Speed 25

The last AOC Model Register was published in 2002, compiled by George Butlin, who wrote:

“In the Alvis Speed Twenty–Five the makers have produced a car which will delight those who appreciate fast motoring with an ample margin of safety. A very quick response to the accelerator is matched by exceptional steadiness under heavy braking conditions, light and accurate steering, and road holding of that special quality which is so rarely encountered nowadays.”

Thus was the Speed Twenty-Five introduced by Motor Magazine on August 25th 1936. In fact, as was not uncommon throughout the history of Alvis, the Speed Twenty-Five may have derived from “parts-bin” engineering – the development of the Speed 20 SD chassis in its final flowering, with the engine from the 3½ litre car introduced in October 1935 and originally used in the longer 10′ 7″ chassis, as opposed to the Speed 20’s 10′ 4″ wheelbase, and to suit the needs of potential “carriage trade” coach builders.

The Speed Twenty had acquired a formidable reputation, but the later models were becoming under powered (or overbodied) by comparison with their competitors. This was particularly so when cars were fitted with the less spartan and more opulent coachwork commissioned by Charles Follett and other dealers and individuals.

The Speed Twenty-Five was gradually developed and refined from the original SB series to the 1938 model SC with a price increase – of £25 for the chassis, but additional power arising from the “short stud” cylinder head, and latterly for 1939 a dual exhaust system.

As with the Speed Twenty, Charlesworth remained the factory appointed coachbuilders, using to great effect the comparatively low bonnet line to produce lithe, agile, flowing lines. However tourers were more commonly the work of Cross and Ellis.

For 1939 Saloons had double sliding sunroofs, and valences to replace running boards to give a more modern and rakish appearance.

Although the factory Charlesworth coachwork is often less appreciated than the more individual bespoke offerings of other coachbuilders, it was both extremely elegant and beautifully constructed.

The final development of the 1940 model included further improved performance through increased compression ratio, and smoother running by virtue of two adjustable tie-rods to dampen vibration.

There are many contemporary, and now re-published, road tests and reports praising the models design and engineering integrity – Alvis were first and foremost engineers, who, unlike other manufacturers, left coach-building to others, albeit under strict guidelines.

Equally illuminating, are extracts of correspondence from Motor Sport in the 1950’s and 60’s, where correspondents were able to demonstrate from contemporary road tests, that the Speed Twenty-Five was more accelerative, and with the same top speed as, for example, the considerably more expensive and larger engined Lagonda LG6. In terms of sheer performance the Derby Bentley, even in 4¼ litre guise, was very much an “also-ran”.

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TOTAL CHASSIS PRODUCTION of 391 was laid down in four batches:

13326 – 13385      60;   13656 – 13675     40;   14346 – 14495    150;   14549 – 14689       141

In 2002 153 cars survived in the form in which they were despatched from the factory. A further 51 cars survived as specials, built mainly for sporting purposes, further demonstrating the strength/competiveness of the breed as well as living up to T.G. John’s belief of improvement by competition.

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The Register is constantly updated. Any corrections or comments are welcome.

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The following gallery is sourced mainly from the Ernest Shenton Collection. You can click on any photo to start the gallery and comment on any photo.

Dave Culshaw has researched the number of Speed 25 Cross & Ellis tourers made. These bodies were numbered in a 30000 series going back to the 1920s and had progressed to a block of 30206 to 30346 used for SA to SD Speed 20s.

A prototype body was first built numbered AS136 (Alvis Special) on chassis 13326. Then followed 31001 to 31039 which were all 25s except for 31034 mounted on a 4.3 litre 14810. Total thus far = 39.

A video describing the Cross & Ellis tourer is here

The W O Bentley Memorial Fund has kindly sent some photos of Alvis in their collection including this one. But which one is it – distinctive rear lights – Speed 25 Cross & Ellis and where is it now?

At 31039 the Cross & Ellis insolvency occurred when there were still ten or so incomplete frames around the factory. These were taken over by Charlesworth for completion and given Charlesworth numbers 14811 to 14820.

14814 and 14818 cannot be accounted for  and would appear to have been destroyed in the blitz on November 14th 1940 but the remaining eight are all accounted for by chassis and registration numbers.

Total production was therefore 47 of which 39 were C & E and 8 Charlesworth which are visually identical. The car below was repatriated to the UK by Brian Classic.

This car features a dry sump 4.3 litre engine. Dave Culshaw’s PPS article in Bulletin 443 gives more detail of its history.

The Bradnum’s Speed 25 tourer ERF 349 featured in Classic Cars magazine and researching its history produced enough material for a book. It was originally owned by the 6th Viscount Newport and a request to the Weston Park Foundation for a photo when new produced one not of the Speed 25 but of an earlier car.

For a register of cars as they were new, click