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<s>[INST] Who are the main participants in the following event? [/INST]
Drove to the Whittier Glacier along
the Turnagain Arm (part of the Cook inlet), just outside
Anchorage. Alaskas most famous bore tide is a huge wave
or series of waves that advance 40 miles down the Turnagain
in a wall of water up to 10 ft high. When the tide is
out the arm is full of mud fields with little water.
The Beluga whale gets stranded here sometimes, but has
the ability to wait 11 hours and 58 minutes for the
next tide. Went through the tunnel into Whittier where
it rains 90% of the time. Today we had the best day
of this summer according to the captain. We boarded
a catamaran on Prince Williams sound, doing the 26 glaciers
tour. Spotted bald eagles and rafts of otters. The most
prevalent bird is the black legged Kittiwake, which
looks a little like a seagull. The glaciers drop right
into the sound with icebergs floating in the water and
the harbor seals resting on them. They are safe from
the killer whales which do not like the noise of the
glaciers calving. On the way back we saw a couple of
moose standing in the water. A great day in Alaska with
everybody clicking away with their cameras.</s> | 1,759 |
<s>[INST] Who are the main participants in the following event? [/INST]
After a quick overnight stop in Tok,
headed back to Canada/Yukon via the Beaver Creek border
post. Still tundra landscape with Mt. Wrangel(14100
ft) in the background. Temperature 17 degrees Centigrade
with an occasional light shower but otherwise sunny.
Very lush green with small undergrowth, small spindly
trees and plenty of small streams and lakes with an
occasional trumpeter swam on it. Covered some 624 km/
387 miles from Tok to Whitehorse.</s> | 1,760 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
Day 19. Roger and I took off with the
Smart car ahead of the other tour participants, our
assignment: supervise the loading of the cars in Nugget
City for transportation to Vancouver. Stopped at Carcross
Desert, known as the smallest desert in the world. It
was created by a retreated glacial lake leaving behind
nothing but sand. The winds from Bennet Lake have prevented
vegetation from taking hold. Stopped in Teslin for lunch
at Dawson's Peak resort on the lake and had a coffee
and cigar outside on the balcony, i.e. 15 ft from the
building, respecting the new smoking law. Saw a Grizzly
bear on the side of the road munching away. Arrived
back in Nugget City, population less than 50, where
the three Bentleys were stranded. They were well taken
care of by Linda and Scott, the owners of the Hotel
here. They moved here 15 years ago and started the place
from scratch — today it's a million $ business.
Doug and Penny from B.C. who take care of the RV park
for the season are here in the their 38 ft Holiday Rambler
right next to the three sad Bentleys and kept an extra
eye on them. They invited us in for a nice chat and
showed us the inside of the motor home which sports
a 350 hp Caterpillar engine right under the master bed.</s> | 1,761 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
Day 20. Most of the people we met on
the way from Whitehorse to Nugget City were well aware
of the Bentley tour and their adventures. They know
that the three cars broke down and that some in the
group showed a lack of respect for the local liquor
laws in Whitehorse, carrying drinks from inside the
Hotel to the outside. The day for Roger and I started
as promised washing the Grants, Youngs and our car.
The Smart car also needed a face lift as the little
white car was black in the front from mosquito bodies.
Supervised the loading of the three cars in the early
afternoon. A flat bed lifted them up and put them onto
the long distance enclosed trailer. The tie down of
the cars was in Yukon style: a couple of two by fours
nailed down in the front and back tires, no straps.
The assumption is no sudden stops. In any case the cars
are now on their way to Ft. Nelson and then via another
stop to the Vancouver shipping company. The exact route
is not yet known, but we are all hoping for the best.
After a steak dinner we enjoyed the northern lights
show on Watson Lake.</s> | 1,762 |
<s>[INST] What is the main topic of the following response? [/INST]
Today we are leaving Nugget City, a
stop over place, with a 296/476 km ride to Bell II and
Stewart. Road building in the tundra wilderness is a
challenge. One technique to avoid frost damage is to
dig 5 ft. deep, cover the ground with a membrane and
fill it with saw dust and gravel to create a floating
road, additionally good drainage on both sides of the
road is required. As we drive south through Jade City
, population less than 50, we are climbing to a plateau
at 3000 ft, the mountains left and right still have
some snow. The temperature dropped to 4 Centigrade with
some rain. The hot coffee stops are appreciated. The
dress code for the day: Heavy sweater and two jackets
for open cars plus waterproof hats and gloves. As we
descended towards Bell II on the Cassier highway the
forest gets lusher. The Bell II Lodge is well known
for helicopter skiing. We all stopped for cheese and
tea re-energizing our bodies and mind after a long day
of driving. For $10.000 one can can ski 100.000 vertical
ft in a week. The W.O. drivers overnighted at the nicely
set up Bell II chalets and enjoyed a BBQ. The newer
cars drove on another 100 miles to Stewart, an old small
mining town on the Pacific Ocean, surrounded by mountains
and glaciers. The drive to Stewart was spectacular.
First we saw running bear, then sitting bear. A few
minutes later Laurel (Roger and Kurt rode with Colin
and Laurel in the Landrover) spotted two bears grazing
and Colin obliged and reversed the car allowing us to
take more pictures. The scenery is now like Switzerland
with very diverse fauna and flora. Lots of snow from
avalanches and plenty of waterfalls. At the local fish
restaurant we had Alaskan King Crabs which were excellent.
The crew then moved to the lounge at the Ripley Inn
armed with bottles of wine and Dave's fiddle. After
an extended sing along everybody retired happily and
in one piece.</s> | 1,763 |
<s>[INST] What event is described in the following response? [/INST]
On day 21 we are driving from Stewart
to Prince Rupert. Stopped in Gitanyow for a hot chocolate.
