Categoría:

Bentley S1 and Bentley S1 Continental
(1955 - 1959)

Bentley S1

Bentley S1, 1958, #B403FD, Harold Radford Countryman. The special shape of the bootlid betrayes this one as a Harold Radford Countryman version.

A close inspection of the Bentley S1 left no doubt that Rolls-Royce had decided to restrict differences between the Silver Cloud I and the Bentley S1 to radiators and badging as there were no differences technically. The models shared the straight six cylinder F-engine with 4,887 cc now in its final stage of development. The body lines lent themselves to two-tone paintwork and usually on the Bentley S1 the bonnet top was finished in the lower colour (experts know that the side moulding on the Bentley bonnett doesn't run up to the radiator edge as the one on the Silver Cloud model does). The mildly tuned Bentley S1 Continental was added within six months after introduction of the new model. This brisker performing variant distinguished itself by not being available with a standard coachwork; customers had to select an appropriate one from the choice offered by specialist coachbuilders.

Bentley S1 1956

Bentley S1, 1956, #B291AP. A coachbuilt 4 door 6 light saloon by H.J.
Mulliner on a standard chassis; sometimes mistaken as a Bentley S1
Continental.


Technical Data:
6 cylinder in-line configuration, cast iron cylinder block, bore x stroke 95.25 x 114.3 mm (3 3/4 x 4 1/2 in), capacity 4,887 cc; aluminium alloy cylinder head; twin SU carburettors type HD6 (from 1957 twin SU carburettors type HD8 on cars for North America, from 1957 standard on all models); 4-speed automatic gearbox ( manual 4-speed gearbox to special order); hypoid bevel final drive; independent front suspension with coil springs, semi-elliptic springs rear; drum brakes servo-assisted; wheelbase 3,124.2 mm (from 1957 long wheelbase 3,225.8 mm available); tyre size 8.20x15 (Bentley S1 Continental 7.60 x 15 or 8.00 x 15).
Bentley S1continental

Bentley S1 Continental, 1955, #BC73AF, H.J. Mulliner Fastback Saloon. Only subtle design changes distinguish H.J. Mulliner's S1 Continental Fastback Saloon from their much acclaimed creation for the previous R Continental.


No. made:

3072

Bentley S1 (145 were fitted with coachbuilt bodies)

35

Bentley S1 long wheelbase (12 were fitted with coachbuilt bodies)

  431

Bentley S1 Continental

3538

Bentley S1 altogether

Categoría:

Bentley R and Bentley Continental
(1952 - 1955)

Bentley R and Bentley Continental

Bentley R, 1954, #B77WG, Standard Steel Sports Saloon and Bentley R, 1953, B271SP, Abbott Two-Door Sports Saloon. Customers could get what they wanted: beside the elegant standard body from the factory several coachbuilders offered to choose from a variety of other designs..

Production of the Bentley R Type commenced in 1952. The factory saloon coachwork was indistinguishable from that of the Bentley Mark VI up to the rear doors, the back however covered under a one-piece boot lid a more spacious luggage compartment. By special order the R-Type was delivered as rolling-chassis to become subject of custom coachwork. Built and designed for Continental use was the Bentley R Continental with a tuned 4,566 cc engine (later increased to 4,887 cc) with low-loss exhaust system and higher geared gearbox and rear axle ratios. The majority of R Type Continentals were clothed with light aerodynamically styled two door fastback saloons by H.J. Mulliner; only very few received bespoke coachwork from Graber in Switzerland, Franay in France and one body was created by Pininfarina in Italy.

Bentley R Continental

Bentley R Continental. Wind tunnel tests had shown that the stability of H.J. Mulliner's Fastback Saloon was improved by shaping the rear wings like fins.

