Categoría:

Bentley Mark V and Bentley Corniche
(1939 - 1941)

Bentley Mark V

Bentley Mark V, 1939, #B30AW, H.J. Mulliner Saloon. The body is said to have been finished after WWII.

Drastic rationalization was considered as the best solution for control over the mounting costs of motor car production. A new generation of in-line engines was decided upon to share the same pistons, cylinder liners, valves etc. on the basis of identical cylinder dimensions. These were to power all future motor cars from Rolls-Royce's different model ranges. The Bentley Mark V was the first new model to be powered by one of these units and as a more sporting variant a Bentley Corniche was in an advanced stage of testing. The outbreak of the Second World War stopped all this - less than twenty cars were built, only about ten finished with coachwork.Bentley_Mark_V2

Bentley Mark V, 1940, #B18AW, Park Ward Four Door Saloon.


Technical Data:
6 cylinder in-line engine, cast iron cylinder block, bore x stroke 88.9 x 114.3 mm (3 1/2 x 4 1/2 in), capacity 4,257 cc; cast iron cylinder head, overhead valves; aluminium alloy crankcase (Bentley Corniche cylinder block and crankcase cast in one piece, overhead inlet valves, side exhaust valves) single coil ignition, stand-by coil, 2 SU-carburettors; single dry plate clutch, 4-speed gearbox, synchromesh on 2nd, 3rd and 4th gear; hypoid bevel final drive; independent front suspension with coil springs, semi-elliptic springs rear; 4-wheel drum brakes servo-assisted; wheelbase 3,149.6 mm (124 in); tyre size 6.50 16
Bentley Corniche prototype, 1939

Bentley Corniche prototype, 1939. To a design by Georges Paulin this body with its advanced streamlined styling was built by Pourtout (Paris).


No. made:
15 Bentley Mark V finished as chassis with engine and gearbox
    (11 of these fitted with body)
4 Bentley Corniche finished as chassis with engine and gearbox
    (only the previous prototype had been fitted with a body)

Categoría:

Bentley Eight
(1984 - 1992)

Bentley Eight

Bentley Eight, 1986, #GCH16326. The Bentley Eight was recognizable at a quick glance due to a radiator with wire mesh instead of vanes.

Aiming at prospective purchasers of younger age there was the idea to offer a variant of the Bentley Mulsanne conceived as a beginner's model. The outcome of this consideration to encourage younger owners to experience the Bentley marque was the Bentley Eight. A considerable price reduction was explained by the luxurious equipment having been slightly cut-back. Notwithstanding the Bentley Eight, distinguished in outward appearance by a radiator grille with wire-mesh instead of slats, hardly missed any goodie to be desired. tightened up front suspension providing sportier handling could even be considered as an advantage. The model became so popular that - initially only available in the UK market it became supplied to Europe and the United States too.


Technical Data:
8 cylinder 90 degree V-configuration, aluminium-silicon alloy cylinder block with cast iron wet cylinder liners; bore x stroke 104.14 x 99.06 mm (4.1 x 3.9 in), capacity 6,750 cc, aluminium alloy cylinder heads; 2 SU carburetors (Bosch fuel injection on export models for North America and Japan, from 1986 Bosch fuel injection standard on all cars); 3-speed automatic gearbox; hypoid bevel final drive; independent suspension with coil springs front and rear, hydraulic self-leveling height control rear; ventilated disc brakes front, plain discs rear ; wheelbase 3,061 mm (120,5 in); tyres 235/70HR x 15
Bentley_Eight2

Bentley Eight, 1987. The mesh grille was a special feature of the Bentley Eight, suggesting the marque's sporting lineage.
(Photo courtesy of Steve Stuckey, AUS)


No. made:
1736 Bentley Eight

Categoría:

 

Bentley Corniche
(1971 - 1984)

Bentley_Corniche1

Bentley Corniche, Mulliner Park Ward Drophead Coupé, 1973, #DBH14661.