Native Indians have built a dozen totem poles around
the store. The people used to work at the local lumber
mill which has been closed down, forcing the natives
to go to the cities to find work. The sun is out again
and we are riding in the S 2 once more, this time the
rear seats have been upgraded with caribou skins. Stopped
in Terrace for lunch and a car show. Ended up in Prince
Rupert after 500 km/300 miles, leaving the wilderness
behind us. Prince Rupert is an important transport center
on B.C.'s north coast. The inside Passage ferry to Vancouver
Island and the ferries to Alaska and Queen Charlotte
Islands leave from here.</s> | 1,764 |
<s>[INST] Who are the main participants in the following event? [/INST]
This is our last report. Boarded the
Ferry at 6.00 am in Prince Rupert for the Inside Passage
to Pt. Hardy, sailing 274 nautical miles/500 km in 14
hours. The Inside Passage is a narrow strip of water
between the mainland of B.C. and the islands of the
west. The trip was beautiful with wild fiords and dense
forests, killer whales, black bear and deer, otter,
seals and eagles. We had a cabin on board to nap in
between the most scenic spots. Had perfect weather for
this stretch. Arrived in Pt. Hardy at 11 pm and had
to pull a Bentley to the hotel as she did not want to
start. Another car was on the trailer, but next morning
both cars decided to proceed.</s> | 1,765 |
<s>[INST] Who are the main participants in the following event? [/INST]
Arrived in the northern part of Victoria
Island and stopped in Telegraph Cove for a Halibut and
chips lunch. In the 1920s the Japanese set up this post
with a Saltery and a small lumber mill to build crates
for shipping boxes of salmon back to Japan. Today it
is a large lumber collecting point, with trains and
trucks dumping lumber into the water for transportation
further south. In this fishing village the eagles were
sitting on top of the trees waiting for the fisherman
to clean out the salmon. We took a short lecture on
whaling history in the old Saltery where the skeleton
of a 60 ft fin whale was exhibited. Saw our last black
bear on the side of the road as we departed. Stayed
in Campbell River in a very nice resort and had the
seventh salmon meal, but this one was excellent and
freshly cooked. Sometimes we had buffets and the meat
and fish were overcooked as some of us spent too much
time in the bar beforehand! My baby picture was selected
last night and a reward was offered to the person who
could recognize me, but I guess I have changed too much
over the years and the prize, a bottle of wine, was
presented to me in exchange for a few words to the group.</s> | 1,766 |
<s>[INST] What event is described in the following response? [/INST]
Today, day 24 and second last, we traveled
down Victoria Island, which is very built up, with lots
of red lights to get used to again after coming from
the wilderness further north. The southern part of Victoria
Island is pretty with lots of cottages and beach front
homes. Stopped at a BDC members house called Fawlty
Towers, named after the TV series, and had a wonderful
morning tea with scones and vintage car collection.
The kilted bag pipers were there as well welcoming us
in the pouring rain. This evening we have a dinner show
at Chemainus Festival Inn: the show is "Oklahoma"
— the musical... Chemainus is an old logging town.
When the logging business declined some 30 years ago
the town invited artists from all over the world to
paint 37 murals depicting the logging history, which
started in 1860. At that time Chinese labour was imported
to haul the wood around.</s> | 1,767 |
<s>[INST] What is the main topic of the following response? [/INST]
The last day we spent in Victoria,
the capital of BC. From the yatch club the police escorted
us to the Parliament building for a final photo shoot
and celebration — unfortunately our rental "Japanese
Bentley" was not displayed. Had a walk around Victoria
and a final drink (1908 Empress special — cold
tea and vodka) on the verandah overlooking the harbour.
In the meantime the "busted Bentleys" have
arrived in Vancouver and ours will be shipped back to
Colorado for repair.
A great tour with lots of memories and now we are looking
forward to seeing our beloved wives again!!!</s> | 1,768 |
<s>[INST] What details can you share about the following response? [/INST]
Kurt and co-driver Roger</s> | 1,769 |
<s>[INST] Who are the main participants in the following event? [/INST]
Bentley's blend of aristocratic cars
and pure speed will take center stage at the Pebble
Beach Concours d'Elegance as the storied British luxury
carmaker marks its 90th anniversary.
And it will celebrate in style at the Northern California
concours, with four classes of Bentleys set on the 18th
fairway of Pebble Beach.
Sure to be a favorite is the field of legendary Bentley
racers, going all the way back to its first LeMans entry
in 1923. Known as Chassis 141, this car set the race's
inaugural lap record and took a respectable fourth-place
finish with company founder W. O. Bentley on hand. It
fell into obscurity in a small English village, but
is now restored and will travel from Australia for the
concours.
This car was the pacesetter for the British marque's
emerging prowess in competition, and Bentley won LeMans
in 1924. It followed this up with four straight victories
from 1927 to 1930.
The wheelman for the last three of those wins —
also then-Chairman Woolf "Babe" Barnato, will
be represented by a car he drove across the United States
on his honeymoon, a freshly restored 8-liter Van den
Plas Tourer. Barnato was one of the "Bentley Boys"
from that time period, who shaped the growth of the
company and its race cars.
Another Bentley legend, Tim Birkin, who developed superchargers
for the racers in the late '20s, will have a presence
at Pebble Beach with four of the cars he influenced
on display. Fitted with superchargers, they were dubbed
the Birkin Blowers, and his personal racer — a 4.5-liter
that ran at LeMans three times (and, ironically, is
not supercharged) — also will be at the concours.
The event also will feature two classes of vintage cars
built between 1921 and 1931. One will have 6.5-liter
machines including the "Big Sixes" and "Speed
Sixes." The other is 8-liter Bentleys.
A class of Derby Bentleys — cars assembled in Derby,
England, when the company was owned by Rolls-Royce —
will be on display and are known for their coachwork.
Bentley will share the spotlight at Pebble Beach with
Audi, Bugatti and Morgan, which are the other featured
marques. The coachwork of Zagato also will be recognized.</s> | 1,770 |
<s>[INST] What event is described in the following response? [/INST]
Only 18 100mph-model Bentley 3-litres
were made — the lightest and the quickest of the
breed. Malcolm McKay drives a rare survivor in amazingly
original condition... Late in 1925, prosperous butcher
and part-time gentleman racer at Brooklands, Henry Leeson,
ordered from Bentley Motors a Super Sports: the new,
ultimate 3-litre. The chassis was despatched to the
Surbiton Coach and Motor Works, where craftsmen painstakingly
constructed the most beautiful body ever to grace a
Vintage Bentley... Continued...</s> | 1,771 |
<s>[INST] What is the main topic of the following response? [/INST]
It is becoming increasingly rare to
find a vintage Bentley of any chassis type that was
originally supplied to its first retail purchaser as
a closed car. So many cars have been converted to open
bodies in the style of the various Vanden Plas, LeMans-type
open tourers. Locating an original unmodified closed
car, photographing and riding in it is a rare treat.
Our featured car is exactly that, especially given its
history and the circumstances that might have led to
its original body being scrapped and replaced with another.
In September of 1962, George Clayton Greene, then of
Concord, Massachusetts, purchased his short wheel-base
(12 foot) 8 liter saloon. The chassis no. is YX5113,
engine no. YX5115, with a saloon body. The purchase
price was US$2,500.00. The original registration number
was VO 6960.</s> | 1,772 |
<s>[INST] What details can you share about the following response? [/INST]
The original body fitted to YX5113
was a Vanden Plas 4-light, 4 door, close-coupled sports
saloon utilizing “Silent Bloc” construction.
It is still on the chassis. The beautifully proportioned
design includes individual front seats and an integral
boot (trunk). A single spare is fitted to the rear.
The original color was most likely dark blue with black
hides, solid walnut wood trim and stag horn interior
fittings.
Brian Smith’s "Vanden Plas Coachbuilders",
page 119 shows a photograph of the very handsome body
style mounted on YX5113. It states that three of this
body style were made for 8 liter Bentleys. The Vanden
Plas body numbers are 1719, 1743 and 1745. YX5113 carries
body number 1745 “paneled as Weymann-Vanvooren
Saloon.” Two of the cars came with “Ace”
discs and one without. Both cars pictured show a fabric,
or more likely leather, roof on these cars. The roof
is now covered with a man-made covering, “Vynide”
as installed by Mr. Bruce Fagan in 1956.
