Bentley Turbo S
(1994- 1995)

Bentley Turbo S, 1994. The special pattern of the light alloy wheels was used for late versions of the Bentley Turbo R too. (Photo courtesy Rolls-Royce Motor Cars Ltd.)

The Bentley Turbo S was announced to be a strictly limited model with the factory envisaging that less than 100 would be supplied to selected European, Middle Eastern and Asian markets only. With a new engine management developed from Formula 1 technology and revised induction system and liquid cooled turbocharger intercooler the car was a true sports car - no "Silent Sports Car" though with the engine being audible as well as some noise from the tyres to be detected. A viscous differential had been fitted to permit full utilisation of the engine's brute force with optimum traction and control. The centre-console mounted gearshift offered to select by the press of a button either standard or sport gearchange pattern. New tyres 255/55WR17 had become available by then which permitted a top speed of 155 mph - no mean feat with a car of considerable weight.

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 Motronic 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); tyre size 255/55WR17; max. speed 250 km/h

No. made:
60 Bentley Turbo S (1994-1995)

Bentley Turbo RT
(1997 -1998)

Bentley Turbo RT, 1997,#SCBZP23C7 WCX66192. Note wire mesh radiator inserts and special light alloy wheels. Some stretches of German "Autobahn" still do permit to use the cars power to the limit. 0 to 60 mph in 6 seconds, top speed 250 km/h.

For the model year 1998, i.e. with deliveries commencing from the second half of 1997 onward, some of the features of the Bentley Continental T became available on the new Bentley Turbo RT, which replaced the Bentley Turbo R. With an engine achieving 400 bhp and a maximum torque of 590 lb/ft (800 Nm), attained between 2000 and 3450 rpm, the experience of driving a Bentley RT was almost outside the normal frame of reference. The new Turbo RT's specification included a radiator mesh grille and colour-coded bumpers with bright mesh inserts. Those who were familiar with Bentley's history remembered that only a few years ago the Bentley Eight introduced as a beginner's model at a reduced price - distinguished itself from other Bentley motor cars by a wire mesh instead of a vaned grille. The new Bentley RT retailing at a fraction below 150,000 £ of course could be specified with a vaned grille at no extra cost...

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 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 3,161 mm (124.5 in); tyre size 255/55WR17; max. speed 155 mph (250 km/h)

Bentley Turbo RT, 1997, #SCBZP23C6 WCX66426. Registered in Belgium is this high performance Bentley Turbo RT. On Belgian highways it is not legal to employ the car at it's top speed.

No. made:
50 Bentley Turbo RT

Bentley Turbo R
(1985 - 1995)

Bentley Turbo R, 1987, #JCH22079. This Turbo R is from an early series sporting rectangular headlamps, these were on later series (from model year 1989 onward) replaced by twin round headlamps.

Though the company stated that it didn't position itself on the leading edge of fashionable automotive phases it could hardly be denied that the Bentley Turbo R was placed just there. The 135 mph Bentley Turbo R was launched at the Geneva Show in March, 1985. It was said that the Bentley Mulsanne Turbo should remain in production too. But this decision was revised when within a short period interest in that previous model faded at an almost shocking rate because the Bentley Turbo R was superior in handling. Modified front and rear suspension, the first-time use of alloy wheels and wider tyres, and a front air dam put the car's handling in the thoroughbred sports car category. The Bentley Turbo R achieved a sales figure which made it one of Rolls-Royce's best-selling models ever - up to now the company didn't verify beyond doubt if this model remained in production until 1994 and was replaced by what Rolls-Royce introduced as their "New" Bentley Turbo R alongside their "New" R-R Silver Dawn, "New" R-R Silver Spur etc. or until 1997 having then 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, Lucas breakerless electronic ignition, Solex 4-barrel downdraught carburettor type 4A1; Garrett AiResearch turbocharger type TO4B (from 1986 Bosch MK-Motronic fuel injection; from 1990 Bosch K Motronic fuel injection and digital ignition, from 1995 Zytek EMS3 engine management system; 3-speed automatic (from 1992 4-speed automatic); independent suspension with coil springs front and rear, Girling hydraulic self-levelling ride control rear; ventilated disc brakes front, plain discs rear (from 1986 anti-locking brakes); wheelbase 3,061 mm or 3,161 mm (120.5 in or 124.5 in)(from 1996 long wheelbase standard, short wheelbase optional); tyre size 275/55VR15 (from 1986 255/65VR15 optional; from 1993 255/60 ZR 16; from 1994 255/55WR17); max. speed 220 km/h (from 1988 max speed 235 km/h; from 1995 max speed 249 km/h)

No. made:
4653 Bentley Turbo R
1211 Bentley Turbo R long wheelbase

Bentley Turbo R Sport
(1996)

Bentley Turbo R Sport, 1996, #BRX57829. A satellite navigation system installed on board this sports car was standard.