No more appropriately than for the Bentley Corniche with its "Winged B" radiator motif could have been chosen the slogan "When nothing stands between you and the open sky, it is as if the wheels were wings". Though the origin of the coachwork of this model could be traced to the basic model Bentley T due to its superbly executed lines the Bentley Corniche had particular charme of its own. It was priced in class of its own too - though to mention the subject of coin was considered as being nqoc* by those fortunate enough to own one The coachbuilt models were the first to feature technical innovations like ventilated disc brakes or breakerless electronic ignition. The Bentley Corniche was re-christened Bentley Continental in 1984.
*(nqoc = not quite our class)


Technical Data:
8 cylinder 90 degree V-configuration, aluminium-silicon alloy cylinder block with cast iron wet cylinder liners, bore x stroke 104.14 x 99.06 mm (4.1 x 3.9 in), capacity 6,750 cc; aluminium alloy cylinder heads, twin SU carburettors (from 1975 single Solex 4-barrel carburettor, twin SU carburettors remained on export models for Canada, Japan and Australia; from 1980 Bosch fuel injection on export models for the U.S.A., Canada, Japan and Australia); 3-speed automatic gearbox; independent suspension with coil springs front and rear, hydraulic self-levelling height control rear; disc brakes front and rear (from 1972 ventilated disc brakes front); wheelbase 3,041.6 mm (119.75 in) (from 1974 wheelbase 3.048 mm (120 in); from 1979 wheelbase 3,061 mm (120.5 in); tyre size 205VR15 (from 1974 tyre size 235/70VR15)

Bentley Corniche

Bentley Corniche, 1973, #CBX15369, Mulliner Park Ward Saloon. Rolls-Royce designation was "Two Door Saloon" for what many considered to be a Fixed Head Coupé.


No. made:

63

Bentley Corniche saloon (1971-1982)

  77

Bentley Corniche convertible (1971-1984)

140

Bentley Corniche altogether

Categoría:

Bentley Continental T / Continental T Mulliner
(1996 - 2002)

Bentley Continental T

Bentley Continental T, 1997, #SCBZU23CX VCX53458, Mulliner Park Ward Coupé. Brake discs had been increased in size and do give the Bentley Continental T a stopping power of 4.96 seconds from 100 mph to 0 mph.

The determination to leave no gap in their range of luxury high performance cars was the driving force to diversify by adding one more Driving Force. Performance and handling of the 1996 Bentley Continental T were without equal. As regards torque: 590 lb/ft (800Nm; from 1997 650 lb/ft 875Nm) positioned this car at the top. There existed no other passenger motor car in the world which came even near this figure - with one exception, the Bentley Turbo R Sport's engine delivered 553 lb/ft. The Bentley Continental T was a 2+2 coupé developed from the Bentley Continental R with a more athletic outward appearance due to a 4 in (10 cm) shorter wheelbase and extended front and rear wheel arches. The driver found an engine-turned dash with chrome finish instruments as a delicate reminiscence of the heyday of the British Racing Green Bentleys handled with verve by the 'Bentley Boys' - and as it had been during these heroes' time the Continental T's engine responded to a separate push-button starter.

Introduced in 1999 the Bentley Continental T Mulliner could be specified by a discerning Bentley driver as an out and out sports car - by comparison to the basic model - with almost no compromise. Modified shock absorbers in combination with stiffer torsion bars (front +40%, rear +20%) did permit to use the engine's most impressive power even under conditions, which previously might have been considered as beyond the limit.


Technical Data:
8 cylinder 90 degree V-configuration; aluminium-silicon alloy cylinder block with cast iron wet cylinder liners; bore x stroke 104.14 x 99.06 mm (4.1 x 3.9 in), capacity 6,750 cc; (from MY1999 426bhp/313kW)aluminium alloy cylinder heads, Zytek EMS3 digital engine management, exhaust driven Garrett AirResearch turbocharger with intercooler; 4-speed automatic gearbox; independent suspension front and rear with adaptive ride control; ventilated disc brakes front, plain discs rear, anti locking device; wheelbase 2,959 mm (116.5 in); tyre size 285/45R18 (from 1997 tyre size 285/45ZR18) ; max. speed 155 mph (250 km/h) (from 1997 max. speed 273 km/h)

Bentley_Continental_t2

 

On this car single colour interior had been requested; series standard was a duo-tone colour scheme or a triple colour choice