"Ace" wheel discs and a “DWS” jacking
system were fitted. The discs are gone but the jacking
system is intact and fully operational.</s> | 1,773 |
<s>[INST] Who are the main participants in the following event? [/INST]
As Mr. Greene had sold his 1911 Rolls-Royce Silver
Ghost, he was searching for a large, British motorcar
to tour with. He approached the Larz Anderson Collection
in Boston who then owned YX5113. It took some convincing
to get the museum to sell him the car. Eventually they
agreed as they were changing the focus of their collection
to earlier cars.
Mr. Greene, hale and hearty and now in his 9th decade,
still owns and tours YX5113 to this day. He has participated
in nearly all of the North American Vintage Bentley
Meets over the last 15 years that this writer has attended.
He is now driven by Malcolm Lee, as the 8 liter is a
“handful” for him to manage.</s> | 1,774 |
<s>[INST] What event is described in the following response? [/INST]
YX5113 has been owned by George for some 46 years now.
He was able to give a first-hand account of much of
his cars history recalled from his prodigious memory
as well as from his records.
The first owner was John Player, Wratton Manor, Nottingham
England. YX5113 was first registered in November 1931.
Mr. Player paid the equivalent of US$13,000.00, a prodigious
sum in 1931, at the height of the depression. He was
a member of the Player family of Player Cigarette fame.
He owned the car from December 1931 to December 1935.
He accumulated only 23,667miles during his 4 years of
ownership before disposing of it. He thought that the
car was cumbersome to drive hence his brief period of
ownership and relatively low miles.
In 1936, the car was purchased by Mr. C.W. Mason, 138
York Street, Belfast, Northern Ireland who disposed
of it in September of the same year.
Later in 1936, Club records show that YX5113 was then
sold to Mr. H. Dagnall of Weybridge, Surrey. He owned
the car from September, 1936.
As of December 1, 1937, YX5113 had accumulated 83,931
miles, the last mileage entry in the factory records.
No further owners are listed between Mr. Dagnall and
Mr. Taaffe whose purchase date is unknown.
Denys Taaffe of 90 Rectory Rd., Redditch, Worchestershire
owned the car until advertising the car for sale in
“Motorsport” in October of 1955. The asking
price was £425 approx. US$1,350.00). An interesting
footnote here is that Mr. Taaffe owned several 8 liters.
In addition to YX5113, they were YF5001 (not currently
listed in Club records) and YM5027 (now C.K.W Schellenberg).
Mr. Bruce Fagan of Hollywood, Los Angeles, California
purchased YX5113 for US$1,000.00 in late 1955 after
seeing Mr. Taaffe’s advertisement for the car in
the British magazine, “Motorsport” in October,
1955.
In early 1956, when the car was being off-loaded from
a ship at the port of Los Angeles, the front sling broke
and the car dropped some 10 feet to the jetty, landing
first on the right-front wheel. Substantial body damage
was suffered.
The right-front brake backing plate was broken and could
not be repaired. The left front brake backing plate
was cracked and was subsequently welded. The frame was
also bent.</s> | 1,775 |
<s>[INST] What is the main topic of the following response? [/INST]
In addition to the chassis/frame damage, the body damage
included tears and dents in the front and rear wings
and front splash apron, damage to the roof, broken/cracked
window glass and dented front lamps. The bent frame
caused door misalignment with the body being generally
loosened. This was most likely the result of the twisting
upon impact with the dock. The insurance company and
the stevedore company paid for most of the repair of
the damage but not the straightening of the bent frame.
It remained as it was following the drop.
In January 1958 Mr. Fagan decided to sell YX5113 and
asked $3,250 after having invested over $5,000. Having
no success with selling it, he eventually traded YX5113
to a dealer. The Vintage Car Store in Nyack, New York
exchanged YX5113 for a Bentley 4¼ Gurney-Nutting
Coupe de Ville. Subsequently, YX5113 was purchased by
the Larz Anderson Collection in Boston.
YX5113 was owned briefly by Bill Ruger, Jr., owner of
YM5044 which is the subject of a previous article in
this series, prior to Mr. Greene’s ownership.
The mechanical history indicates that YX5113 has been
the victim of some rather serious abuse and neglect
including the aforementioned off-loading damage. The
corrections of its various faults has required major
commitments of time, effort and finances to keep it
on the road and to bring it to its current roadworthy
condition.
Club factory records show that no serious work was performed
on YX5113 during Mr. Player’s ownership. There
was a differential ratio change from 14/53 to 15/53
in 1935.
Having done some 83,000 miles by 1938, there surely
must have been material service and repair work performed
on the car. When YX 5113 was advertised by Denys Taaffe
for sale in 1955, the advert stated that it was “completely
overhauled with new tyres.” Correspondence offers
details of that work. The entire engine, camshaft rollers,
top and bottom ends were re-done. This indicates that
the mechanicals were very tired prior to this work being
performed during Mr. Taaffe’s ownership. This would
be consistent with the mileage on the car.
Mr. Fagan, following the repair of the dockside damage
to the car, had YX5113 completely re-sprayed in cream/yellow
and grey. The roof material, headliner and carpets were
replaced at the same time and the interior wood trim
was re-finished.</s> | 1,776 |
<s>[INST] What is the main topic of the following response? [/INST]
The sum of the foregoing was the appearance and condition
of YX5113 when Mr. Greene purchased it in 1962. Having
sat unused and not driven during its seven years at
the Larz Anderson Collection, Mr. Greene recorded serious
mechanical issues that needed work. YX5113 suffered
from a badly gummed up fuel supply system; a sclerotic
radiator; seriously worn Perrot shafts; very worn rocker
boxes and fouled oil strainers and sump being the most
critical issues requiring immediate attention. At this
time the previously welded brake backing plate was replaced
with a used one sourced in the UK.
These issues were attended to so as to make the car
road ready. After driving YX5113 regularly until 1964,
Mr. Greene decided that serious work on the mechanicals
and chassis/body was in order. This effort lasted from
1964 to 1967. The car was given over to a nearby repair/restoration
firm specializing in Rolls-Royce and Bentley motorcars
for the work required.
The body was removed from the chassis, the so that the
chassis could be straightened. The damage from the drop
at the docks had resulted in poor driving characteristics.
There was irregular body and door fit and the rattles
and creaks in the body’s substructure was a constant
source of irritation to Mr. Greene.
The engine was re-bored and the radiator was sent to
the UK to be re-cored in an attempt to cure a nagging
over-heating problem. In 1967, YX5113 was back on the
road being driven regularly.
In 1970 Mr. Greene had YX5113 repainted dark blue with
black wings which was more in keeping with the style
and character of the car. The only other subsequent
“cosmetic” restorations/modifications were
the replacement of the seat hides, in black, and the
installation of seat belts, 27 years later, in 1997.</s> | 1,777 |
<s>[INST] What is the main topic of the following response? [/INST]
In 1982 Mr. Greene had the body taken off again for
another go at correcting the chassis damage. This time,
all chassis components were removed so that the bare
chassis frame could be repaired once and forever.</s> | 1,778 |
<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> | 1,779 |
<s>[INST] What is the main topic of the following response? [/INST]
Overheating had been an issue for a long time so a
set of Kenlowe electric fans were fitted in 1988. The
overheating continued to be an issue such that the radiator
was removed and again sent to the UK for service in
November 1996. In September 1997 the shutter system
and pipes were rebuilt when the radiator was re-installed
along with the addition of electric fan cowls.