For the European market only and in an almost minuscule series of an anticipated production of but 30 cars per year the Bentley Turbo R Sport was built for those European highways with no speed limits and Alpine passes which did allow to make full use of a super car's potential. With its breathtaking torque of 750 NM (within the range from 2000 to 3450 rpm!), a top speed of 150 mph and electronic traction assistance as well as adaptive ride control the Bentley Turbo R Sport left nothing to be desired. This was reflected by features like a satellite navigation system and the choice between dark veneer or Kevlar (a carbon fibre) for facia and door cappings. A most advanced anti-lock braking system with larger diameter discs allowed to reduce speed from 100 mph to 0 mph in 4.96 seconds. Rolls-Royce did publish special brochure about this model but didn't list it in their "Bentley Production History 1921 to 1996"...

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 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 3,061 mm (120.5 in); tyre size 255/55WR17; max. speed 241 km/h

No. made:
Bentley "New" Turbo R Sport

Bentley T2
(1977 - 1980)

Bentley T2, 1979, #SBH37806. A front air-dam to improve stability at high speed was fitted to series 2.

The Bentley T2 somehow gave off that the company had been vague whether or not Bentley should keep an individual identity. Support for the marque inside the company had deterioted over recent years. During the prototype stadium of the Silver Shadow the parallel development of a separate new Bentley model had been aborted. Only early models of the Bentley T1 had shown engine valve covers embossed with the inscription "Bentley" - later models showed the name "Rolls-Royce" on the valve covers. And the Bentley T2 went one step further because the instruments on the facia carried the Rolls-Royce logo of entwined RR instead of the Bentley-B.

It was one of the few cars from Rolls-Royce which were not considered for export to the USA. Sales of Bentley in that market had been microscopic anyway and Rolls-Royce saved the outlay to introduce the Bentley T2 there (although several new Bentley T2 were reported later to have found their way to the USA) . But resurgence was just around the corner and in retrospective - having experienced the brilliant success of the Bentley marque during the 80s - it is open to speculation if the Bentley T2's only problem has been poor marketing by Rolls-Royce?

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; 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 3,048 mm (120 in), Bentley T2 long wheelbase 3,149.6 mm (124 in); tyre size 235/70HR15

Bentley T2 long wheelbase, 1979, #LBH37309. Those who know recognise a long wheelbase version by the wheel trim because on this model that from the Corniche was fitted.

No. made:

Bentley T1
(1965 – 1977)

Bentley T1, 1976, #SBH24509. The Bentley T1's bodyshell was identical to that on Rolls-Royce Silver Shadow chassis; the models were distinguished by radiator shell and badges only..

The Bentley T1 was the stablemate to the Rolls-Royce Silver Shadow I. One advantage of the chassisless monocoque construction of the bodywork when compared with previous models was that it was almost lightweight. Hence the 6.23 litre V8 engine gave the performance of a sports car. Permanent development ensured the highest attainable degree of safety. The well-proven V8 engine could be specified in one of two compression ratios - dependent on the quality of petrol that was likely to be encountered. Only James Young with a series of 15 two door saloons and Pininfarina with one coupé built to an important client's special request tackled the task of creating special bodies. The Crewe design team succeeded in finding what generally is acclaimed nowadays as the finest solution. Their eye-catching two door saloons and convertibles by H.J. Mulliner, Park Ward became available from 1966 and 1967 respectively.

