Estimate: £25000 - £35000

Sold: £20,000

Registration Number: GC 2343 Chassis Number: GGP9

The Rolls-Royce 20/25, built between 1929 and 1936, succeeded the 20hp as Rolls-Royce‘s "small car". It was intended to appeal to owner drivers but many were sold to customers with chauffeurs. The in-line 6 cylinder overhead valve engine was similar to that used in the 20HP but was enlarged to 3699cc by increasing the bore from 76 mm to 82 mm with the stroke remaining at 114mm. A single Rolls-Royce carburettor was used and both coil and magneto ignition were fitted. The four speed gearbox was mounted in unit with the engine and a traditional right hand change used. Synchromesh was fitted to third and top gears from 1932. The substantial chassis had rigid front and rear axles suspended by half elliptic springs with braking on all four wheels assisted by a mechanical servo. Separate rear brakes were fitted for the handbrake. The famous Rolls-Royce radiator with triangular top was used with vertical louvers, the angle of which could be adjusted to control engine cooling. To begin with, the radiator shutters were operated manually via a lever on the dash but later cars were fitted with automatic control via a thermostat. The larger engine allowed the top speed to increase to 75mph but many owners had large limousine bodies fitted to the chassis with the predictable degradation of performance. Rolls-Royce‘s solution was to increase the comparatively small six cylinder engine‘s capacity from just over three litres to 3,699cc which, together with a stronger crankshaft allowing increased rpm, raised its output to 25hp.

As with the 20 HP, the 20/25 was warmly received and proved immensely popular, soon more than doubling sales of the big Phantom II. Various detail improvements were made to the 20/25 during its seven year production life including rises in compression ratio in 1930 and 1932. The problem of high production costs resulted in Rolls-Royce‘s first attempts to economise. In the past the purchase of parts from outside suppliers had been limited to electrical components. Even then the company had laid down strict standards of quality. In the last series of the 20/25 model, use was made for the first time of components from independent suppliers for mechanical parts. Thus the clutch was supplied by Borg & Beck and the steering box manufactured by Marles. These were clearly economy measures for Rolls-Royce. Nevertheless, the suppliers charged higher prices to Rolls-Royce than to other car manufacturers because of the short production runs involved and Rolls-Royce could not be isolated from the effects of asking suppliers for high quality standards. Originally delivered to Sir Albert Barrett in Hertfordshire, it was comprehensive appointed at the time as the build records testify. It has remained in the UK for all its life but sadly fell into disrepair. When it was discovered in the 1993 by the vendor, it was sent to Brunts, the leading Rolls-Royce restoration and service specialists of the day and comprehensively restored to its current condition. The engine has also recently been overhauled complete with a new clutch, brakes and an ail filter conversion. The clock is still present together with twin occasional seats to the rear. Courtesy lights at foot level assist passengers and a touring trunk can still be found at the back of the car. Full chassis card details accompany the car as well as early servicing records, a current registration document and an MoT test certificate valid until November 2009. This iconic car is well restored, used regularly and well priced.