Technical Data:
6 cylinder in-line engine, cast iron cylinder block, bore x stroke 92.08 x 114.3 mm, capacity 4,566 cc (Continental only: from 1954 bore x stroke 94,62 x 114,3 mm (3 3/4 x 1/2 in), capacity 4,887 cc); aluminium alloy cylinder head, twin SU carburettors; single dry plate clutch, 4-speed gearbox, 4-speed automatic gearbox optional; hypoid bevel final drive; independent front suspension with coil springs, semi-elliptic springs rear; drum brakes servo-assisted; wheelbase 3,048 mm (120 in); tyre size 6.50 x 16Bentley R

Bentley R, 1953, #B60RT, Park Ward Drophead Coupé. With its extended rear frame the R-Type chassis was well suited for this coachwork with its rather long rear overhang.


No. made:

2320

Bentley R (303 were fitted with coachbuilt bodies)

207

Bentley R Continental

     1

Bentley Continental prototype

2528

Bentley altogether

Categoría:

Bentley "New" Turbo R
(1995 - 1997)

Bentley New Turbo R

"New" Bentley Turbo R, 1997, #SCBZP15CXVCX59629. Underneath the front bumper huge air-intakes were incorporated..

In 1998 the company did verify that this model had been considered as having a separate identity. It had replaced the Bentley Turbo R which had been in production until 1994 and then Rolls-Royce introduced their "New" Bentley Turbo R" alongside their "New" R-R Silver Dawn", "New" R-R Silver Spur etc. In 1997 it has been superseded by the Bentley Turbo RT.


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, Zytec digital fuel injection and digital ignition, exhaust driven Garrett AirResearch turbocharger with intercooler; 4-speed automatic gearbox; independent suspension front and rear with automatic ride control; ventilated disc brakes front, plain discs rear, anti-locking device; wheelbase 3,061 mm (120.5 in) and 3,161 mm (124.5 in); tyre size 255/55WR17; max. speed 250 km/h

Bentley_New_Turbo_R2

"New" Bentley Turbo R, 1997, #SCBZP15CXVCX59629. At a fingertip the radio in the centre console was hidden by a beautifully veneered cover.


No. made:
543 Bentley "New" Turbo R
823 Bentley "New" Turbo R long wheelbase

Categoría:

Bentley "New" Azure
(from 2005)

Bentley_New_Azure

The Los Angeles Motor Show in January 2005 had seen the presentation of a conception car „Bentley Arnage Drophead Coupé“ that was a test to check if there was sufficient demand. Obviously this had been the case because some 8 months later at Frankfurt's International Motor Show the first series-model was launched. The designation “Azure” did permit to speculate whether in later years there might occur certain irritation because this was no new model name. A big drophead coupe to a design Pininfarina had been ranking prominently in Bentley’s portfolio with exactly this designation from 1995 until production ceased in 2003. The new model ignited the question, too, whether or not friction to a certain extend might be expected from an in-house competitor. The Bentley Continental GT Cabriolet was announced to make its debut within the next months.

Hence there was good reason to check carefully what the new model had to offer. With its four full-size seats (none of the restrictions from a 2+2) and an outward appearance clearly based on its forerunner's design here stood a car on the platform and with the technical equipment of the Bentley Arnage R. Vital design elements, e.g. the front with separate twin headlamps and the layout of the instruments on the fascia could also be traced to the Arnage R. A detailed inspection showed the new cabriolet had only marginal bigger outward dimensions but offered more cabin space; rear seat occupants enjoyed a width that had been extended by 20 % when compared with that of the predecessor. Less obvious but important were the introduction of high technology, lightweight, carbon fibre, under-floor cross braces that contribute to the exceptional levels of body stiffness. An advanced roll-over protection system was a safety device that was a “First” for a Bentley drophead coupe.

Bentley_New_Azure2

A critic might have pointed to the fact that there had been a period of 2 years between production-stop of the Bentley Azure and the debut of the Bentley „New” Azure. 2 years were considered by marketing experts actually as “critical period”, too, to achieve a clear view if there was sufficient demand in the market for two different drophead coupes by Bentley, the Bentley New Azure and the Bentley Continental GT Cabriolet, launched but a few months later.