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 91.44 mm (4.1 x 3.6 in), engine capacity 6,230 cc (from 1969 bore x stroke 104.14 x 99.06 mm (4.1 x 3.9 in), engine capacity 6,750 cc for export models; from 1970 standard on all models); aluminium alloy cylinder heads, SU carburettors; 4-speed automatic gearbox (3-speed automatic gearbox for export models with destination U.S.A. or Canada, from 1968 standard on all models); independent suspension with coil springs front and rear, hydraulic self-levelling height control front and rear (from 1969 deleted on front suspension); disc brakes front and rear; wheelbase 3,035.3 mm (119.5 in) (from 1969 long wheelbase version 3,136.9 mm (123.5 in) optional), from 1971 wheelbase 3,041.6 mm (119 3/4 in), from 1974 wheelbase 3,048 mm or long wheelbase 3,149.6 mm (120 in or 124 in); tyre size 8.45 x 15 cross-ply (from 1972 tyre size 205VR15; from 1974 tyre size 235/70HR15)

Bentley T1, James Young 2 door saloon, 1966, #CBH2267. One of only 15 cars ever built to this pattern by James Young is now the pride and joy of a Japanese collector. (Photo: Yutaka Katayama)

No. made:

Bentley S3 and Bentley S3 Continental
(1962 - 1965)

Bentley S3, 1965, #B226HN, Standard Saloon. The octagonal centre on the wheeldiscs was but a reminiscence to the past when these had been fixed by screws. Since the introduction of the S-Type wheeldiscs were hold in place by springs.

The elegant standard coachwork on the new Bentley S3 sported subtle differences to that previously seen on the Bentley S2. A sidelamp/direction indicator unit mounted in the nose of the front wings had substituted the side lamps on top of the front wings. Smaller sized overriders were to be found on the bumpers - though for export to the U.S.A. as well as for some coachbuilt cars the previously used more massive version was retained. A Bentley S3 Continental as a sporty variant rounded up the offer and a few were bodied by H.J. Mulliner, Park Ward to a rather slab-sided design by Vilhelm Koren, a freelance designer. The outcome of his work provoked rather controversial comments but might have smoothed the path for acceptance of the definitely slab-sided future Rolls-Royce Silver Shadow.

Bentley S3 Continental, 1963, #BC88XB, H.J. Mulliner, Park Ward drophead coupé. The term "Chinese headlamps" has found some acceptance for this version, though it definitely is not considered as an acceptable designation by Bentley aficionados - and might be considered as rather unpolite to Chinese people.

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 91.44 mm (4.1 x 3.6 in), capacity 6,230 cc, aluminium alloy cylinder heads; 2 SU carburettors; 4-speed automatic gearbox, hypoid bevel final drive; independent front suspension with coil springs, semi-elliptic springs rear; drum brakes servo-assisted; wheelbase 3,124.2 mm or 3,225.8 mm (123 in or 127 in); tyre size 8.20 x 15 (Bentley S3 Continental 8.00 x 15 broad base)

No. made:

Bentley S2 and Bentley S2 Continental
(1959 - 1962)

Bentley S2, 1960, #B441BR, Standard Saloon. If a two-tone colour scheme was preferred, Rolls-Royce did encourage customers to choose the lighter colour for the top especially on cars with air-conditioning

The Bentley S2 and the Bentley S2 Continental were produced alongside the Silver Cloud II. Powered by the new all-aluminium V8 engine of 6,230 cc the new models showed significant performance increase. An added bonus was that the engine's output was more than sufficient even when automatic gearbox, power steering and the optional air conditioning absorbed power. The number of independent coachbuilders had dwindled to but few companies by this time - moderately successful were Park Ward, Hooper, H.J. Mulliner and James Young, by whom the vast majoritiy of Bentley S2 Continental were bodied plus those few standard cars whose owners had decided to order a rolling chassis for custom coachwork.

Bentley S2 Continental 1961, #BC37BY, 'Flying Spur' by H.J. Mulliner. H.J. Mulliner had chosen the designation 'Flying Spur' for their 4-door-saloons on Bentley Continental chassis.

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 91.44 mm (4.1 x 3.6 in), capacity 6,230 cc; aluminium alloy cylinder heads, twin SU carburettors; 4-speed automatic gearbox; hypoid bevel final drive; independent front suspension with coil springs, semi-elliptic springs rear; drum brakes servo-assisted; wheelbase 3,124.2 mm or 3,225.8 mm (123 in or 127 in); tyre size 8.20 x 15 (Bentley S2 Continental 8.00 x 15 broad base)

Bentley S2 Continental, 1962, #BC92LCZ, Park Ward Drophead Coupé. The Norwegian designer Vilhelm Koren (hence known as 'Koren-Design') has been responsible for this advanced styling.

No. made: