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<s>[INST] What is the main topic of the following response? [/INST]
"Still the fastest 500 miles race
in the world, it might have been won at record speed
but for the tragic accident in which Clive Dunfee
lost his life and one of the fastest cars in the
race was wrecked for ever."</s> | 12,659 |
<s>[INST] What details can you share about the following response? [/INST]
In somewhat strange circumstances,
the original logbook was produced in court. It had fallen
into the hands of a Mr. Llewellen who apparently had
built a car around the registration number and sought
to register it. The DVLC initially granted the request
but it came to the notice of the Bentley Drivers Club.
Their authentication committee reconsidered the matter
and recommended to the DVLC that Mr. Llewellen's car
should be de-registered and that it was appropriate
to re-allocate the number to the car which was in the
process of being rebuilt by Mr. Hubbard. The logbook
and its continuation show a continuous history for the
car between its first registration on 24th April 1929
until March 1939. The chassis number is shown throughout
as LB2332. The engine number is shown as having been
changed from LB2336, the 6.5 litre engine, to YH5127,
the 8 litre engine.</s> | 12,660 |
<s>[INST] What is the main topic of the following response? [/INST]
To the suggestion that the 1929 car
had ceased to exist in 1932 he said "Well it did not,
because the bulk of the car was fitted within the new
side-members so that it was the same car, same wheels,
same axle, same steering column, same clutch, same gear
box." He then went on to describe what prompted the
change of the chassis frame. The 4.5 litre cars all
broke their chassis frames, one during the Le Mans race,
one on the way home between Le Mans and Dieppe and one
on the road from Newhaven to Cricklewood. This caused
some anxiety. He also gave more details of his instructions,
which were to put together as many parts of the first
car, the 6.5 litre car, as possible within the two new
side-members. They knew it was going to be used in the
500 miles race later that year and that they should
build the car accordingly.</s> | 12,661 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
For admirers not only of Bentley but of prewar cars
in general, as well as big saloons and coachbuilt specials,
this is one of those books that you really must have
in your library. Because it’s mainly all photos
and captions, it’s an easy read, which is welcoming
for those occasions when you don’t have a lot of
time to read anything too in-depth.
First published in 1969, with subsequent reprints in
1973, 1974 and 1978, and with the Third Edition released
in 2003, this is a product of England-based Dalton Watson
Fine Books, which it most certainly is.
New copies of some of the earlier versions can still
be found and bought for around $50 to $60, with used
copies going for about $35. But whatever price you pay,
trust me, you will greatly enjoy this book, and quickly
find it to be one of the most important - and fascinating
– books in your library.</s> | 12,662 |
<s>[INST] What event is described in the following response? [/INST]
Mrs Brewer first
became aware of SMRL's involvement in the sale of
the car when she received SMRL's draft invoice dated
30 May 2007 and also the draft hire purchase agreement
from Mr Hardiman who was the finance broker that
Mr Mann had introduced her to and to whom he had
sent the invoice. SMRL's invoice sought payment
of the �40,000 deposit that was due from her for
the sale of the car [11].
Until then, Mrs Brewer had no idea that SMRL and
not Mr Mann was selling the car since the materials
advertising it for sale did not refer to SMRL and
Mr Mann had never mentioned its name to either her
husband or to her. Thus, Mr Mann must have been
acting in his personal capacity when making the
contractually enforceable warranty to Mrs Brewer.</s> | 12,663 |
<s>[INST] What details can you share about the following response? [/INST]
Origin</s> | 12,664 |
<s>[INST] What is the main topic of the following response? [/INST]
The Benjafield’s Racing Club gathered at club member Jonathan Turner’s home at Bowcliffe Hall on Saturday 15 October for the one-off Yorkshire Buccaneer event. Local enthusiasts and car owners enjoyed a day of Yorkshire-themed action at the unique MSA-approved rally, attended by a total of 41 historic cars.</s> | 12,665 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
Dispute �
summary. It follows that the dispute
is, in essence, three-fold:
(1) How did Mr Mann describe the car's engine to
Mrs Brewer, was that description accurate, did it
have contractual effect and did Mrs Brewer rely
on it in a way that induced the three contracts
giving rise to the sale of the car?
(2) Should the car have been described as a "1930
Speed Six Bentley Car"?
(3) What damages can Mrs Brewer recover for any
proved breach of warranty or contract?</s> | 12,666 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
In the following article Peter Robertson-Roger
gives some hitherto unpublished information about his
two supercharged, 4 1/2-litre Bentleys. They were No.
1 and 4 of the late Sir Henry Birkin's famous team,
which was financed by the Hon. Dorothy Paget, and raced
during the 1929-31 seasons. Continued...</s> | 12,667 |
<s>[INST] Who are the main participants in the following event? [/INST]
~~</s> | 12,668 |
<s>[INST] What details can you share about the following response? [/INST]
The victory in the Le Mans 24-hour
race by a 3-litre Bentley is one of which all concerned
may feel pretty proud. In England we are able to have
no road races at all, and there is nowhere in the country
where a race can be held for 24 hours. In spite of this,
an English car can go abroad and beat all comers in
a race under conditions which our more fortunate continental
friends can be much more intimately acquainted with.
Continued...</s> | 12,669 |
<s>[INST] What details can you share about the following response? [/INST]
The three-litre Bentley chassis has
the distinction of having won its way in a remarkably
short period of time, being first produced so recently
as 1921. This has largely been due to its successes
in various sporting events, culminating in the winning
of the Rudge-Whitworth Cup in the Grand Prix d'Endurance
in Juno last year. For some time there have been two
types of three-litre chassis produced, known as the
" Long-wheelbase Model " and the "Short-wheelbase
Speed Model " respectively; it is the latter which
we were recently able to test on the road. Continued...</s> | 12,670 |
<s>[INST] What is the main topic of the following response? [/INST]
Conclusion
� Mrs Brewer's claims for damages. Mrs Brewer
is entitled to both heads of damages as claimed
by her and is also entitled to an indemnity from
both Mr Mann and SMRL against any outstanding liability
she might have to Fortis.