No. made:

322 

 Bentley Continental T (1996 - 2002)

23 

 Bentley Continental T Mulliner (1999)

 Bentley Continental T Le Mans (2001)

Categoría:

Bentley Continental SC / Continental SC Mulliner
(1998 - 2000)

Bentley Continental SC

Bentley Continental SC, 1998, #XCH65069,

Unveiled at the Paris Salon in September 1998 the Bentley Continental SC was the first new Bentley following the takeover of that company by Volkswagen (Wolfsburg, Germany). The new creation was based on a much applauded design - the Bentley Continental T, the most powerful Bentley ever. With a maximum torque of 835 Nm at 2,150 rpm the Bentley Continental SC did not show exactly the Continental T's most impressive figure of 875 Nm but there was a clear distance to its brethren's Bentley Continental R and Bentley Azure 750 Nm. The eye-catching new feature was the styling of the new model in the form of Sedanca Coupé. This design had enjoyed a fine reputation during the 30ties and well into the 50ties as offering the pleasure of open touring with the added advantage of more torsional rigidity of the body than drop head coupés could achieve with their fold down top.

Two glass-shelfs formed the front part of the Bentley Continental SC's hood and these could be removed and stowed in the boot. A third fixed perspex roof was fitted to the rear part of the hood. As so much had been borrowed from a glorious past it came as no surprise that the new model was by a certain margin more expensive than any other Bentley motor car - there had been the case with its famous ancestors too like for example the Gurney Nutting Sedanca Coupé on Bentley Mark VI chassis, the most expensive coachwork on Bentley during the early post-war period...

To invest a considerably higher amount wasn't too difficult because in due time the choice was added to select the Bentley Continental SC Mulliner, introduced at the 1999 Geneva Motor Show. The name of the famous coachbuilder was no coincidence because the company's coachbuilding division was keen to convert almost each of these huge coupés into a unique motor car incorporating any extra a discerning customer had specified. The powerful 6.75 litre V8-engine providing 420 bhp and 875 Nm torque (hitherto only to be found on the Bentley Continental T) became standard.

The Bentley Continental SC remained in production for but a rather short period as in March 2000 the model was withdrawn from manufacture. Rolls-Royce & Bentley Motor Cars explained this had been decided to allow increased production of convertible Bentley Azure and Rolls-Royce Corniche models...


Technical Data:
8 cylinder 90 degree V-configuration; aluminium-silicon alloy cylinder block with cast iron wet cylinder liners; bore x stroke 104.14 x 99.06 mm (4.1 x 3.9 in), capacity 6,750 cc; aluminium alloy cylinder heads, Zytek EMS3 digital engine control, exhaust driven Garrett AirResearch turbocharger with intercooler, 406hp/300KW ; 4-speed automatic gearbox; independent suspension front and rear with adaptive ride control; ventilated disc brakes, anti locking device; wheelbase 2,959 mm (120.5 in); tyre size 285/45R18; max. speed 152 mph (245 km/h)

Bentley_Continental_SC2

Bentley Continental SC, 1998, #XCH65069

No. made:
79 Bentley Continental SC inc. Bentley SC Mulliner

Categoría:

 

Bentley Continental R / Continental S/
Continental R Mulliner
(Continental R 1991-2002, Continental S 1994-1995, 
Continental R Mulliner 1999-2003)

Bentley Continental R

 

Bentley Continental R, 1992, #NCH42015, Mulliner Park Ward Coupé. The large glass areas led to massive frames surrounding the sidelights; the doors are cut into the roof.

At the 1984 Geneva Motor Show "Project 90" had been exhibited by Rolls-Royce and this was a really impressive full size mock-up of a future Bentley Coupé. Thus the manufacturer had gone to previously unheard of expenses in market research. Reactions had been so enthusiastic that within five years the company had developed a completely new Coupé and this was unveiled to the public as the Bentley Continental R at the Geneva Motor Show in March, 1991. Based on the Bentley Turbo R floorpan an aerodynamically shaped 2 + 2 coupé body had been styled. There is a taboo in the aeronautical industry against introducing new aircraft with new engines, and this was followed by Rolls-Royce in the case of the new Continental R. The well-proven turbocharged engine from the Bentley Turbo R had been chosen to power what one reporter termed as a sort of "Crewe's Missile". The Bentley Continental S was built as a variant in a limited series only. That model sported an engine with turbocharger and intercooler, and then the intercooler became standard on the Bentley Continental R.

