90 Years of Bentley

Bentley is an enduring brand that has produced a number of cars, notable firstly for their purchase price, and secondly for their power. Bentley designed his own car in 1919, and in 1921 started production of four-cylinder 3.0-litre cars, and within ten years he was producing 4.5-litre and its limited production superchargd derivative sporting models. Bentley established its name with numerous racing and record breaking successes, most notably five wins at Le Mans. But the cars were only built in small numbers and the racing program was expensive. The company nearly folded in 1924 after incurring massive losses, and following reorganisation of the company in 1925 was thrown a lifeline by millionaire sportsman and Bentley racing driver Woolf Barnato. The Great Depression also saw sales drop and the company slid into receivership in 1931 when it was purchased by Rolls-Royce.

After World War Two, Bentley production began at its now famous Crewes factory. The company continued to experience financial problems and many lows, but among the highs included some of the 20th century's most coveted motoring creations, and for admirers of winged-B cars from the Mk VI through the Mulsanne Turbo to the Continental T and Arnage, Crewe is the home of Bentley Motors. Production of the Crewes factory had commenced in 1938 and progress was so rapid that within five months the first engine had been built, in a barely completed bay in the 1,050ft-long main shop.

There were already 2,000 employees. The factory was at full output when it was officially opened just seven weeks before the outbreak of war. At its peak in 1943, the factory employed 10,000 people, and the effect on Crewe was considerable, with 2,000 new houses built. The factory was bombed but amazingly, production was not disrupted - instead it increased. By 1945 Crewe had produced more than 15,000 aero engines and with its Derby facility developing jet engines Crewe became Bentley's main base.

Bentley history:

Bentley was founded by Walter Owen Bentley, known to all as "W.O." He was a born engineer, but his first experience was not with motor cars - it was trains. In 1905, aged 16, he set off on his bicycle to work at the Great Northern Railway Locomotive Works in Doncaster, Northern England. Off duty, he soon abandoned the push-bike in favour of motor cycling and with his brother took to racing. In their first event, the London to Edinburgh Trial, they won a gold medal. W.O. raced at the Isle of Man TT event and Brooklands race track, near London. The internal combustion engine made sweeter music to his ears than steam trains and in 1912 Bentley's family found funds enough to buy a small company importing French DFP sports cars.

It was on a visit to the DFP factory in 1913 that W.O. noticed an aluminium paperweight - and had the inspired idea of using the lightweight metal instead of cast iron to make engine pistons. The first such Bentley pistons went into service in aero engines for the Sopwith Camel, in service during the Great War. After it, Bentley revived his motor car interests and in London set about development of a racing engine - Experimental Bentley No 1. "I wanted to make a fast car, a good car: the best in its class..." And he did.

In the '20s, with the 3-litre, 85bhp engine providing speeds of 80 mph and more, Bentley Motors set numerous speed and endurance records, competed successfully at Indianapolis, the Isle of Man, and Brooklands - and became inextricably linked with the history of the famous 24 hour race at Le Mans. In the hands of the legendary Bentley Boys, Bentleys achieved Le Mans victories in 1924, 1927, 1928, 1929, and 1930 - taking first four places in 1929. Yet despite its racing record and public acclaim, Bentley Motors was beset by financial difficulty. By 1931 the golden age was over, but as closure loomed, Rolls-Royce stepped in to save the Bentley name - and a new era began. To simplify production, a single "rationalised" chassis was used on both Rolls-Royce and Bentley motor cars of various sizes. Bodies in steel would be fitted and completed in-house as well as using specialist coachbuilders. The first Bentley built in this way was the Mk VI, launched in 1946. The first new Bentley to be both built and engineered at Crewe, the S1, arrived four years later.

The Bentley marque led the way when car production began at Crewe after World War Two. The 4.25-litre Mk VI, which later evolved into the R-Type, appeared in May 1946. Designed by Ivan Evernden, it was generally conservative, though such touches as integral headlamps were seen by some as a radical departure. The straight-six engine dated back to 1938. Its pressed steel body was a new design that could be fitted and completed in-house. Bentley would no longer rely solely on specialist coachbuilders working mainly in aluminium over an ash frame. Despite fears about the quality of post-war steel, the heaviest gauge possible was used and the number of Mk VIs that survive testify to its durability.

Capable of 90mph, it was the biggest selling model in Bentley's history, with more than 5,200 customers by 1952. The engine capacity was increased to 4.5 litres in 1951 and these big-bore Bentley Mk VIs are now collectors' items. In 1952 the stretched engine was used for the replacement R-Type, the first Bentley to offer automatic transmission as an option. At first seen as "new-fangled", the four-speed box actually made the car 1 mph faster and quickly became the popular option. Designed by John Blatchley, Chief Stylist until 1969, the R-Type was longer than the Mk VI and had restyled rear wings and boot to look sleeker and provide more luggage space. It also had the first automatic choke on a Bentley.

The highly tuned R-Type Continental model had an exotic, lightweight, fastback body and a top speed of almost 120mph. It became the fastest four-seater in the world. The Bentley post-war design prospered for ten years, but 1955 signalled the first new car to be both built and engineered at Crewe, the 100mph Bentley S1. This was the last Bentley to be powered by a six-cylinder engine, the 4.9-litre version used in later R-Type Continentals. The S1 was a foot longer than the R-Type, to give the occupants more space, and automatic transmission was now standard.

The Bentley S was continually improved over the next 11 years. By now only six percent of bodies were bespoke, but the Mulliner S Series Continental was an outstanding example, with its sweeping fastback body in two-door saloon or Convertible form. The S1 had sold nearly 3,500 by 1959, when it made way for the first V8 Bentley, the 6.25-litre S2 with its all aluminium engine. It was 30lb lighter than its predecessor and capable of taking the car to 120mph. The S2 again had a Continental two-door variant, with power steering as standard, optionalair-conditioning, and body styles ranging from notchback to drophead coupe.

The S3 followed in 1962, and with its four headlamps and indicators built into the wings had a more modern look. There were also interior improvements, including seatbelts all round. In the mid '60s the Bentley T became the first Crewe model to use unitary construction rather than a separate body and chassis. With its lower, squarer and more modern body style, the change was dramatic. The T featured an improved version of the V8 engine, independent self levelling suspension and high pressure power brakes with, for the first time, discs on all four wheels.


Two-door and convertible Continental variants followed. From 1968 a three-speed automatic gearbox was standard, and air-conditioning followed suit the next year. Self levelling was discontinued on the front suspension, and the engine size increased to 6.75 litres. New facias with centre consoles arrived in 1970. In 1977 the Bentley T2, with its fully automatic split level air conditioning, power assisted rack and pinion steering and revamped facia, was introduced. It was built until 1981. The desirable coachbuilt version of the Bentley T was made in saloon and drophead coupe versions until 1971, when it was then modified and relaunched as the Bentley Corniche.

Although the two-door saloon was discontinued in 1980, the drophead, renamed the Continental, continued until the mid '90s. The T Series belonged to the era of "badge engineering" and, though almost identical (bar the radiator) to the Rolls-Royce Silver Shadow it was kept very much in its reflection, selling only about 9 percent of the total. Nowadays, it is the Bentley that commands the higher price. The revival of the marque began in 1980 when, as Rolls-Royce merged with the Vickers Group, the exciting Bentley Mulsanne, powered by a 6.75-litre V8 engine, was announced. The Mulsanne, styled by Fritz Feller, was the first standard Bentley to be given a name, and one designed to evoke the company's glorious Le Mans days. It had a modern, aerodynamic body with 30 percent more glass area and was capable of 120mph.


In 1982, the 140mph Mulsanne Turbo, hailed in recognition of supercharging achievements of 50 years before as the new "Blower Bentley", could cover 0-60mph in seven seconds, faster than some Ferraris. The marque's broad appeal received a further boost in 1984 with the arrival of the Bentley Eight, a naturally aspirated four-door saloon with simplified interior trim, chrome mesh radiator and stiffened suspension, another reminder of Bentley's sporting heyday. It was built until 1992.

Turbocharging remained fashionable, however, and the Mulsanne Turbo was replaced by the high-performance Turbo R, with adaptable damping to improve its ride and handling. It caught the public's attention when it broke a variety of distance and speed records in 1986. The Turbo R became one of Bentley's best selling models over the next nine years, while another addition, the Continental R, recalled the heydays of Bentley convertible motoring. The late '80s saw fuel injection replace carburettors on all Bentley engines. The Mulsanne S was produced for five years from 1987, with more sporting characteristics and a facia derived from its turbocharged counterpart.