(2) Fortis's counterclaim against Mrs Brewer</s> | 12,671 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
In his e-mail (Jan 30, 2012) to Robert McLellan , Detlef Heyer wrote, "I am the owner of the Syd Lawrence Special, Chassis No. 102/50 ML, Engine No. 102/50 ML. This car is not a replica but was built by Syd Lawrence from 1949 to 1951 on a 3 ltr original chassis with 4.5 ltr original engine. The car was raced by Syd in GB national events in Silverstone and Goodwood in 1951, 1952, 1953, 1954 and 1956 with good results. Any more history known?"</s> | 12,672 |
<s>[INST] Who are the main participants in the following event? [/INST]
Mr Mann sought to
persuade the court in his oral evidence that there
was no significant difference in value between a
car with a Standard 6�-litre engine with an unproved
ability to satisfy a Speed Six specification and
one containing one of the few surviving W.O. Speed
Six engines that had been rebuilt and which was
still in good condition. This evidence is both self-evidently
wrong and highly damaging to Mr Mann's general credibility
and reliability.</s> | 12,673 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
At this stage I must refer to the evidence
of Mr. Walter Hassan. He is now 85 years of age. He
is a most remarkable man. He is acknowledged as being
the master mechanic who looked after and ministered
to and I have no doubt cherished the racing cars of
the Bentley team, and in particular the Speed 6's. He
gave me a short description of his life in mechanical
engineering and he must have a reputation second to
none. At least in this country if not outside it.</s> | 12,674 |
<s>[INST] Who are the main participants in the following event? [/INST]
MR. M. ROSEN, instructed by Carter
Faber, London EC4Y 9AY, appeared on behalf of the plaintiff.
MR. R. SLOWE, instructed by Dibb Clegg, London WC2A
1NE, appeared on behalf of the defendant.</s> | 12,675 |
<s>[INST] What details can you share about the following response? [/INST]
The above history is an example of
an ongoing process in unraveling the mysteries of a
car's origin. You will enjoy reading the entire history
of Chassis
No. 564 as we know it. And perhaps you know something
about the car before it passed into Roy's hands in 1966.
If so, please submit information here.</s> | 12,676 |
<s>[INST] What details can you share about the following response? [/INST]
A much more straightforward solution,
dependant on one of Houlding's most closely guarded
secrets, was provided for a client wishing to 'create'
a Blower 4½ — always a delicate area because
of the astronomical sums they attract. Says Houlding:
A lot of genuine parts including an engine had been
assembled but the chassis side rails obtained were not
numbered and needed authenticating. The only way of
telling an original Blower frame is by four small but
unique holes. They were there, and my client was able
to carry out a totally honest reconstruction."
Replica team cars are sensitive ground for Bentley aficionados
and in the interests of future generations Houlding
would like to see better research by their creators.</s> | 12,677 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
Car as delivered
in 1930. The first registered owner of the
car was a Miss Unwin about whom nothing is now known.
It is recorded that she took delivery of the car
in February 1930, that her coachbuilder was Freestone
& Webb and that the car had a saloon body built
on the Weymann principle.</s> | 12,678 |
<s>[INST] What is the main topic of the following response? [/INST]
When one thinks about doing a camping
trip of a life time – a 4100-km grand tour of Europe
– they think long and hard about what type of car
they should take on such a journey. They may think of
taking a VW Westfalia or a Volvo wagon. Maybe even a
small SUV. What doesn’t come to anyone’s mind
is taking an antique Bentley.
Well, nobody except Anthony Belcher.
Most people probably base the decision on what car to
take based on fuel consumption, leg room, comfort and
reliability. They would not come up with a 1925 Bentley
Vanden Plas bodied tourer.
But that didn’t stop Anthony from starting up the
three-litre
motor that was nearly 90 years old, packing up a
tent in the trunk and hitting the open road with his
wife, Ros. The six-week long trip from their home in
Britain, to eastern France, then to Belgium, Luxembourg,
Germany, Switzerland and Italy. Then they’d head
back to the south of France then to Calais and finally
back home.</s> | 12,679 |
<s>[INST] What details can you share about the following response? [/INST]
~~</s> | 12,680 |
<s>[INST] What event is described in the following response? [/INST]
The first answer
to Fortis's contention that Mrs Brewer has lost
the right to reject is provided by section 13(1)(b)
of the Unfair Contract Terms Act 1977 which renders
void any contractual provision that excludes or
restricts the bailee's contractual rights such as
her right to reject the car. Mrs Brewer's right
to reject has been restricted by clause 2 since
that clause has the effect of her being presumed
to have accepted the car even when, as in this case,
she had not in fact accepted it. Instead of accepting
the car, which would have involved her in inspecting
the car or having it inspected to satisfy herself
that she was accepting the car in its proffered
state, she relied on Mr Mann's contractual warranty
and his written and verbal misrepresentations that
the car contained a Speed Six engine that in performance
satisfied the Speed Six specification. Thus, Mrs
Brewer's right to reject has not been lost notwithstanding
the contractual provision that she was to be presumed
to have accepted the car when it was delivered to
her.</s> | 12,681 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
Chris Tutton - Dec 30,
2013
My late father Eric Tutton did have some
mechanical problems with the cars (XU
3281 / KD
123). However, in your latest newsletter,
you refer to oil lubrication problems with
the 3 litre. I have to say that there was
never, I repeat never, trouble with the
lubrication of those engines! Even with
the greater-stressed 3/4 1/2 that we ran
did that engine suffer the complaint that
you mention! Boiling water and cross-shaft
gears maybe.
Yours, Chris Tutton</s> | 12,682 |
<s>[INST] What event is described in the following response? [/INST]
I am therefore reinforced
in my conclusion that Mr Mann reconstructed the
Standard 6�-litre engine using parts taken from
the Speed Six engine already in his possession and
parts acquired from other sources including those
evidenced by the disclosed invoices. This conclusion
is highly relevant in assessing the truthfulness
and reliability of Mr Mann's evidence as to what
he stated to Mrs Brewer about the engine since,
as I have concluded, it was he who had reconstructed
the engine nearly thirty years earlier. Despite
the passage of time, it is inconceivable that he
had forgotten that he had undertaken that work when
he spoke to Mrs Brewer about the engine in 2007.
My findings about that meeting, that are adverse
to Mr Mann, are set out below[7]</s> | 12,683 |
<s>[INST] What details can you share about the following response? [/INST]
Additional engine work including valves; pistons; rings;
camshaft drive gear; bearings and camshaft; crankshaft;
vibration damper; con rods and water pump was completed.
The suspension components were attended to as they were
off the chassis. New half-shafts with bearings were
installed. The prop shaft and the diff. were rebuilt.