In December of 1997, white metal bits were found in
the oil during an oil change resulting in the return
to the engineer that performed the 1982-1986 mechanical
work. This time the engine rebuild took until 1999 to
complete.
In 2000, an electronic ignition was fitted. In 2001,
a big end failed and the engineer yet again disassembled
the engine and repaired the problem. In 2003, the no.
2 piston crown was holed out. Unfortunately, again the
previous unsatisfactory work was re-done.
Yet, Mr. Greene persevered with YX5113. He continued
with his devotion of time, effort and money in an attempt
to finally correct all mechanical issues so as to have
the reliable motorcar he wanted.
By this time, George was totally frustrated by the ongoing
engine problems and the inability of the engineer to
get it right. He finally switched to another engineer
who was able to sort out the engine by April of 2004.
Since then, YX5113 has performed without issue.
In the midst of the aggravation from the reoccurring
mechanical issues, a rare stroke of good luck occurred
in 2002. A letter was received by Mr. Greene, via Simon
Towle at Club office, from an individual in the UK.
He advised that he found and purchased the original
handbook, no. 47 for chassis YX5113 and did the Club
know if YX5113 was still extant. If so, did the Club
know the identity of the owner?
Mr. Towle immediately forwarded the letter to George
with the seller’s inquiry if he would be interested
in acquiring it for £500? It goes without saying
that the handbook was purchased.
Interestingly, there are handwritten notes penciled
in on the inside back cover that shows the last oil
change and lubrication at 23,139 miles. This was just
before the original owner, John Player sold the car.
It now is with the tools that came with the car. As
a footnote, some of the tools still have their original
canvas pouches.
The original bronze wheel hammer that came with the
car in 1931 is still with the car. It has the engine
number stamped onto it and is the only originally supplied
hammer like that I have ever seen. It is a very rare
item, indeed.</s> | 1,780 |
<s>[INST] What is the main topic of the following response? [/INST]
I have toured with George and had a number of rides
in YX5113. It is a fine performing and riding car that
has survived a large number of miles and not a little
abuse. It is thanks to, in no small measure, the care,
patience and tenacity of Mr. Greene that YX5113 survives
in such original and roadworthy condition in spite the
hardships heaped on it. YX5113 is again a handsome,
reliable, comfortable and road-worthy driver.
2008 photos:</s> | 1,781 |
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It is of interest that some 40 vintage
Bentleys are resident in South Africa (including two
in Zimbabwe). This total consists of 13 3-litre; six
6.5-litre cars (two of which are Speed Sixes), 17 4.5
litre cars; two 8-litre cars and two 4.5 litre re-engined
3-litre cars. Continued...</s> | 1,782 |
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“Master switch on, three fuel
pump switches out, both mag switches out, ignition key
on. Come on, Peter, do keep up...”
Max Girardo, RM Auctions’ European managing director,
flaps a giant diagram of the Bentley’s dashboard
in the general direction of his general manager, who
is swarming all over the car flicking, clicking, switching
and pumping.
“Now, ignition panel switch to position one, hand
throttle closed, ignition master to bottom position,
pump the Ki-Gass three times...”
This is getting ridiculous. How long can it take to
start an engine? And what kind of car actually needs
three fuel pumps and a Spitfire Ki-gass thingy that
whooshes neat petrol into the inlet manifold with all
the subtlety of a garden sprayer?
This one does and I can’t quite get the slightly
horrified expression off my face as I watch the two
men go through the five-minute starting procedure. Australian
Jumbo Goddard’s 1924 three-litre Bentley with twin-turbocharged
eight-litre engine was once the world’s fastest
Bentley, and you’ve really got to want to start
it up. It isn’t something that happens by accident,
or on a whim. You don’t nudge a key and hey presto.
You need to consult a manual and a diagram and follow
a series of complicated instructions
“And press THE STARTER!” Max skips in glee
as Peter thumbs the Bakelite button and with an audible
ring, the solenoid fires the open pinion into the open
ring gear.
Funga, funga, funga! BOP, Bop! The old Bentley starts.
Like, er, wow. We all stand around looking slightly
embarrassed. Then they turn and look at me.
“Weed,” I squeak. I start again, several octaves
lower. “We’d better do a full run-through
so I know what I should be doing before I, er, drive
it.”
Peter and Max look at each other.
“You have driven it, haven’t you?” I
ask. I look from one to the other. The concrete trembles
slightly as the old Bentley does its pawing-the-ground
thing.
Both shake their heads.
Oh no…
Let’s get one or two facts up front here. First,
at least 550bhp. Second, £680,000. Third, 170mph.
Fourth, a centre throttle. And fifth, £680,000.
This big beast is one of the stars of RM Auctions’
Battersea sale next Wednesday (October 29) and I think
they want it back in one piece, preferably without a
Ford Escort jammed between the front dumb-irons.
“It’s a phenomenal piece of kit and unbelievably
fast, but at really high speeds the front sort of takes
off,” Bentley dealer and expert Stanley Mann had
warned me. “It’s going to kill someone one
day. Even when Jumbo Goddard had it, his wife told him,
‘If you drive that thing again, I’m going
to divorce you.’”
Mann looked after the Australian’s car for a short
while and prepared it for sale to Wednesday’s vendor,
an Austrian who, reputedly, hasn’t driven it very
much. I sympathise.
“The engineering is immaculate,” said Mann.
“It’s got all the right bits, dials, switches
and everything.”
One of the first-ever turbocharged petrol cars, Goddard’s
beast is fitted with two enormous Garrett blowers mounted
below the twin three-branch cast manifolds. Bentley’s
eight-litre six-cylinder engine is a rare thing. Just
100 were built before Rolls-Royce acquired the company
in 1931 and, although it is notoriously inefficient,
its design and refinement were sufficient to tempt an
envious Rolls-Royce to bury the project.
Goddard found his example just after the Second World
War in a scrapped ambulance; it cost him £100.
He already owned an earlier and much lighter 1924 Bentley
three-litre from almost new. He had run through a tuning
manual’s worth of performance options, including
more carburettors and a supercharger, but then decided
to fit the eight-litre powerplant. The work was entrusted
to Rolls-Royce and Bentley specialist LG McKenzie, who
rebuilt the engine and fitted it to the three-litre’s
frame, which had been boxed in with another three-litre
chassis to increase its stiffness. The car’s specification
also included eight-litre axles, with telescopic dampers
and hydraulic brakes. Panelcraft created sporting two-seater
coachwork, with British Racing Green leather bucket
seats to match the body and wheels. Goddard speed-tested
the car at Antwerp in 1962, setting a flying kilometre
speed of 222kph (138mph).