Bentley_Continental_R2

Bentley Continental R, 1991, #NCX42003. The three spoke steering wheel was to be found only on "pre-production models" - series standard became a four spoke steering wheel with airbag.

The designation Continental R could be traced back to the Bentley Continental of the post-war period, whose legendary fame had resulted from the combination of a most impressive powertrain and highly attractive coachwork design and features of which had been specified by customers. Such an opportunity – though altered to present time demands – was offered again, when in March 1999 the ‚Mulliner‘ Continental model range was introduced at the Geneva Motor Show. A Bentley driver could specify his personal motor car in direct contact with engineers and designers at the Crewe factory. The Bentley Continental R Mulliner was equipped with the most powerful engine as hitherto only found on the Bentley Continental T. A power output of 420bhp/313kW and a maximum torque of 875Nm was more than any other manufacturer in the world did offer. The car could be pushed up to a top speed of some 170mph.

Bentley_Continental_R3

Bentley Continental R, 1994. Some aficionados separate Continental R from different periods by alterations of the light alloy wheels' design.


Technical Data:
8 cylinder 90 degree V-configuration; aluminium-silicon alloy cylinder block with cast iron wet cylinder liners; bore x stroke 104.14 x 99.06 mm (4.1 x 3.9 in), capacity 6,750 cc; aluminium alloy cylinder heads, Bosch K Motronic fuel injection and digital ignition (from 1995 Zytek EMS3 engine management system), exhaust driven Garrett AirResearch turbocharger (Bentley Continental S: turbocharger with intercooler); 385bhp/286.1kW at 4,000rpm, max. torque 750Nm at 2,000rpm (from 1999 Bentley Continental R Mulliner 420bhp/313kW at 4,000rpm, max. torque 875Nm at 2,200rpm); 3-speed automatic (from 1992 4-speed automatic); independent suspension front and rear with automatic ride control (from 1996 ETAS electronic traction assistance system); ventilated disc brakes front, plain discs rear; wheelbase 3,061 mm; tyre size 255/60ZR16 (from 1994 tyre size 255/55WR17, from 1996 on special request 285/45R18); max. speed 235 km/h (from 1995 max speed 250 km/h; from 1999 Bentley Continental R Mulliner max. speed 170mph/270km/h).

Bentley_Continental_R4

Bentley Continental R, 1992, #NCH42015, Mulliner Park Ward Coupé. The bootlid's lock is accessible after lifting the 'Winged B' emblem.


No. made:

1290

 Bentley Continental R (1991-2002) incl. 10 millenium editions

37 

 Bentley Continental S (1994 - 1995)

131 

 Bentley Continental R Le Mans Series (2001)

46 

 Bentley Continental R Mulliner (1999 - 2002)

18

 Bentley Continental S (1994-1995)

 

 

Categoría:

Bentley Continental GTC
(2006 onward)

Bentley_Continental_GTC

When the convertible version of the Continental GT was unveiled at the New York Auto Show in April 2006 it was stated by Bentley Motors that this was their third step in their new product and segment strategy. First step had been the introduction of the Bentley Continental GT Coupé, soon to be followed by the launch of the 4-Door-Saloon Bentley Continental Flying Spur. Sales of the ‘big’ sized Bentley Arnage Saloons plus a few of these that were stretched to Limousine-dimensions were considered as sufficient, too. In the lucrative market segment of luxury motor cars the combined sales of rivals like Rolls-Royce Phantom and Maybach didn’t reach the sales figure of the ‘big’ Bentley.