Bentley_New_Azure3

Technical Data:
Light alloy 8-cylinder-engine with 90 degree V-configuration, bore x stroke 104 x 99 mm (4.1 x 3.9 in), capacity 6,761 cc; twin turbochargers with intercooler; digital engine control, 450 bhp at 4,100rpm, max. torque 645 lb ft at 3,250 rpm (875 Nm at 3,250 rpm); 4-speed automatic gearbox; independent suspension front and rear, double wishbones, adaptive electro-hydraulic damping system (ARC) computer-controlled; electronic stability program; ventilated disc brakes (front 348mm, rear 345mm); wheelbase 3,116mm (122.7in), track front 1,610 mm (63.4 in), rear 1,610 mm (63.4 in); tyre size 255/45 R19 Pirelli P-Zero on light alloy wheels 8.0J x 19; max. speed 168mph (270km/h), 0-60mph 5.9 sec.)

Bentley_New_Azure4

(1 Photo courtesy of Bentley Motors)

Categoría:

Bentley Mulsanne
(1980 - 1987)

Bentley Mulsanne

Bentley Mulsanne. Note later fitted light alloy wheels; a conversion was offered from the company. Alas, the car has been damaged beyond repair a few weeks after the photo had been taken.

More than just a few felt surprised when the launch in 1980 of a new model generation by Rolls-Royce included Bentley model - because it had been noticed that previously the company's efforts at providing an alternative for the dyed-in-the-wool Bentley aficionado had been but half-hearted. The Bentley Mulsanne's name derived from Bentley's famous history, which included five victories at the "24 Hours at Le Mans" - the 'Mulsanne' being that stretch of the Le Mans racecourse where cars gain highest speed. The new Bentley promised to epitomize the very spirit of Bentley motoring by offering ample performance combined with complete comfort - enjoyed definitely less ostentatious than on board the stable companions with their square radiators. Presumably the wish to drive a Rolls-Royce 'incognito' was the driving force for the two Bentley Mulsanne L limousines though undoubtedly with their extended wheelbase these had presence of their own in traffic.


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 carburettors (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-levelling height control rear; ventilated disc brakes front, plain discs rear; wheelbase 3,061 mm (120,5 in) or 3,161 mm (124,5 in); tyres 235/70HR x 15
Bentley_Mulsanne2

Bentley Mulsanne. "Badge-engineering" separated the Bentley Mulsanne from the Rolls-Royce Silver Spirit. The most distinguishing feature being the radiator.


No. made:

482

Bentley Mulsanne (1980-1987)

49

Bentley Mulsanne long wheelbase (1980-1987)

2

Bentley Mulsanne L Limousine (1984-1988)

Categoría:

 

Bentley Mulsanne Turbo
(1982 - 1985)

Bentley Mulsanne Turbo

Bentley Mulsanne Turbo, 1986, #SCBZS0T04GCH15620. Quite a number of Mulsanne Turbo owners were keen to update their cars by light alloy wheels once these were offered by the company.

A new level of achievement was represented by the Bentley Mulsanne Turbo's appearance at the Geneva Motor Show in March, 1982. Attention to performance engineering was documented by a 50 increase in power without increase in engine speed. The very solid 6.75 litre engine's basic design proved to stand the boost of a Garrett AirResearch turbocharger with no stress - the power plant had of course benefited from Rolls-Royce's legendary 'Attention to Detail'. The Bentley Mulsanne Turbo offered really crisp acceleration. Driver and passengers were coveted for in a unique environment dominated by a highly polished walnut veneered fascia, blemish-free leather and carpets and headlining of pure wool. A radiator shell painted in the car's colour, light alloy wheels and 'Turbo' labels attached to boot and front wing flanks distinguished the Bentley Mulsanne Turbo from the Bentley Mulsanne.

Bentley_Mulsanne_Turbo2

Bentley Mulsanne Turbo, 1984, #SCBZS0T08 ECH08385. Apart from a body-coloured radiator shell and discreet badging there was little to differentiate between the turbocharged and the standard version.