This was clearly not enough, and Goddard befriended
Wilton Parker, then vice-president of the Garrett Corporation,
maker of diesel engine turbochargers. Petrol turbocharging
was in its infancy, with the first production example,
the Oldsmobile Jetfire, launched in 1962. Goddard’s
Bentley provided a stiff technological challenge for
Garrett and for Don McKenzie, LG’s son, who had
taken over the project.
The result produced 550bhp at 4,000rpm and, with the
boost pressure preset at 12 psi, 200bhp (at the wheels)
at just 2,000rpm. Before he died, Walter Owen Bentley,
the marque’s founder, saw the car in its turbocharged
state and is reported to have said to Goddard: “You
know, this is just the course of development that would
have taken place if only we had stayed in business.”
Goddard returned to Belgium in 1972 and, after overcoming
difficulties with transmission lubricants, set a fastest
time of 158.2mph. Most people who know the car reckon
it is good for 170mph, although whether that would be
on the ground or in the air no one really knows. Goddard
enjoyed his monstrous machine well into his old age,
doing sprints and the Brighton Speed Trials. He died
in 1983 and the car remained with his widow until the
late 1990s, whereupon it passed through several hands,
including a spell at the Donington Park museum.
Now, as the seconds creep by, the temperatures are slowly
climbing on the clocks. How difficult to drive can it
be?
Very difficult indeed, it turns out, after I confidently
vault into the driver’s seat and look down at the
dashboard. There are no fewer than 13 separate dials,
mostly on the dash but with some out of sight, and 18
or so visible switches. Where to begin?
“Ho! Good luck then!” says Max, scampering
off to the safety of his office with indecent haste
as I manoeuvre what must surely be a couple of tons
of motor car around a car park the size of a guinea-pig
hutch.
Graunch, rattle, grate, crash… the gearbox takes
some learning and it’s easy to forget to replace
the reverse detent, with potentially crippling results
on the move. The clutch, though, proves light and, once
rolling, so does the steering. That centre throttle
is a nightmare, but the action is beautifully engineered,
with 13 bell cranks and a similar number of tiny cross
shafts taking the movement from the pedal and distributing
it evenly between the individual two-inch SU carburettors
mounted at either end of the engine.
GRAUF! Grauf. The old Bentley makes me look almost competent
as it rumbles out of the car park and into Southend’s
busy traffic. With my legs straight out ahead and the
steering wheel in my chest, it’s an acquired style
of driving and not totally unpleasant, though my heart
leaps when I hand-signal left and the open tyre grabs
my coat sleeve like an angry crocodile and tries to
drag me out of the seat and into the wire spokes. Meanwhile,
engine heat pours back though the firewall and the big
steering wheel twitches and twists with each tiny surface
change.
“Right brake, right brake,” I mutter under
my breath. Even so I almost collect a couple of tiny
hatchbacks, the first when it completely disappears
behind the Bentley’s imposing radiator grille,
the other when I leap on to the throttle instead of
the brake. With this much power, you don’t make
that mistake twice.
In fact the beast is surprising docile at low speeds;
the ride is good, the steering light and direct, the
visibility is superb. I have no idea what most of the
dashboard is telling me, but when I smell a hot engine
I pull a button marked “Fans” and see the
ammeter register a slight drain, so that’s OK.
Finally the road clears, I open the throttle and the
Bentley gathers speed like an approaching storm. You
can’t really compare this acceleration with mere
cars. There’s a latent energy that just doesn’t
exist elsewhere in the automotive world, but no sense
of stress, just a deepening exhaust note as the driveline
takes the strain like a tug-of-war team pressing their
hobnailed boots into the turf. Then at 2,000rpm in second
gear the rear tyre swishes into wheelspin with a ring
of smoke standing just off the tread an inch from my
elbow. Gadzooks! The rest of the car appears to be driving
just as normal. Weird. Try it again and whizzzzzz, the
same thing happens: the tyre just spins up.
In third gear the L-section Dunlop racing rubber slips
and then grips and the Bentley pours on speed like some
meteoric mastodon. It feels bigger and heavier the faster
you go, and I have to admit to being slightly horrified
at the power and speed and feeling as though I were
only partly in control of this gargantuan machine. On
tiny Essex roads the Bentley needs very careful handling
and huge concentration, but it’s also quite the
funniest thing to drive…
Who will buy it?
While Jumbo’s Bentley is a unique testament to
one man’s fascination with the marque, it remains
something of a charging elephant to drive and a white
elephant to own. It’s a great Bentley Drivers’
Club car, but with those turbos it’s not particularly
welcome to compete against other Bentleys. The engineering
is wonderful, but it needs a skilled engineer to keep
it fighting fit and that’s not cheap. RM Auctions
staff whisper names such as Jay Leno, the American talk-show
host, who already owns a tank-engined special and a
naturally aspirated Bentley 3/8.
You’d certainly need Leno’s appreciation of
engineering to enjoy this car fully and Leno’s
deep pockets to afford the bounteous fuel consumption.
Either way, it’s Lot 253 in the sale on Wednesday,
and with the estimate almost three times the value of
my house, Mrs English has taken my chequebook away.
If you can afford it, and if you can start it, you’ll
probably want to own it.</s> | 1,783 |
<s>[INST] What is the main topic of the following response? [/INST]
It is cold in the northern half of
the planet and while those to the south are enjoying
their Vintage Bentleys, the rest of us have our cars
"tucked in" for the winter or at the most
take short drives. It is a good time to think about
maintenance.
You will find a new write-up on the home page of this
web site, titled Restoration
Update, that introduces you to our Restoration section,
if you are not already familiar with it. Still in its
infancy, we are making progress to become the world's
largest source of Vintage Bentley restoration information.
You are all invited to contribute information.
Instruction Books are a good place to begin. If you
do not have one, please go to our restoration section
for Instruction
Books and you will see "one" for each
model.
Reading your Instruction Book is obviously important
and it is surprising how many owners do not have one.
Need one? Just request
us to sen you a copy.
There are variations of all
of the Instructions Books and if you have one that is
different please share it here with the Vintage Bentley
community.</s> | 1,784 |
<s>[INST] What event is described in the following response? [/INST]
I must start this story from the beginning
and that is well before we set out from Rawalpindi in
a 4½ litre (1929, chassis RL3431) for England.
It will also be noted that, had there been no Bentley
Drivers Club, there would have been no journey, at least
as far as I am concerned.
In July last year I was posted to the Pakistan Air Force
Academy for a one year tour. Naturally, before I went
I consulted my B.D.C. List of Members and discovered
there was only one member in Pakistan, who, however,
lived in Rawalpindi. I was working near Peshawar and,
as it turned out, frequently went to Rawalpindi for
the week-end. It was clear that before long I would
be able to see "member H.18." ...
continued...</s> | 1,785 |
<s>[INST] What details can you share about the following response? [/INST]
Forget the sat-nav and all those high-tech,
brightly lit instruments. If you're looking for a car
with true dashboard derring-do, then this specially
modified 1924
Bentley 3/8 litre sports roadster is the vehicle
for you.</s> | 1,786 |
<s>[INST] What details can you share about the following response? [/INST]
With more knobs, dials and buttons
per square inch than your average aircraft, this classic
car requires a driver with a sure hand, fast reflexes,
and an ability to monitor a terrifying array of instruments
all at the same time — and that's just to get the
car started. But as the dashboard proves, this is no
ordinary vintage car. With a top speed of 170 miles
per hour, this customised Bentley could give many modern
cars a run for their money.
Bought in 1928, by an Australian marine engineer names
John 'Jumbo' Goddard, for the princely sum of £350
(about £15,000 today), the car was altered by
Goddard in 1954 when he replaced the original three-litre
engine with a Bentley eight-litre motor he had bought
second-hand after the war. The car was also given a
new sporty body and hydraulic brakes — a necessity
considering the astonishing speed the vehicle was now
capable of.
Its specifications are unique for a car of its type:
550bhp, eight-litre inline six-cylinder engine with
dual SU carburettors and twin Garrett turbochargers,
heavy-duty Bentley live axels and four wheel hydraulic
brakes.
It was one of the 98 vintage, rare and valuable cars
auctioned by RM Auctions this week at a special London
sale, including a 1955 Ford Thunderbird formerly owned
by John Travolta, and the 1963 Ferrari 250 GT SWB California
Sydre driven by Cameron Diaz in the Charlie's Angels
movies.
The unique Bentley attracted bids of £475,000,
but failed to sell.
Any new owner should take heed, however. With such a
complicated process of ignition, it takes close to five
minutes to start the car, and at high speeds the front
has a terrifying tendency to take off. So fast and furious
is this motor that Jumbo Goddard's wife once warned
him: "If you drive that thing again, I'm going
to divorce you."</s> | 1,787 |
<s>[INST] Who are the main participants in the following event? [/INST]
In 1929, Dr. William Leib, an American
physician residing at 118 Hillwood, Hillsborough, California
ordered a new Speed 6 Bentley. The chassis number SB2769
came with engine number SH2729. He ordered his car through
Rootes Ltd. It is an 11’-6“ chassis, the shortest
available for speed sixes and came with a 13/50 differential
and a short steering column. The Bentley factory records
in the BDC archives show that the car was for export
and that the body was built in France.
To clothe this wonderful chassis, Mr. Lieb chose one
of the pre-eminent French coach-building firms to design
and build the body. Saoutchik Cromos Paris – Neuilly
was that selected builder who designed and built the
unique three-position drop head coupe.</s> | 1,788 |
<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> | 1,789 |
<s>[INST] What event is described in the following response? [/INST]
SB2569 is a very low mileage car having
traveled only 11,400 miles since new. There have been
only 4 owners over the 78 years since the cars original
date of delivery. They are 1929, Dr. William Leib; late
1940’s or early 1950’s, Don Blank, Burlingame,
California; early 1980’s, Robert Martin, Houston,
Texas; May 1999, Lawrence Smith, Wichita, Kansas.
While in the ownership of Mr. Martin, SB2769 was completely
restored in the UK. This writer attempted to contact
Mr. Martin to no avail. Consequently, all information
about SB2769 during Mr. Martin’s ownership remains
a mystery unless readers can shed light on the history
of this car.
As was noted earlier, SB2769 was painted a shade of
cobalt blue with the polished aluminum swaging line
around the outer edges of all wings. The swaging lines
were exaggerated on the inner portions of the front
wings and give a very attractive styling flair to the
frontal view of the body.</s> | 1,790 |
<s>[INST] What details can you share about the following response? [/INST]
The subtle styling accents are so typical
of the premier French coachbuilders. Yet, the body of
SB2769 is restrained when compared with the very exaggerated
bodies of some Delages, Talbot-Lagos and Delahayes amongst
others. Such “swoopy” designs were typically
crafted by the great houses of Saoutchik, Figoni et
Falaschi and Le Tourneau et Marchand in the 1930’s
and 40’s.
The coachwork tastefully blends traditional “vertical”
British styling elements such as radiator, door, window
and hood lines, carriage-type door handles with the
French accents. The door bottoms are nicely rounded
so as to break up the severity of too many horizontal
lines in the lower portion of the body work. This body
is one of the earliest on a vintage Bentley to include
an integral boot as part of the coach work. The look
is very nicely balanced from all perspectives.</s> | 1,791 |
<s>[INST] What details can you share about the following response? [/INST]
There is a complete set of luggage
as originally fitted in the boot. The original cases
remain with the car to this day.</s> | 1,792 |
<s>[INST] What is the main topic of the following response? [/INST]
The split windscreen is a shallow “V”
and is slightly slanted. Both sides open for ventilation.
There are two side-mounted spares. The chassis side
rails are covered with louvered valance panels to finish
SB2769’s clean appearance.</s> | 1,793 |
<s>[INST] What event is described in the following response? [/INST]
There are four tubular front and four rear bumpers
with cast aluminum tips. All of the exterior bright
work is nickel silver. At the center of the rear bumper
is a Saoutchik coach builder’s badge. There are
also badges on the valence panel and the door sills.
The original color scheme, accented with polished aluminum
swaging lines and nickel silver trim with the light
canvas top, must have been striking indeed.</s> | 1,794 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
SB2769’s interior, although containing all of
the instrumentation traditionally supplied with the
chassis, departs from the traditional finishes in a
material way. The most obvious difference is dashboard,
dashboard capping rail and the door capping rails. They
are all finished in nickel silver.</s> | 1,795 |
<s>[INST] What event is described in the following response? [/INST]
The interior is finished in magnolia leather with the
canvas hood fully lined with a fitted beige wool headliner.
All together, a very elegant design fitted into a traditional
British “clubby” leather and wool atmosphere.
It all comes together very tastefully as the fine French
coachbuilders can do.</s> | 1,796 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
Although the mileage by the 1980’s was very low,
the decision to restore SB2769 was made and the car
was cosmetically restored. It is assumed that the mechanical
systems required little attention. The paint color was
changed from the original cobalt blue to a medium brown.
The interior and canvas colors remained much the same
as when new.
The head lamps were changed to period Marchal’s
and a matching Marchal spot lamp was added making for
a very striking appearance. Subsequent to the restoration
in the UK, SB2769 was displayed at Kensington Gardens.
There is a period photograph documenting its appearance
then with a ribbon hanging from its radiator cap.</s> | 1,797 |
<s>[INST] What event is described in the following response? [/INST]
Wheel discs, spare tire covers and a second matching
Marchal spot lamp were added by the current owner. All
of these changes, although not originally supplied as
best can be determined, add to the finished appearance
of the car today. They make for a very refined, somewhat
art-deco look and is an utter pleasure to view. This
is, quite simply, one of the most handsome vintage Bentleys
ever created. The current owner displayed SB2769 in
August of 2001 at the Pebble Beach Concours and was
honored with a First-in-Class award.</s> | 1,798 |
<s>[INST] Who are the main participants in the following event? [/INST]
SB2769, it is a stunning one-of-a-kind motorcar. It is
a significant part of its owner’s collection of
important cars and is occasionally driven. The appearance
of the car as it appears today is shown in the following
photographs.</s> | 1,799 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
Of the 665 4½ liter cars manufactured
by Bentley Motors, only one had a body built by Thrupp
& Maberly. It is chassis number MR3390, engine number
MR3393.
The original purchaser, W. M. Wallace, Jr., then residing
at Stirling, Scotland ordered the 10’ 10½”
chassis with 15/53 diff. and “C” gearbox.
It was also equipped with the Tecalamit one-shot lubrication
system fitted by the factory. The centralized lubrication
system was a highly unusual feature on a 4½ liter
chassis, it being more commonly supplied with the 8
liter chassis. The open sports tourer body created by
Thrupp & Maberly (body no. 5187) is unique to this
car. The original UK registration mark was MS34.</s> | 1,800 |
<s>[INST] What event is described in the following response? [/INST]
It is very handsome design, originally
having two doors, a vertical windscreen, razor-edged
wings and a collapsible second windscreen for the rear-seat
passengers. The doors were to the nearside front and
the offside rear. The spare tire mount was also unique
to this car. They built no other like it. The car was
delivered on My 14, 1929 with the standard factory 5-year
guarantee effective through May 17, 1934.</s> | 1,801 |
<s>[INST] What event is described in the following response? [/INST]
MR3390 is a car that was driven by
Mr. Wallace, and some of its successive owners, with
great enthusiasm virtually from the beginning of its
existence. There is a substantial record of an extensive
rallying history.
The factory records were kindly supplied by Alan Bodfish,
who has been so very helpful with these articles, out
of BDC archives. They show that MR3390 quickly accumulated
the miles while being driven by Mr. Wallace. By November,
1930 the car was serviced with 15,850 on the clock;
23,658 by September 1931; by December 1932, 35,584;
by May 1933, 36,667; 1934, 43,555; December 1935, 52,793;
and by May 1936, 55,436 miles were recorded in the factory
records. The 1936 service was the last with a mileage
entry.
In early 1932, there is an interesting notation in the
records. There is the statement that MR3390 had been
entered in an RAC Rally on March 1st “without permission.”
As consequence the factory warranty was voided.
Bentley Motors had been known to terminate the factory
guaranty on any car that was raced without factory permission.
There is no notation that any action was taken with
respect to MR3390. John Thompson, a former owner, confirmed
that the warranty was, in fact, terminated.
After finding that this car had an extensive rally history
I rang Tim Houlding to ascertain what he might have
in his personal files as the BDC records had little
rally detail. He went into his files and found some
very pertinent information about MR3390. He has kindly
provided information pertaining to MR3390’s and
Mr. Wallace’s rally history. These were extracted
from Tim’s copy of British Rally Drivers
– Their Cars & Awards 1925-1939 by
Donald Cowbourne. The car was entered in the following
Rallies driven by Mr. Wallace:
1932 – Royal Automobile Club Rally entry no. 368,
result 157/232
1932 – Royal Scottish Automobile Club Rally entry
no. 125, result 5/87
1936 – Royal Scottish Automobile Club Rally entry
no. 23, result 17/22
1938 – Royal Scottish Automobile Club Rally entry
no. 208, result 18/32
BDC archives, however, contained numerous period photographs
of MR3390 being driven in various events. Upon magnification
of the photos, the events were able to be identified
coinciding with the listings identified by Cowbourne:</s> | 1,802 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
The maintenance of MR3390 continued
to be noted by Bentley Motors in the factory records
up to 1938 at various service facilities in Scotland.
It can only be assumed that this was while MR3390 was
still in the ownership of Mr. Wallace.
According to the history of MR3390 assembled by Wayne
Kennerley, the car remained in the ownership of Wallace
until 1945. Wayne Kennerley is amassing data on W.O.
Bentley cars that had been in service in South Africa.
He has generously made his information available to
this writer for MR3390. He had done the same for the
first two cars in this series of articles (TB2542 and
YX5106) that, by sheer coincidence, also have a South
African connection.
In addition to the ownership history, Mr. Kennerley
has also shed light on the changes to the body configuration
of MR3390. Mr. Kennerley asserts that the coachwork
was modified in 1938. The extent of the work included
the changing of the windscreen from a vertical frame,
as seen in the original photo, to one having a 2 inch
slant at the top which can be seen in the later photos.
An additional nearside rear door was added and the rear
windscreen was removed.
Much of the history was confirmed during this writer’s
telephone conversation with Mr. John Thompson in April
of 2007. He owned MR3390 from 1965 to 1989 in South
Africa. Mr. Thompson, I am pleased to report, is alive
and well living in Guildford, Surrey. Mr. Thompson also
added that the front seat was changed from its original
twin bucket seat configuration to a bench seat. The
wheels were changed from the original 21 inch to 19
inch. These changes remain with the car to this day.
Mr. Thompson recalls that the reason for the changes
is that Mr. Wallace had started a family thus precipitating
the modifications.
There exists a period photograph of MR3390 with a new
UK registration mark, WG8032, which indicates that either
Mr. Wallace purchased another car and had the original
registration mark (MS34) moved to the new car; or, there
was a change in ownership by the time this photograph
was taken and Wallace elected to retain MS34. The original
vertical windscreen is still evident. Consequently,
one can assume that this new registration number was
issued prior to the body work alterations c. 1938 (?).
Mr. Thompson recalls the year of the body changes to
be 1935. This is in conflict with photos of the car
participating in various rallies. These date the car
if one relies on the information provided by Cowbourne.
Consequently, a bit of a mystery still remains as to
when the alterations to MR3390’s body were made.
The factory service history during Mr. Wallace’s
ownership ceases with the notation of sending two 6-volt
batteries in 1938. Could there have been a change of
ownership around that time? Was the new owner, if any,
the one that ordered the changes to the body work? It
is not unknown for an existing or new owner to make,
what are essentially “modernizations,” to
a coach built car to suit his particular taste and requirements.
Perhaps our BDC readers can shed some light on this
bit of a mystery.</s> | 1,803 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
There exists another period photograph
of MR3390 with the second UK registration mark showing
it participating in yet another rally, allegedly the
Eastbourne Rally. The photograph clearly shows that
it was taken subsequent to the changes to the body work
which shows the windscreen to be slanted at the time
the photograph was taken. Upon magnification of the
photograph, the entry number begins with a “5”
which does not coincide with any of the entry numbers
assigned to Mr. Wallace as cited by Cowbourne.</s> | 1,804 |
<s>[INST] What event is described in the following response? [/INST]
Mr. Kennerley’s files provide
that MR3390 was sold to G.A. Gordon-Watson in South
Africa in 1960. Following Mr. Gordon-Watson’s ownership,
MR3390 was then sold on to John Thompson of Pietermaritzburg
in 1965 who owned the car for 24 years.
Mr. John White, a long-time BDC member and vintage Bentley
owner in Capetown, recalls MR3390 in the ownership of
Mr. Thompson from about 1972 on. Thompson and his brother
Ian owned a Datsun agency at Pietermaritzburg and both
were very active in rallying their cars.