The body was re-mounted and the work was completed in
1986.</s> | 12,684 |
<s>[INST] What is the main topic of the following response? [/INST]
Left Torquay for the New Forest. A busy day. Met up
with Richard (who came to visit us at the Imperial Hotel
with Natasha the night before) and a couple of his work
colleagues just outside Exeter. Took Richard for a spin
and he piloted the 6.5 litre easily through 1st, 2nd
and 3rd gear with 4th still a work in progress. Then
drove down the Devonshire coast and checked out all
the chisel beaches - sand the size of marbles! Every
where we stopped there were school children as the teachers
were on strike. Parents and non-striking teachers took
the kids out for a hands on cultural field trip. In
the evening we met up with Roger's friends from Switzerland
at Rhinefield House where we were staying, a beautiful
Gothic building set on 40 acres of gardens and woods
in the heart of the New Forest.</s> | 12,685 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
From a motoring perspective we had
the left magneto only firing on one or two cylinders
(both mags have been fully reconditioned for the trip),
the cause of the problem was probably excessive moisture
after the rains and poor contacts between the rotor
and the six contact points, our service crew spent a
couple of hours on it and we have full power again for
our drive to Port Elizabeth.</s> | 12,686 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
(2) Mr Mann's history of involvement
with vintage Bentleys</s> | 12,687 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
This truly one-of-a-kind motorcar,
despite its obvious aesthetic appeal and collector importance,
is almost entirely a historic mystery. There is virtually
no documentation available that this writer could unearth.
This includes contacting enthusiasts in France that
have familiarity or expertise with Saoutchik.
The Bentley Motors factory records, which normally yield
much information about a car, its early owners and early
mechanical history, are amazingly devoid of detail.
There is only the original purchaser’s name and
address and the most basic chassis specifications
Based on a verbal description provided to SB2769’s
current owner, the original paint was cobalt blue with
light leather interior and light canvas. SB2769 had
its original paint and interior up until its first and
only restoration in the 1980’s while in the ownership
of its third owner, Robert Martin of Texas, USA.
What with the scanty traditional documentation, most
of the car’s historic details are derived from
a copy of the one article that appeared in a 1952 issue
of Road & Track magazine. A photocopy of
the original article has survived. It is supplemented
by the recollections of the current owner.</s> | 12,688 |
<s>[INST] Who are the main participants in the following event? [/INST]
Continuous
history. Mr Mann did not show or
provide to Mr or Mrs Brewer any documents relating
to the car's continuous history prior to SMRL selling
it to Fortis. When the hire purchase agreement had
been concluded, Fortis authorised Mr Mann to release
the car to Mrs Brewer and Mr and Mrs Brewer went
to SMRL's premises and took delivery of the car.
The only documents that Mr Mann provided them with
were the receipts that Mr James had earlier provided
him with that related to the servicing history of
the car in the twenty six year period between 1981
and 2006. Mr Mann told the Brewers that those were
the only documents he then possessed. This was an
inaccurate statement since he was implying that
there were a variety of other documents that provided
a continuous history of the car that had existed
but which were not in his possession. However, as
is now known, there were very few other documents
in existence and the car did not have a continuous
history since the only other historical documents
that had ever existed were the log books and a number
of invoices relating to the reconstruction work
that he had carried out in the period 1977 � 1980
which Mr Mann subsequently produced by way of late
discovery in these proceedings and which must have
been in his possession when Mrs Brewer took possession
of the car.</s> | 12,689 |
<s>[INST] What details can you share about the following response? [/INST]
We were looking for that nearly extinct beast, a Blower
with its original body; the majority of the survivors
were by then re-invented as boy racers. We bought her
from Mr. Carter in 1981 and started a restoration. The
car was in remarkably preserved condition though it
did not have top bows, (nor does it have them now).
Other than that, nothing was seriously missing. The
rear end had been cut back a bit, but this was easily
restored. Beyond this, all external metal was original.
There were no missing instruments. The original engine
and the D-type gearbox were intact and really did not
require much internal fettling, although they were refreshed.
The sump had to have repairs because oil had been laying
in it for decades and this ate through the metal in
some spots.</s> | 12,690 |
<s>[INST] What is the main topic of the following response? [/INST]
He then goes on to describe that race.</s> | 12,691 |
<s>[INST] What is the main topic of the following response? [/INST]
OX 6934 was a 1928 4½ litre
Bentley and, although it had no body, petrol was unobtainable,
and he didn't know how to drive it, Father forked out
£125 and the chassis was pushed round into The
Lane and into our garage... Continued...</s> | 12,692 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
Following her marriage
to Mr Brewer in November 2002, Mrs Brewer developed
a considerable interest in vintage racing Bentley
cars, no doubt originally because she wanted to
share one of her husband's principal interests.
By the spring of 2007, she had decided to buy a
vintage Bentley for pleasure and as an investment
and that her acquisition should be either an 8-litre
or a Speed Six. She took advice on this from her
husband who has been a Bentley enthusiast for many
years, has owned and raced several vintage Bentleys
in the past and who owns various books about vintage
Bentleys. Mrs Brewer acquired some of her husband's
knowledge to assist her in her to develop her relatively
newly found enthusiasm for vintage Bentleys.</s> | 12,693 |
<s>[INST] What is the main topic of the following response? [/INST]
The gearbox was his biggest nightmare:
"The gears were worn but usable, but I had to remake
many of the missing parts including the complete gearlever
shaft from scratch."
Competition for parts was a problem, particularly with
Hay's limited budget. One enquiry was typical when the
vendor asked: "How many 8-litres do you have?"
"I have one 3-litre and most of it is under my
bed," was Hay's response. His eccentric case not
surprisingly endeared him to owners and specialists.</s> | 12,694 |
<s>[INST] Who are the main participants in the following event? [/INST]
Overall conclusion.
In the result, Mrs Brewer's claims succeed against
each defendant, Fortis's counterclaim fails and
Mrs Brewer is entitled to damages against each defendant.
HH Judge Anthony Thornton QC.</s> | 12,695 |
<s>[INST] What details can you share about the following response? [/INST]
The unique design has traditional coachwork
construction with aluminum paneling over seasoned ash
with steel wings. The top mechanism is another matter,
however. The car has four lights all of which lower
into the coachwork so as to provide full protection
from the elements with hood up or full open car touring.
With the hood lowered it has nearly a "fold-flat"
appearance.
I assumed until the 2005/6 restoration that this was
a Mulliner design in its entirety. Only when the body
came off and the hood mechanism was removed and disassembled
did I discover that the hood mechanism was a "bought-in"
item and contained a hidden manufacturer's plate. It
is a "Beatonson Patent Head," number 4643
patented by Beaton & Son, London NW 1C.
It is an ingenious affair providing for not only the
folding of the top bows, but the folding of the metal
window frames and channels for all four windows. It
allows for the complete collapse of the lot while accomplishing
the "fold-flat" appearance. It is so complex,
yet sturdy, that Jim and David Pearce would only disassemble
and restore one side at a time while retaining the other
side complete and assembled as a pattern for the reassembly
process.
The door windows utilize the traditional chain operated
window winder assemblies while the rear windows incorporate
"Pullman-type" leather pull straps fitted
into little fitted cubbies in the side paneling to keep
the straps from flopping about when the hood is down.
The window frames for the doors provide for the front
window frame to be fixed to the door in the vertical
position which then nest into the rear of the windscreen
frames while the rearward door window frames simply
fold forward onto the door capping rail. It is a very
clever and tidy arrangement and I have yet to see a
similar installation on any other car although there
must be others, I'm sure.
Although this may be heresy to the "never raise
the hood under any circumstances" bunch, I have
had the hood up in very cold and/or wet weather and
the car is very weather tight and warm — yes I said
warm! The interior is draft free and there is virtually
no wind noise at speeds up to 70 mph. There are little
door and window seals throughout to keep it very civilized.
There is no need for a heater in cold weather driving
with some decent clothing. In fact, the windows need
to be kept open a bit to keep the interior from becoming
too warm. A very civilized arrangement for three-season
touring.
The windscreen is flat and fixed with fixed triangular
front quarter windows. The seat is a very comfortable
and wide bench seat with separate bottom cushions. There
are large map pockets fitted to the doors with full
instrumentation to the dashboard. All of the instruments
are very rare and are as originally supplied with the
chassis. The speedo, oil pressure gauge and main light
switch have the "Big Bentley" script on the
instrument faces. There are auxiliary switches which
operate the dashboard lamps (2), the interior light
(fixed to the rear hood frame and very handy at night)
and the spot lamp. Side cowl vents provide warm weather
ventilation.</s> | 12,696 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
Now these cars were light, probably
weighing under on ton; they had no front wheel brakes
and the bodies were somewhat exiguous. Thus one very
important way to increase performance is to add lightness.
(W.O. must have been sadly disappointed when vast saloon
coachwork was fitted to some of his chassis). All that
the company did in the early days to prepare the cars
for racing, was to remove those parts allowed by the
regulations, carefully assemble the engine, so that
it operated as designed and was free running, and to
ensure that what brakes there were, operated efficiently,
and that the chassis was free rolling. Although the
car designers seemed to pay scant attention to the principles
of Ackerman steering geometry, they would have ensured
that each steering arm had the same offset and that
when the car was pointing in a straight line, the drag
link steering ball pin was on the centre line of the
front axle. They did at this time, of course, experiment
with lightened hourglass pistons and 4 bolt rods. In
fact there is a rod at Club office which is more air
than rod — a very delicate object!
Before one goes racing remember, that however one thrashes
the car on the road, it is at naught as to what happens
on the racing circuit and the adrenalin consigns the
wallet to the back pocket! Thus, if a car is raced for
10 laps of, say, Silverstone, that is equivalent to
at least 500 miles of normal road use. So be prepared
for some more than usual expenditure. I well remember
a friend modifying a Bentley for racing, (Speed six
rear axle, 'D' gearbox, uprated 4½ litre engine
etc.), and he said that when he saw the shards of rubber
being torn off the front racing covers at the first
corner, he slowed down and had a mental consultation
with his bank manager!</s> | 12,697 |
<s>[INST] What event is described in the following response? [/INST]
~~</s> | 12,698 |
<s>[INST] Who are the main participants in the following event? [/INST]
A smile spread across Bill Hardy's
face as he talked about buying one of the most coveted
of all vintage cars. The year was 1943. There was a
wartime ban on non-essential private motoring in Britain,
so the supercharged Bentley had been languishing in
an orchard. It had been listed at £1720 —
an enormous price for a car — when new in 1930.
Mr. Hardy bought it for £140. Continued...</s> | 12,699 |
<s>[INST] What details can you share about the following response? [/INST]
The first World
War had brought about great advances in the development
of the piston engine, materials and fuel. It also brought
about changes in the social life of the country and
the redistribution of wealth. Nevertheless, there were
plenty of young men coming out of the Services with
money to burn and bent on combating the inevitable boredom
which occurs between the ending of the excitements of
war and the process of settling down to peace-time England.
Practically no cars for private use had been made since
1914, and such second-hand ones as would be available,
would command fantastic prices and would have no performance
to speak of in any case.
It was against this background, that W. O. Bentley found
himself with his engineer's training, his experience
in the development and racing of the French D.F.P. sports
car before the war, and in the design and development
of aircraft engines, in particular the Bentley Rotary
engine, during the war.
Before the war ended W. O. had already formulated his
ideas for a reliable, reasonably comfortable, quiet
but fast motor car of sporting type which could be owner-maintained.
Taking for his inspiration the principles on which the
pre-war racing Peugeot and Mercedes engines had been
made, he settled down in January 1919, in New Street
Mews (off Baker Street) in London, with F. T. Burgess
from Humber's and Harry Varley from Vauxhall, with both
of whom he had worked during the war, to make detailed
drawings of the new car. Clive Gallop joined the team,
and in September Nobby Clarke (Chief Petty Officer R.
A. Clarke, D.S.M., R.N.A.S.) also joined. It was Nobby
Clarke, later to become Head Mechanic, who put together
the first 3 Litre Bentley engine which started for the
first time in October 1919. A semi mock-up of an engine
and chassis was on view at the Olympia Motor Show in
November 1919. In December 1919 the first complete Bentley,
Experimental No. 1, underwent a road test in the hands
of Sammy Davis of The Autocar, whose report was published
in January 1920.
THE PROTOTYPE
The engine had four cylinders cast en bloc with four
aluminium water jackets and a single overhead camshaft
operating four valves per cylinder, driven by a vertical
shaft from the front end of the crankshaft. The valve
operating gear was enclosed by two inclined covers.
A magneto on the offside and the water pump on the nearside
of a cross shaft were driven by gears off the vertical
shaft. Water was delivered through the cylinder jacket
on the nearside and was returned to the radiator by
a water rail fed by five curved branch pipes from the
top of the cylinder block. A single Claudel Hobson CZP
carburettor on the nearside supplied mixture to the
cylinders through a ram's horn induction pipe. Lubrication
was by dry sump and oil was pumped under pressure to
the main and big ends and to the camshaft. Excess oil
from the camshaft was returned to the sump by external
pipes to the crankcase breathers.
Power was delivered to the rear wheels through a cone
clutch, 'A' type gear box, pot joint universals and
spiral bevel rear axle. The frame of deep section was
made of high grade steel.
EARLY DEVELOPMENT
During 1920 and 1921, as a result of continuing testing
and competition work in sprints, hill climbs and racing
on Brooklands, the development of the 3 Litre proceeded.
Following lubrication problems with the dry sump, a
wet sump was designed having cooling tubes running through
it. However, the tubes soon became blocked with road
dirt and this sump was discarded in favour of a unit
having a large separate oil tank under the crankcase.
A second magneto was fitted to the water pump end of
the cross shaft and the water pump was moved in front
of the vertical shaft housing and was driven by a skew
gear from the magneto cross shaft. Provision for a second
set of plugs had been incorporated in the original cylinder
block casting in anticipation of future developments.
The original two-cam per cylinder camshaft was replaced
by a triple-cam per cylinder shaft whose direction of
rotation was reversed. A small dynamo was driven from
the rear end of the camshaft through a geared-up (3:1)
set of gears in its own box. The cam case was now enclosed
in a half cover with a large oil breather in the centre
and the drain tubes led to the crankcase through the
cylinder jackets. The water rail with up-swept branches
gave place to a neat rail along the side of the block
just above the exhaust manifold.
Very little alteration was made to the chassis except
for flattening the pronounced curve of the front end
of the frame and the dumb irons. By September 1921,
when the first production model was delivered to its
owner, the 3 Litre Bentley looked much as we know it
today.
BRIEF DESCRIPTION OF
PRODUCTION ENGINE AND CHASSIS
The Engine. Four cylinders cast en bloc with bore and
stroke 80 x 149 mm. and having a capacity of 2,996 c.c.
Each cylinder had four valves and eight valve springs
operated by a single overhead camshaft with triple cams
per cylinder. The cams operated two single steel rockers
to the exhaust valves and a single forked rocker for
the two inlet valves. The camshaft was driven by a vertical
shaft and bevel gears from the front end of the crankshaft.
Aluminium alloy pistons and four bolt shell bearing
connecting rods were used. Twin synchronised magnetos
driven from a cross shaft fired eight plugs in the order
of 1-3-4-2. The carburettor was a Smith 5 Jet Type 45
VS.
Lubrication: Oil was piped under pressure from the separate
oil tank under the crankcase through the drilled crankshaft
to the main and big end bearings and by splash to the
cylinder walls and little ends. A separate pipe from
the filter, outside the engine on the near side, fed
oil to the camshaft bearings and rockers. Surplus oil
was returned to the tank via two drain tubes situated
between the cylinders and also down the vertical shaft
housing.
Overhead valve gear: The original BM 1800 camshaft was
fitted to the first 160 chassis after which the BM 2391
was used until 1926, when the BM 1800 was reinstated.
Both camshafts were hollow and had drilled oil ways
for lubricating the five bearings and rocker gear. The
complete set of steel rockers were threaded on long
(steel) rods supported in a single rocker carrier which
ran the whole length of the cam case.
Clutch: The clutch was of the inverted cone type lined
with Ferodo. The compensated withdrawal mechanism was
automatically lubricated.
The dynamo: The dynamo, originally geared up through
its own gear box, was later driven at camshaft speed
and was connected to the camshaft by a flexible coupling.
The cooling system: Water was taken from the radiator
and pumped to a distribution pipe inside the offside
cylinder jacket and was returned to the radiator by
a water rail with short branches taking off from the
area of the valve seatings.
The Chassis. The frame was of high grade steel of deep
section, braced fore and aft by two tubular tie bars
and four heavy angled cross members, which combined
made a rigid frame. The nose of the engine was supported
on the front cross member, the gear box on the two centre
cross members and the fourth cross member in rear of
the rear axle.
The gear box: An 'A' type box with four speeds forward
and a reverse with positive interlock, and right hand
change. The gate was carried on an extension of the
box. The speedometer in the early cars was driven by
pulley from the propeller shaft; later it was gear driven
from the nearside of the gear box casing.
The back axle: The final drive was by spiral bevel and
pinion encased in a removable nose-piece without disturbing
the back axle casing.
Brakes: Both the foot and hand brakes operated on the
rear wheels and were of the internal expanding type.
The brakes were compensated through a balance beam differential.
Coachwork: Initially the Company supplied chassis for
customers to fit the kind of body they wanted, but to
qualify for the Five Years Guarantee the complete car
had to be returned to the Works for a final test. Later
the Firm was able to sell complete cars with bodies
to their own specifications.
Handling qualities. By any standards the 3 Litre handled
well. Although at low speeds the steering was somewhat
heavy, it became easy and light as the speed increased
and at all times remained positive. The steering was
extremely sensitive to correctly balanced front wheels;
each wheel being supplied with four 'studs' on to which
lead and fibre rings were threaded and secured with
a nut. The tendency of the car was to understeer with
the rear end breaking away first but, even on ice, it
always gave plenty of warning long before things got
out of hand.
The brakes, considering the weight of the car, were
extraordinarily effective, but considerable pedal pressure
was required.
The Super Sports model with its very short (9 ft.) wheelbase
was tricky to handle at the best of times, being liable
to break away at either end almost without warning.
TYPES OF 3 LITRE MODELS
The Short Standard. This was the first model made and
it had a 9 ft. 9 J- in. wheelbase chassis with a low
(4-3) compression engine, 'A' Type gear box and 13/51
(or optional 3-53) rear axle ratio. One hundred and
forty-one chassis were made in 1922, 44 in 1923 and
8 more during 1924/5. Total production was 193. Each
chassis was guaranteed to do 80 m.p.h. on Brooklands
Track.
The T.T. Replica. Following the Firm's success in the
Tourist Trophy race of 1922, a replica chassis, as regards
engine, was produced. The compression ratio was raised
to 5-3 and the body was the new light sporting four-seater
Vanden Plas. Each chassis was guaranteed to achieve
90 m.p.h. Sixty-seven cars of this type were made in
1923 and four in 1924, bringing the total of replicas
to 71.
The Long Standard. At Chassis No. 161, the 10 ft. 10£
in. wheelbase model was introduced to cater for those
who wanted larger or heavier closed bodies for continental
touring. This model had the low compression engine,
a new wide ratio 'B' type gear box and 13/55 final drive.
In 1923, 93 Long Chassis cars were made and in this
year the Smith Bentley 45 BVS replaced the Smith 45
VS carburettor. In the next two years production increased
rapidly, 266 cars in 1924, 240 cars in 1925. In 1926
production fell to 122 and during the next three years
only 79 cars were made because the 6\ Litre and the
4½ Litre were beginning to come into production.
In all 800 Long Chassis cars were built-almost half
the whole 3 Litre output. Each chassis was guaranteed
to do 75 m.p.h.
All the cars mentioned so far had blue backgrounds to
the 'B' in the winged radiator and fuel tank badges.
The Speed Model. The first Speed Model was Chassis No.
356, and the type had the T.T. Replica engine with 5-3
compression, 9 ft. 9$ in. wheelbase, B.H.B. pistons,
twin S.U. carburettors ('Slopers'), 'A' type gear box,
3-53 rear axle ratio and front wheel brakes. Each chassis
was guaranteed to do 90 m.p.h. Vanden Plas bodies for
this model were most favoured but two-seater and saloon
bodies could also be fitted. In each of the years 1924/5/6,
production was 130/134 cars a year. In 1927 only 88
cars, 1928 21, and 1929 four cars were made bringing
the total production for this model up to 507 cars.
Except for the T.T. this model supplied all but one
of the Firm's racing 3 Litres. All Speed Model Chassis
had red backgrounds to the 'B' in the badge.
The Light Tourer. It was necessary for the Firm to make
a cheaper model to sell quickly at under £1,000
for the complete car in order to help finance the launching
of the 6J Litre Bentley. This model had the short chassis,
low compression engine, 'B' type gear box and low axle
ratio. Forty were made and they did what they were intended
to do. Some of these cars have been converted to Speed
Model specifications in later years.
The Super Sports 100 m.p.h. Model. In 1925, to meet
a limited demand for something even more exciting than
the Speed Model, a 9 ft. wheelbase chassis with a 61
compression engine with the Speed Model gear box and
final drive was produced. The background to the 'B'
in the badge was green and the radiator tapered in at
the bottom like the Standard 6\ Litre. Only 15 of these
chassis were built, but each was guaranteed to do 100
m.p.h. and the guarantee for this model was reduced
to one year. The specification of this engine became
the standard specification of the Speed Model engine
from 1926. Most of the bodies were two seaters, nevertheless,
Martin Walter managed to build a four-seater body which
complied with the Le Mans regulations for the car which
ran in the 1926 Le Mans race.
PRODUCTION MODIFICATIONS
As experience on road and track was gained, improvements
were made to the 3 Litre, but even in the early production
stages there were few major modifications to the engine
or chassis to correct initial faults. Such modifications
as were produced were for the purpose of increasing
reliability, power and docility as can be seen from
the following paragraphs.
1923. The T.T. Replica, based on the T.T. cars and the
Long Wheelbase chassis were introduced as the first
link in the separation of the town carriage type of
car from the sporting car.
1924. The Speed Model with twin S.U. carburettors came
into being as an improved version of the T.T. engine
and chassis. Four-wheel brakes of Bentley-Perrot design
were fitted to all the new 3 Litre chassis, necessitating
a redesigned front axle and modifications to the steering.
A single adjustment under the floorboards took up wear
on the linings of all four wheels simultaneously. Experiments
were tried out with hydraulic brakes, but for a variety
of reasons the Firm decided to keep to the rod operated
system and in fact used no other system in any of their
later models.
1925. A larger header-tank was fitted to all chassis
(from No. 1010) which raised the height of the radiator
by 1 in. This greatly improved the appearance of the
line of the bonnet which previously had sloped downwards.
1926. The original steel rocker arms were replaced by
duralumin ones, the initial design of which gave trouble,
but was quickly modified. All chassis frames were reinforced
and the Long Chassis were fitted with strut gear strengthening
plates. The early type of sliding Perrot shafts were
found to cause excessive wear and seizure of the shafts
after considerable mileages, and to cure this the male
and female shafts were pinned and the sliding effect
transferred to the frame bracket. Stone guards were
fitted to Speed Model radiators and Dunlop tyres were
fitted to all chassis. From chassis No. RT 1549 a cast-iron
differential casing replaced the original aluminium
type. At the end of the year the separate oil tank under
the crank-case was replaced by a sump and crankcase
in one casting (like that of the 4½ Litre). The
capacity remained the same at 2\ gallons.
1927. Speed Model chassis were equipped with 'C type
gear box instead of the original 'A' type close ratio
box. (The new box was more robust and quieter, but was
not nearly as much fun to handle according to some.)
1928. The final changes appeared after the introduction
of the 4½ Litre when some parts such as the thicker
gauge frame, heavier front axle beds, separate rocker
boxes for each cylinder and fixed type top vertical
bevels were incorporated in the last of the 3-Litres.
THE 3 LITRE IN COMPETITIONS
W. O. Bentley set out with the intention of putting
into practice what he had learnt from racing the French
D.F.P. car before the first World War, and that was
that racing was the surest and cheapest way of testing
a car, and that success was the cheapest form of advertising.
1921. Some months before the first production chassis
were being delivered to their owners, Experimental No.
2 started winning races, hill-climbs and speed trials
up and down the country and in the process collected
eight 'firsts'.
1922. It was not until a year later, in May and June
1922, that Bentley Motors entered for major races. Early
in the year four production chassis, whose engines had
shown up well on test, were taken in hand in the Experimental
shop where, under Frank Clement, they were stripped
down and meticulously rebuilt.
Modifications to these chassis included a small, flat,
most un-Bentley-like radiator, an outside exhaust system,
a 22 gallon fuel tank slung amidships (in addition to
the standard 11 gallon tank) and a 2 gallon spare oil
tank on the near side between the gear box cross members.
The fuel and spare oil were fed under pressure by an
air pump under the dash operated by the riding mechanic.
High compression pistons were used and a C.Z.P. Claudel
Hobson carburettor with heating coils round the induction
pipe. A good deal of lightening of parts was done, such
as drilled pistons, hand-brake lever, brake drums and
filed connecting rods.
INDIANAPOLIS. One of these cars was shipped to America
to be driven by Douglas Hawkes in the Indianapolis 500
Mile Race. The car was hopelessly outclassed, but it
finished the course at an average speed of around 81
m.p.h. after a trouble-free run.
The car created a very good impression, but the cost
of the venture was fearful at a time when money was
in short supply. For all that this very new marque had
been tested and had come out with credit.
THE T.T. The next event was in June, a month later,
when a team of three 3 Litres to be driven by W. O.
Bentley, Frank Clement and Douglas Hawkes were entered
for the International Tourist Trophy Race in the Isle
of Man. This race was somewhat odd in that it was for
3-litre cars when the International formula was for
2-litre cars. The entry list was, therefore, small and
the R.A.C., to give it greater spectator appeal, ran
a 1,500 c.c. race over a shorter distance, concurrently
with the main race, which was over eight laps of the
37J mile circuit. Two Sunbeam and three Vauxhall racing
cars and three Bentley modified touring cars started
in the race which was run in pouring rain. One Sunbeam
and two of the Vauxhalls dropped out leaving the remaining
Sunbeam to win with Clement's Bentley 2nd, 'W. O.' 4th
and Hawkes 5th. The sole remaining Vauxhall was 3rd.
The most important thing for Bentleys was that they
won the Team Prize against two teams of well-known racing
cars which made for very good publicity.
Small time events were not neglected either, for between
July and October, Bentleys took no less than 19 firsts
in speed events, and private owners were beginning to
take a hand.
RECORDS. In September, J. F. Duff, one of the Bentley
Agents, took single-handed the British 'Double Twelve
Hour' record (in England, of course, 24 hour racing
was not allowed) at 86-79 m.p.h. covering just over
2,082 miles in the two periods. He also took Class 'D'
records (as they were then called) of 1 to 13 hours,
100 to 1,000 miles and 100 to 1,000 kilometres at between
86 and 87 m.p.h. The car weighed 23$ cwt. on the start
line, and petrol and oil consumption averaged 14-7 and
85 m.p.g. respectively.
1923. LE MANS. While Bentley Motors continued to pile
up successes in minor meetings, John Duff, impressed
with the reliability of the 3 Litre, persuaded 'W. O.'
to prepare his record-taking 3 Litre for a 24 hour race
to be held at a place called Le Mans, in France. 'W.
O.' thought it was a mad idea, but unwillingly agreed
and lent him Frank Clement as co-driver. In the event
the car ran well and, in spite of no front-wheel brakes,
finished equal 4th, and in the hands of Clement set
up the first Sports Car lap record at Le Mans at 66-69
m.p.h. During the race, trouble was experienced with
stones flung up by the car in front, breaking lamp glasses
and puncturing the petrol tank. In future years Bentleys
were fitted with stone guards on radiator, lamps and
tanks.
A month later Duff entered the same 3 Litre privately
(in company with a locally-owned Bentley) in a touring
car G.P. at San Sebastian. Neither car did any good,
although they were ahead of the Hispanos and Peugeots
which suffered from tyre troubles. Duff was leading
at an average of 65 m.p.h. when a stone hit him in the
face and caused him to crash. The second Bentley retired
shortly before the end of the race. For this magnificent
drive Duff was given, ex gratia, the 3-litre class prize.
BOULOGNE. In September, three 3 Litres were entered
for the Georges Boillot Cup at Boulogne to be driven
by Frank Clement, Bertie Moir and John Duff, the first
two cars being Works entries. Clement burnt out a new
type of magnesium alloy piston and retired. Duff had
hit a cow in practice, the result of which showed up
in the race, and Moir, in spite of continual carburettor
trouble, managed to finish without distinction.
1924. LE MANS. Duff again entered his Works-prepared
3 Litre, a new car with front-wheel brakes and stone
guards all round. The Bentley's speed and reliability
told as the opposition gradually fell out; then the
Bentley was in trouble itself with a jammed gate, the
windscreen broke away and finally swollen hubs delayed
the car for 40 minutes while a wheel was changed. In
spite of all these tribulations, the Bentley won the
race at 53-78 m.p.h. and recorded the Firm's first win
at Le Mans.
1925. LE MANS. The Firm
entered two new cars, one driven by Clement and Duff
and the other by Kensing ton Moir and Dr. J. D. Benjafield.
The 'Le Mans Start' was first used in this race. Segrave's
Sunbeam and Moir's Bentley had a great duel for 15 laps,
when the Bentley ran out of fuel due to a miscalculation
as to the extra amount of fuel a Bentley would use when
racing with the hood up. As the rules did not allow
filling up under 20 laps, Moir was out of the race.
Duff continued with the second car until a petrol pipe
broke causing an hour and a half's delay. (For the future
all racing Bentleys had duplicated pipes and change-over
taps.) Clement and Duff continued through the night
making up for lost time until the early hours of the
morning, when a carburettor fire caused too much damage
for the car to continue. Future S.U. 'Sloper' carburettors
had a strengthening rib underneath the float chamber.
A 34-litre Lorraine-Dietrich won the race at 57-84 m.p.h.
RECORDS. In September,
Benjafield and Duff, in the latter's 3 Litre, made two
attempts at Montlhery on the 24 Hours Class 'D' record.
In the second attempt they took it at 95-03 m.p.h.
1926. RECORDS. The Firm
attempted in April to take the 24 Hours Class 'D' record
at Montlhery at over 100 m.p.h. The drivers were Barnato,
Clement and Benjafield, in the latter's very short chassis
Brooklands 3 Litre with a light body. After taking the
12 Hours at 97-54 m.p.h., the car retired. A second
attempt was made at the end of April with the same car
and drivers. This time only the Six Hours record was
taken at 102-2 m.p.h. before the car was retired.
The final attempt was made
at the end of June using, again, Benjafield's short
chassis with a long tailed, very light, streamlined
body. The drivers were the same, but with the addition
of Duller. The 12 Hours record was taken at 100-96 m.p.h.
Four hours later the car was crashed during a thunder
storm in dramatic circumstances which put off further
attempts indefinitely.
LE MANS. A team of three
new cars were entered; two Speed Models driven by Benjafield/Davis
and Clement/Duller, and a Super Sports 9 ft. car driven
by Thistlethwayte and Gallop. By 4 a.m., Bentleys were
5th, 7th and 8th. Two hours later Duller retired with
valve stretch due to over-revving, and at 9 a.m. Gallop
brought in the 9 ft. chassis with a broken rocker. The
Davis/Benjafield car was then running 3rd, three laps
behind the Lorraine in front. With orders to take second
place and with failing brakes, Davis over did it at
Mulsanne and was out of the race 20 minutes before the
end. The Lorraines came in 1st, 2nd and 3rd, the winner
averaging 66-08 m.p.h.
The Benjafield/Davis Bentley
was numbered 7 in this race and, as a result of its
dramatic failure, was for ever afterwards known as 'Old
No. 7'.
BOULOGNE. Benjafield bought
'Old No.7'andentered it for the Georges Boillot Cup
race in September with Kensington Moir as his co-driver.
On the 13th lap, when Benjafield was in 3rd position,
he crashed the car badly and was himself taken to hospital.
Both subsequently recovered fully from their injuries.
1927. THE SIX HOURS. Four
3 Litres were entered for the Essex Six Hours race at
Brooklands, two of the Works' cars, one driven by Clement
and the other by Benjafield and Barnato; and the two
private entries of Callingham and the Birkin brothers.
All but the Birkin car had the new type of duralumin
rocker arms and these broke up one after the other during
the race and the cars retired. Tim Birkin's car had
lost all its gears except 3rd, when Clement took the
car over, and between them they drove it into third
place behind Duller's Sunbeam and Davis's Alvis.
LE MANS. The Works entered
three cars. The first of the new 4½ Litres driven
by Clement and Callingham and the two 3 Litres which
ran in last year's race, driven by Benjafield and Davis
(in 'Old No. 7') and Duller and Baron D'Erlanger in
the other. The race started at 4 p.m. as usual, and
the three Bentleys ran away from the rest of the field.
At 9.30 p.m. all three Bentleys were involved in the
'White House Crash'. Two of them were out for good and
the third, 'Old No. 7', so badly damaged it was doubtful
if it could continue. Davis managed to get the car to
the pits. In spite of a bent front axle, twisted chassis,
cracked steering arm ball joint, a broken headlamp,
loose and flapping offside running-board and wing, the
two drivers in turn kept the car going through the night
and the next day, even increasing speed to destroy the
leading Aries and finally winning the race at 61-35
m.p.h.
This was the last of the
nine races in which Works prepared and entered 3 Litres
took part. With their second win at Le Mans the Firm's
luck had at last turned and in a blaze of glory (for
wasn't she the Guest of Honour at the Savoy?), 'Old
No. 7' handed over the torch to the new 4½ Litre.</s> | 12,700 |
<s>[INST] Who are the main participants in the following event? [/INST]
Mike and Marianne Knowles, from Auckland,
along with their 1924 3-litre short-chassis, red-label,
speed-model Bentley are part of the New Zealand Bentley
Tour 2010, which started on January 20 in Christchurch
and finishes on March 6 in Auckland.</s> | 12,701 |
<s>[INST] What event is described in the following response? [/INST]
By 1976, Mr Mann
had decided that he wanted to go racing with a Speed
Six. He had a good working relationship with Mr
Tony Townshend who was also a restorer of vintage
cars. Mr Mann could not afford an original Bentley
Le Mans car, not surprisingly since he considered
that an original Le Mans racer would have cost at
least �3m at that time. Mr Mann was interested in
acquiring an original Speed Six which he could restore,
rebuild or reconstruct to his own specification.
Mr Townshend said he had such a car which was in
considerable disrepair and needed fully restoring.
That led to Mr Mann visiting Mr Townshend where
he found, hanging on a peg in the workshop, a chassis
in very poor condition. Resting nearby were two
axles and a steering column which Mr Townshend told
Mr Mann had come from the same car. There was nothing
else. Clearly, the bodywork would have rusted away
and disintegrated many years previously but there
was no engine or other parts of the chassis such
as the radiator, wheels, hubs, fuel tank and suspension.
Mr Mann stated in his witness statement that many
of these parts were also with the chassis but he
accepted in his oral evidence that he only acquired
the axles and steering column in addition to the
severely corroded chassis.</s> | 12,702 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
When the ordinary model of the Austin
Seven made its appearance in the year 1923, few motorists
had the slightest idea that it was destined to reach
the high position it occupies to-day in the esteem of
the sporting motorist, and the present "Brooklands"
Super-Sports model certainly opens up possibilities
for many a keen owner to whom the ownership of a really
fast car had previously been a cherished ambition. Continued...</s> | 12,703 |
<s>[INST] What details can you share about the following response? [/INST]
Bentley cars of the 1920s have been
called many things in various countries. For example,
"classic", "Cricklewood" W.O. Bentleys,
but today the title Vintage Bentley is almost universally
used and understood.</s> | 12,704 |
<s>[INST] What details can you share about the following response? [/INST]
Thus, the statement
that the engine was "to Speed Six specification"
could have meant one of two things and either of
these meanings was misleading. Firstly, the statement
could have meant that both the static and dynamic
parts of the specification had been satisfied. If
so, it would follow that the engine was being held
out to be a Speed Six engine and was not merely
"to Speed Six specification" since only an original
Speed Six engine could satisfy both parts of the
specification. Secondly, the statement could have
meant that the engine met the dynamic or performance
part of the specification in which case the statement
was untrue since Mr Mann had never formally tested
the engine under working or load conditions and
he possessed no test certificate for that reconstructed
engine which showed that the specified performance
requirements had been met under working conditions.
Moreover, on the basis of the evidence adduced at
the trial, I have already found that the engine
did not in fact satisfy the performance parts of
the BDC's specification. Thus, if Mr Mann referred
to the engine as being "to Speed Six specification",
he was either confirming that the engine was a Speed
Six engine or he was making an inaccurate statement
about the engine's capabilities. In either sense,
this phrase was both inaccurate and a misrepresentation.</s> | 12,705 |
<s>[INST] What details can you share about the following response? [/INST]
One day Mr. Tyreshoes told Father that
he knew of a 6½-litre Bentley - "It's at
Old Thoday's place, at Jack's Hill". Father couldn't
resist this, and off they went. Jack's Hill is on the
old A1 at Stevenage, and Jack's Hill Cafe was a favourite
stopping off point for hungry travellers, especially
late at night... Continued...</s> | 12,706 |
<s>[INST] What details can you share about the following response? [/INST]
(Crewe and Goodwood, 29 June 2012)
Just 35 miles away from the fabled Brooklands race circuit
where it astonished thousands of spectators eight decades
ago by sprinting its way into the record books, Sir
Henry ‘Tim’ Birkin’s dramatic 4½
Litre Supercharged ‘Blower’ single seat
racing machine returned to record-breaking form by reaching
a sale price of £4.5 million when auctioned by
Bonhams at the Goodwood Festival of Speed today.
This new world-best for Birkin’s striking 240bhp
supercharged red racer now outstrips the previous record
by a Bentley at auction when the Speed Six known as
‘Old No 2’ achieved £2.8 million at
the Le Mans Classic in 2004.
At its racing zenith and with the famously fearless
and dashing ex-fighter pilot and Le Mans winner Birkin
behind the wheel, this unique Bentley was one of the
undoubted stars of the high-risk Outer Circuit at Brooklands.
In March 1932 Birkin set a record 137.96mph (219.93kmh)
at Brooklands, a feat even a man renowned for pushing
back the limits in motor sport would describe as hair-raising:
“there are bumps which jolt the driver up and down
in his seat and make the car leave the road and travel
through the air,” said Birkin.
Commenting on the exploits of Birkin and his 4½
litre at Brooklands, Richard Charlesworth, Bentley’s
Director of VIP and Royal Relations comments:
“Birkin along with his Bentley racing friends
like Woolf Barnato, Dudley Benjafield and Glen Kidston
were true sporting superstars, renowned not only for
their driving ability and courage but living life to
the full and in some considerable style. They would
create the enduring legend of the Bentley Boy racer
at Brooklands and Le Mans and this new record price
for a Bentley achieved by Bonhams reflects the enduring
respect and admiration for their story and their cars.”</s> | 12,707 |
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