From the very start orders poured in for the new convertible. That was a well-deserved result reflecting Bentley had done their homework carefully indeed. Although the Bentley Continental GT Coupé had offered all the benefits of an impressively well-designed basis it had been a demanding task to develop a convertible that would be on a par in performance and handling – and would meet or exceed all the self-esteemed standards as regards a torsional rigid top-less car. To design the coupe's coachwork had been less difficult, because on that one the roof as an integral part of the structure provided stiffness to the chassis. Steel reinforcements to the sills plus additional cross braces that run beneath the cabin were the engineers’ solution. The package was extended to include the use of steel tubing in the A-post and windscreen surround. A major task was to remove unwanted resonance, too. To achieve that improvements were made to the mounting of the rear subframe – and there had been need for work in that area anyway in order to gain the room to be able to stow the folded roof. The soft fabric roof is operated electro-hydraulically and the rather complicated mechanism occupied space and added weight. Summing up all the significant reinforcements etc. it was a remarkable result that the weight had risen by just 145 kg over that of the coupé body.

Bentley_Continental_GTC2

The layout of engine and drivetrain didn’t show any major difference from what had met with much applause on the other models: A 6.0-litre twin turbocharged W12-with a 6-speed automatic, 4-wheel drive and progressive air springs. Gear changes could be manual via either the gearlever or paddles mounted behind the steering wheel – or the transmission was left in automatic mode. Four pre-programmed suspension settings could be selected by the driver which automatically adjusted the computer-controlled shock absorbers to match driving styles that covered a range from ‘Comfort’ to ‘Sport’. With the accelerator pressed down firmly the engine’s 552 bhp/411kW propelled the car to 60mph within 4.8 seconds and on to a top speed of 195mph (312km/h). The manufacturer promised that even with the hood down the car could be driven at a top speed of a fraction above 190mph. The hood could be raised or lowered even when driving – as long as the speed didn’t exceed 20mph (ca. 30km/h).

The fact that top quality cloth had been selected for the headlining might have detracted one or the other from considering what a fine piece of engineering the construction of the folding top was on a convertible that could be accelerated to almost 200mph. However the rollover protection obviously was most advanced ‘State of the Art’. The very moment that the car’s onboard computer detected a situation that the car was about to roll during an accident, two reinforced steel hoops, installed beneath the rear headrests, were deployed in fractions of a second. In conjunction with the strong windshield frame this protected front and rear seat passengers.

Bentley_Continental_GTC3

Cabin space wasn't of dimensions that allowed to talk about a roomy interior. However with sculpted new backrests of the front seats an additional 30 mm knee space was achieved in the rear. And by arranging for the centre console to finish with a veneered panel just aft of the front armrests rear space was further augmented. The convertible showed rear seats with an uninterrupted surface whereas on the coupe the centre console was running through. It was fair though to state that the convertible didn’t offer four full seats but was a true 2+2.

Bentley_Continental_GTC4

Technical Data:
W12-cylinder-engine (72deg angle between two main banks, 15deg between staggered cylinders), bore x stroke 84 x 90.2 mm, capacity 5998 cc; 4 valves per cylinder, 4 overhead camshafts; Bosch Motronic digital engine control, twin Borg-Warner turbochargers, air to air intercooling, 552bhp/411KW at 6,100rpm, torque 650Nm (479lb ft) at 1600 rpm; ZF 6HP26 6-speed automatic gearbox; four-wheel drive with central Torsen differential, independent suspension front and rear; air springs, ASR electronic traction control, Bosch ESP 5.7 electronic stability program; TEVES ventilated disc brakes front 15.9in diameter (405mm) and 1.4in (36mm) thick, back 13.2in diameter (335mm) and 0.9in (22mm) thick, anti-lock device (plus HBA >Hydraulic Brake Assist< and EBD >Electronic Brakeforce Distribution<), MSR drag torque control; wheelbase 108.07in (2745mm); Overall weight 5,500lb (2,495kg); tyres 275/40R19 on 19in rims (optional 19in split rims or 275/35R20 on 20in split rim 7-spoke sports alloy wheels); max. speed 195mph (312 km/h), 0-60mph 4.8 sec (0-100km/h 5.0sec).

Bentley_Continental_GTC5

 

Categoría:

 

Bentley Continental GT
(2003 - to date)

Bentley_Continental_GT

The Bentley Continental GT marked the start into the period of complete independence. For some 70 years Rolls-Royce and Bentley had been produced side by side until the final separation of both marques under the wings of different parent companies from 2003 onward. The Bentley Continental GT was the fastest genuine 4-seat car in the world - a sporting coupé without rival. Obviously Bentley remembered key elements from the past and blended these with future demands as regards an ambitioned thoroughbred sports car. As a result the new Continental GT combined finest Grand Touring traditions with some of automotive world’s most advanced technologies.