This was the year anti-lock braking was introduced on Bentleys. The '90s turned out to be an exciting decade for model development. In 1991 the thoroughbred Continental R two-door coupe made its debut. The archetypal Bentley grand tourer, it could accommodate four people and their luggage in comfort, while its 6.75-litre turbo engine offered 150mph performance. Six hundred of these cars - two years' planned build - were ordered in advance. In 1992 the naturally aspirated Bentley Brooklands four-door saloon replaced the Mulsanne S and the Eight. It combined exceptional comfort and space with a supple ride and agile cornering, and was another key model in attracting new customers to the marque. In 1994, the Turbo S and Continental S were introduced as limited volume cars.

The following year saw the arrival of the head turning Azure, the first all new Bentley convertible for almost 30 years and the most powerful open top four-seater in the world. The Bentley Turbo R Sport was launched in 1996 along with the high performance Continental T coupe, with its close coupled chassis, massive alloy wheels and tyres and V8 turbo engine. Intended to be built in limited volume, the Continental T aroused so much interest that it became an integral part of the Bentley stable. The following year its output was boosted by 5 per- cent to 420bhp, and its 650lb ft of torque was higher than that of any other production sporting motor car, providing 0-60mph acceleration in 5.7 seconds and a top speed of 170mph.

The Continental SC, a sedanca coupe with a unique high-tech glass roof with removable panels, found a following from 1998. A new four-door saloon with an advanced body style was launched at Le Mans in 1998. This was the Arnage. With its twin-turbo 4.5-litre V8 engine - the first new Bentley unit for more than 40 years - and advanced suspension, it became the ultimate statement of performance combined with refinement. Until, that is, it was followed by the exhilarating Arnage Red Label.


Celebrating 75 years of the ‘Blue Train':

Some 75 years after adventurer and Le Mans winner Woolf Barnato raced and beat the famous Blue Train on its journey across France, Bentley Motors and its coach building division Mulliner celebrated his achievement with a powerful, distinctive and luxurious grand tourer based on its flagship four-door saloon: the Arnage Blue Train Series. In specification, the Blue Train Series Arnage features the 450bhp version of Bentley's remarkable 6.75-litre twin turbocharged V8 engine, allied to the chassis and suspension set-up of the refined and supple Arnage R. With a 0-60mph acceleration of 5.5 seconds and a top speed of 168mph the Blue Train Series Arnage has the performance to satisfy the most demanding of drivers. A mountainous 875Nm of torque available at 3250rpm means that the Bentley's performance is instantly accessible.

Externally, the Arnage Blue Train Series is distinguished by its 19" seven-spoke alloy wheels, sunroof, chrome radiator shell, chrome mirror caps and quadruple exhaust tailpipes. Both front and rear bumpers are designed specifically for the Arnage Blue Train Series, with stainless steel matrix mesh to the front bumper cooling ducts. In homage to the slatted bonnet of the original ‘Blue Train' Bentley Speed Six, Bentley's design team has specified vertical slatted vents, painted in body colour, behind the trailing edge of the front wheel arches. The Blue Train Arnage will carry the black winged ‘B' inside and out, as the distinguishing mark of the most powerful and performance focused Bentleys, and will also have Blue Train badging on the front wing and door aperture treadplates.

A ‘privacy' rear backlight may also be specified, another feature which echoes the coachwork of Barnato's 1930s coupé.
The interior is equally distinctive. All instrument and dial faces are black, and the centre console features a subtle Bentley Blue Train badge. Mulliner's meticulous craftsmanship is evident in the veneer waistrails, which feature chrome inlay with winged ‘B' badges, and the ‘Blue Train' embroidered headrests, in a coordinating thread colour. Other special elements of the interior specification are the wood and hide steering wheel, additional wood veneer panels on the doors and contrast piping on the seats.

A spectacular racing record:

Right from the start, Bentley Motors' racing success was built on thorough, meticulous preparation and a preparedness to learn from experience. Frank Clement drove a series of highly developed 3-litre racers at Brooklands between 1921 and 1923. Lessons learnt here were applied to the first team of 3-litres sent to the Isle of Man for the 1922 Tourist Trophy race, where they performed creditably against out and out racing cars. Bentley helped Duff prepare his car for the first Le Mans race in 1923 and lent him Works driver Frank Clement. Duff's 1924 car was fitted with substantial stoneguards to the petrol tank, radiator and headlamps, following damage from flying stones in 1923.

