The gearbox is a floor-lever-operated, synchronized manual 4-speed unit.

Just three Rolls-Royce 25/30 models were coachbuilt with Sport Sedanca coachwork by Hooper. Hooper was formerly the designated coachbuilder for the Queen and the Royal House of England. The exterior is finished in silver and gray and features an aluminum sliding roof concealed in the roof of the rear compartment. The front and rear doors are rear-hinged, and a single spare tire and wheel are mounted in the right side fender.

This Sedanca has a stainless radiator shell wearing a Spirit of Ecstasy mascot, defining most Rolls-Royce motorcars since 1911. There are large, plated headlamps, and dual chrome-plated trumpet horns are mounted on both sides of the radiator.

The interior is trimmed in pleated brown leather in the rear compartment and silver-gray leather in the front with tan wool carpeting. A fine-grained veneer is used on the window openings, door, and dash.

This Rolls-Royce 25/30 was originally purchased on March 26th of 1938 and delivered to D.A. Liddell in England on March 26, 1938. Its next owner was Richard Murdock of England who purchased it on March 22nd of 1950.

by Dan Vaughan

Custom Boattail Speedster
Chassis number: GR063

This Rolls-Royce Boattail Speedster began life as a four-door sedan. During World War II and the bombing of London in 1939, this Rolls-Royce was given to the war effort and converted to an ambulance/hearse. By the mid-1980s, the Rolls-Royce was in Los Angeles and, at the time, in very poor condition. Its body was then removed, restored, and displayed as it had been originally delivered by the factory. About twenty-five years later, the car was given all new coachwork as a 'special speedster.' The work commenced in January 2011 and required moving the engine, transmission, and firewall rearward 18 inches, improving the car's balance and handling. The emergency brake was moved to the outside of the body, and new factory rods and inserts were installed. To improve strength and reduce weight by over 2,500 lbs, the Rolls-Royce was given unibody construction. Twin hinges replaced the previous single hood arrangement, matching the shape of the Rolls-Royce radiator.

Since the restoration was completed, the Speedster has been shown in competition 15 times, winning top awards in all outings, including Pasadena Art School of Design People's Choice, Caruso Concours d'Elegance People's Choice and Grand National Roadster Show.

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