It didn’t need time-consuming research in the company’s history to discover the legendary Bentley R Continental (1952-1955); at its time the fastest series-made four-seat car worldwide. After a gap of about half a century that position was occupied by a Bentley again, the new Continental GT. It is well worth to point out with four appropriate seats this model offered more than the rather devalued compromise of a 2+2 sometimes found elsewhere. Accelerating from 0 to 60mph in 4.7 seconds and capable of a top speed in excess of 190mph (over 300km/h) this 4-seater was unique.

Bentley_Continental_GT2

The 6-litre twin turbocharged W12- engine’s power output was 552bhp/411KW. A significant fact was a maximum torque generated at just 1.600rpm. Never before a 12-cylinder engine had been employed on a Bentley motor car. The link between engine and wheels was provided by ZF-built six-speed automatic transmission. Via steering wheel paddles the driver can decide on Tiptronic actuation, i.e. choose between conventional automatic or clutchless manual gearchange. A six-speed automatic was a novelty on a Bentley, that could be said of 4-wheel drive and air springs used at each corner in place of conventional coils, too. Electronic traction control and electronic stability programme were fitted, of course. An ultra-sophisticated network of electronic control units processed information fed to them from sensors around the car and instructed engine, transmission, suspension and brakes to act in harmony.

Bentley_Continental_GT3

 

Beside its more than sufficient level of power the W12-engine offered additional advantages, because this was the shortest twelve cylinder engine on the market. With dimensions of only 653mm length, 820mm width and 714 mm height the incredibly compact engine could be positioned perfectly well as regards weight distribution. In addition space was freed that could be reapportioned to the car’s interior. The engineers even went one step further by re-positioning the differential to the front in an attempt not to compromise on interior space.

The cabin thus didn’t suffer from such limitations that are often connected with the designation coupé. The in-house designed seats offered a wide range of adjustment, not even really tall drivers got the impression of “edging the limit”. A clever idea to maximise interior space was to raise the so-called ‘H’-point – the position in which the driver’s hips naturally sit – above where it would be in a conventional supercar. Seated close to anatomical perfection driver and passengers found themselves cosseted otherwise in a way expected on a Bentley motor car. Naturally wood and leather remained an integral part of Bentley furniture – and the bullseye ventilation outlets with their organ stop controls proved that traditional features don’t clash with contemporary design.

Bentley_Continental_GT4

The price for the all-new Bentley Continental GT was at an attractive level, slightly less than hitherto had been standard and clearly indicated that Bentley ownership was targeted at a wider audience of prospective purchasers than ever before.


Technical Data:
W12-cylinder-engine (72deg angle between two main banks, 15deg between staggered cylinders), bore x stroke 84 x 90.2 mm, capacity 5998 cc; 4 valves per cylinder, 4 overhead camshafts; Bosch Motronic ME7.1.1 digital engine control, twin KKK turbochargers (0.7 bar boost), air to air intercooling, 552bhp/411KW at 6,100rpm, torque 650Nm (479lb ft) at 1600 rpm; ZF 6HP26 6-speed automatic gearbox; four-wheel drive with central Torsen differential, independent suspension front and rear; air springs, ASR electronic traction control, Bosch ESP5.7 electronic stability program; TEVES ventilated disc brakes front 405mm diameter (15.9in) and 36mm (1.4in) thick, back 335mm diameter (13.2in) and 22mm (0.9in) thick, anti-lock device (plus HBA "Hydraulic Brake Assist" and EBD "Electronic Brakeforce Distribution"), MSR drag torque control; wheelbase 2745mm (108.07in); tyres 275/40R19 on 19in rims (optional 19in split rims; from MY 2005 onward optional 275/35R20 on 20in split rim 7-spoke alloy sports wheels); max. speed 198mph (318 km/h), 0-60mph 4.7 sec (0-100km/h 4.8sec).)