Another detailed touch was the "T" bar radiator cap, insulated to prevent the driver burning his hands. "T" bars were added to the petrol tank cap as well, and bigger petrol tanks fitted as the regulations changed, allowing refuelling only after twenty laps or about 200 miles had been covered. After 1924, the innovations on the team cars came thick and fast. By 1927, the Works cars had an extra oil tank under the scuttle, connected to the oil filler neck. As soon as the driver noticed the oil pressure gauge cavitating on corners, all he had to do was turn a tap and more oil was fed into the sump.


With oil consumptions at Le Mans of 100 miles per gallon for 3-litres, about 150 mpg for the 41/2-litre and about 180 mpg for the Speed Six, this was necessary! Particular attention was paid to pit procedures, to save time. The oil filler neck was extended outside the bonnet, so that it did not have to be opened. Quick action cam-operated caps for oil, water and petrol were first developed by Bentley. Engines were specially selected and carefully built up for racing, with generous clearances between the working parts. Chassis were also built up specially in the racing shop, with extra reinforcing as needed and additional shock absorbers to cope with the rough surface at Le Mans and at Brooklands; ride quality was not a consideration, keeping all the wheels on the ground was.


Straight cut gears were used in engines and back axles in place of spiral bevel gears, racing magnetos were used, along with special pistons and valves. No effort was made to save weight. The performance of the racing cars resulted from meticulous preparation and attention to detail, tuning by expert mechanics, and accepting absurd oil consumptions.


Bentley's first victory was at Brooklands, a sprint race won by works driver Frank Clement. Brilliant with carburettors and engines, Clement managed the first racing shop, preparing the 3-litres that finished second, fourth and fifth in the 1922 Tourist Trophy (driven by Clement, W O and Hawkes respectively) and 13th in the Indianapolis "500" (driven by Hawkes).
With the 41/2-litre in full production, three cars were entered for Le Mans in 1928. Clement and Benjy were joined by veteran French driver Jean Chassagne, Woolf Barnato, Tim Birkin and Bernard Rubin. Prodigiously wealthy, Barnato was chairman of Bentley Motors from 1926 to 1931, remaining closely involved with the company until his untimely death in 1948.

Barnato was quick and reliable, nursing his sick 41/2-litre to win at Le Mans in 1928, after its chassis frame cracked.
Barnato won again at Le Mans in 1929 and 1930, driving "Old Number One" Speed Six Bentley in both years.
1929 was Bentley's most successful season, the new Speed Six "Old Number One" proving exceptional. The Barnato/Birkin Speed Six led three 41/2-litres to a 1-2-3-4 victory at Le Mans. The second placed 41/2-litre was driven by Glen Kidston and Jack Dunfee.

Tim Birkin was another exceptional Bentley driver, winning Le Mans twice and finishing second in the French GP at Pau in a stripped blower Bentley, running against full Grand Prix cars. In the single seater blower Bentley he raised the Brooklands lap record to 135.33mph in 1930 and to 137.96mph in 1932.

FAST FACTS: Motor racing, the Bentley way

• Bentley's first victory was at Brooklands in Surrey in 1921

• Bentley first won at Le Mans in 1924

• From 1927 to 1930 they won each year

• In 1925 a 3-litre set the World's 24 hour record at Montlhery at 95.03mph

•. Woolf Barnato bet his Speed Six could reach London from Cannes before the famous Blue Train could arrive at Calais - and won

• Bentley took the chequered flag at Le Mans in 1927 despite sustaining serious crash damage

• Barnato won Le Mans three years in a row: 1928, 1929 and 1930

• Supercharged Bentleys never won at Le Mans but are among the most desirable cars ever made

• Under racing conditions petrol consumption doubled, oil consumption ranged from 100-180mpg

• In the 1929 "500" at Brooklands a Speed Six averaged 109.4mph including pit stops

• Between 1921 and 1930, Bentleys raced at Brooklands, Isle of Man, Indianapolis, Ulster, Le Mans, Pau, Boulogne, and the Nurburgring