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, Solex 4-barrel downdraught carburettor, Garrett AiResearch turbocharger; 3-speed automatic gearbox with uprated torque converter); independent suspension with coil springs front and rear, Girling hydraulic self-levelling ride control rear; ventilated disc brakes front, plain discs rear; wheelbase 3,061 mm or 3,161 mm (120.5 in or 124.5 in); tyre size 235/70VR15

Bentley_Mulsanne_Turbo3

Bentley Mulsanne Turbo, 1986, #SCBZS0T04GCH15620. The engine bay of the Mulsanne Turbo is definitely no area for DIY.


No. made:

498

Bentley Mulsanne Turbo

18

Bentley Mulsanne Turbo long wheelbase (1980-1987)

Categoría:

Bentley Mulsanne S
(1987 - 1992)

Bentley Mulsanne S

Bentley Mulsanne S, 1988, KCX24701. When the cars of the model year 1989 were launched (during the third quarter of 1988) the Bentley Mulsanne S was announced as the Bentley mainstream model.

The company's traditional policy on appropriateness of change was reflected in developing the Bentley Mulsanne by phasing in major technological advances into the Bentley Mulsanne S. Firmer suspension enhanced the Bentley Mulsanne S's roadholding and interior features from the Bentley Turbo R were incorporated. Light alloy wheels were used for the first time on basis model in the Bentley range. The 1989 model year (being introduced in September 1988) saw the broad one-piece headlamps having been substituted by twin headlamps.


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-Jetronic fuel injection (from 1990 Bosch K-Motronic fuel injection and ignition control system); 3-speed automatic gearbox; hypoid bevel final drive; independent suspension with coil springs front and rear, hydraulic self-levelling height control rear; ventilated disc brakes front, plain discs rear; wheelbase 3,061 mm (120,5 in) or 3,161 mm (124,5 in); tyres 235/70HR x 15


No. made:

909

Bentley Mulsanne S

61

Bentley Mulsanne S long wheelbase

Categoría:

 

Bentley Mark VI
(1946 - 1952)

Bentley Mark VI

Bentley Mark VI, 1948, #B81DZ, Standard Steel Sports Saloon. Early models did neither sport a chrome strip on the waistline nor A-post fitted air-intakes.

The Bentley Mark VI marked a radical change for Rolls-Royce. It was the first car to be offered by the company with factory built coachwork. The Standard Steel Saloon body was produced at Pressed Steel's factory. Powered by a six cylinder in-line F-head engine (inlet over exhaust) with a capacity of originally 4,257 cc the car performed really impressive. From those coachbuilders who had remained in business but few were able to significantly enhance the balanced lines of the standard coachwork. About 20 % of the Bentley Mark VIs' were fitted with coachbuilt bodies. From 1949 left hand drive MkVIs were available; from 1951 onward an engine with increased capacity of 4.566 cc did improve performance

.Bentley Mark VI coupe

Bentley Mark VI, 1947, #B136BH, Graber Drophead Coupé. Hermann Graber's company Carrosserie Graber of Wichtrach near Berne in Switzerland was to become the most successful non-English coachbuilder on post-war Bentley motor cars. (Photo courtesy of Dr. Vladimir Bär)

Technical Data:
6 cylinder in-line engine, bore x stroke 88.9 x 114.3 mm (3 1/2 x 4 1/2 in), capacity 4,257 cc (from 1951 bore x stroke 92.08 x 114.3 mm (3 5/8 x 4 1/2 in) capacity 4,566 cc); aluminium alloy cylinder head, twin SU carburettors (left-hand drive variant: single Stromberg carburettor); single dry plate clutch, 4-speed gearbox, hypoid bevel final drive; independent front suspension with coil springs, semi-elliptic springs rear; drum brakes servo-assisted; wheelbase 3,048 mm (120 in), tyre size 6.50 x 16

Bentley Mark VI coupe 1947

Bentley Mark VI, 1947, #B141BG. A combination of searchlight/rear view mirror like the one added to this special drophead coupé had been a fashionable extra during the early post-war period.


No. made:
4000 Bentley Mark VI 4 1/4 litre (832 with coachbuilt bodies)
1202 Bentley Mark VI 4 1/2 litre (180 with coachbuilt bodies)
5202 Bentley Mark VI altogether