As an aside, Ian Thompson owned a ’28 4½
(TX3237) that John White purchased. It is still owned
and driven by Mr. White.
Mr. White was the organizer of the Port Elizabeth Rally
for 13 years and MR3390 participated regularly in that
event. John also ran the South African Veteran and Vintage
Association which is affiliated with FIVA. He further
recalls that Mr. Thompson drove MR3390 in numerous FIVA
South African rallies as well as a few South African
National Rallies. The rallying spirit of the original
owner seems to have remained with MR3390 and continued
with Mr. Thompson.
A photograph exists from 1970, taken in South Africa,
with the South African registration mark, NP31997. MR3390,
entered and driven by Mr. Thompson, was photographed
on the 1970 Bill Milligen Memorial Rally with the slanted
windscreen and the original wings but painted a dark
green by that time.</s> | 1,805 |
<s>[INST] What is the main topic of the following response? [/INST]
It was during this period in South Africa that the
original Thrupp & Maberly razor-edged wings were
replaced with locally fabricated Vanden Plas-style wings
which are currently on the car. According to John Thompson,
this change was necessitated by the deterioration of
the original wings after forty-plus years of “spirited”
driving. Fortunately, the original wings were not destroyed
but were kept and stored by Mr. Thompson. There is yet
another period photo of MR3390, still in South Africa
while on yet another rally, showing the new style wings.</s> | 1,806 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
In 1989 Mr. Thompson sold MR3390 through Stanley Mann.
The registration mark assigned to the car upon re-entry
into the UK was DS8226 and is with the car today.
The car was purchased by an American, Mr. Charles Mallory
of Connecticut, USA who imported the car into America.
The car was driven sparingly while in his ownership.
As a small footnote, MR3390 in the ownership of Mr.
Mallory, was one of the first cars this writer inspected
when I commenced my search for a vintage Bentley in
1990-1991. MR3390 was effectively the car as it appears
today when I saw it then, save for a different paint
scheme.
Mr. Mallory ultimately sold MR3390 to Dr. Lynn Boynton,
an avid vintage car enthusiast and driver, resident
in Wisconsin and Florida, USA. Lynn drove the car very
little. He is really a Silver Ghost man and is a past
chairman of the Silver Ghost Association.
Dr. Boynton, with kind assistance from Tim Houlding,
located and purchased the original Thrupp & Maberly
wings from John Thompson with the intention of having
them reunited with the original bodywork. One rear wing
still retains the South African national identity mark.</s> | 1,807 |
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In 2004 Dr. Boynton sold MR3390 to Don Meyer of New
Jersey, USA. Mr. Meyer drove the car on two North American
Vintage Bentley Meets in 2005 and 2006. This writer
had the opportunity to photograph the car on those rallies.
The rallying spirit of Mr. Wallace continued during
Don Meyer’s ownership.</s> | 1,808 |
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In early 2007 Don sold the car to Mr. Charles Crail,
a vintage car dealer, at Santa Barbara, California.
The car has now been sold to Mr. Scott Gulley of California.
MR3390, as it now appears, with its new owner who will
hopefully continue driving MR3390 in the spirit of Mr.
Wallace.</s> | 1,809 |
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Collector cars are not unlike their
owners in that they can progress through stages in their
lives. A car has a birth, active life, middle age and
maturity, then old age. Then, sadly most finally expire
after a long and active life, many with ignominious
ends. The subject car, YM5044,
went through such a progression and even had a burial.
Forty years after its interment, it then rose like Lazarus
from the grave to again join the living.
The mechanical genius of W. O. Bentley, on occasion,
is fully complemented by the styling genius of a coach
builder. The result is that some cars are extraordinarily
beautiful as well as being mechanically superb. A few
could, perhaps, be viewed as graceful mechanical works
of art. YM5044, in this writer’s opinion, is such
a motorcar.
The ravages of wear and tear, time and/or their owner’s
indifference has exacted its toll on many beautiful
cars over the years. Whether intentional or not, many
have been grossly abused, neglected and even abandoned.
They sometimes end their useful lives as derelicts,
unappreciated and abandoned. Many exceptional cars have
gone to the wreckers and are gone forever. A few which
escaped, when found, are totally bereft of any trace
of their original beauty. Such was nearly the fate of
YM5044.
Fortunately, there are passionate enthusiasts who have
rescued many cars that were (are) in deplorable condition.
Their passion for the marque caused them to subsequently
commit substantial time and financial resources to bring
a vintage Bentley back from the dead. Such an owner
is William Ruger, Jr. of New Hampshire, USA, the current
owner of YM5044.</s> | 1,810 |
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This 8 litre with its original engine,
YM5044, is a 13’ long chassis type. It was completed
and delivered in 1931. The chassis has all of the usual
refinements of the 8 litre cars. The unique coachwork
is by Lancefield. It was designed and executed as a
true tourer. This true one-of-a-kind design is the only
body erected by Lancefield on an 8 litre chassis. It
is one of only six 8 litre cars originally configured
as a tourer. The original registration mark is GX6152.
Originally a second windscreen was fitted to shield
the rear-seat passengers from the buffeting suffered
by riders in the rear seats of open cars. The front
wings are razor-edge helmet-types. A valence panel covered
the chassis frame from the front wing to the middle
of the spare tire.
The abbreviated running boards extend from the front
doors to the traditionally-styled full rear wings. There
are no side windows or screens. There were two side-mounted
spares. Interestingly enough, ace wheel discs were mounted
on the spare but not the road wheels. There was a small
hatch at the back of the body work. This allowed for
very limited storage beneath the hood stowage compartment.
The top is a full “disappearing hood” configuration.
There is a hinged metal lid immediately behind the rear
seat which covered the hood mechanism and fabric when
lowered. It provides for a very tidy and attractive
appearance with the hood down.
Before the restoration, when the hood was erected YM5044
has an unfortunate clumsy appearance. The hood fabric
was affixed to the rear body work in front of the hood
stowage compartment lid. It appears as if its design
and placement was an afterthought.</s> | 1,811 |
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The original paint scheme was a painted
silver body with maroon wings and wheels. It was not
polished aluminum as has been rumored. It must have
made a striking appearance when new.
The Lancefield bodywork included front helmet-style
wings, abbreviated running boards and high waistline.
All of this resulted in giving YM5044 a long, sleek,
elegant look that is now a pure joy to behold.
Esthetics notwithstanding, the long narrow body has
relatively limited room. Both the front and rear seats
are bench-types. Swathed in pleated hides, they are
very comfortable, but can accommodate four adults only.
There is no room for luggage or any cargo whatsoever.
It is a much narrower car than YX5106, the 8 litre Thrupp
& Maberly drop head coupe covered in the June 2007
issue of the REVIEW.
It never ceases to amaze this writer that the open 8
liters are such large cars but have such limited carrying
capacity. One wonders what the owners did with their
luggage? If touring with luggage is envisioned, then
YM5044 provides comfortable touring for only two.
All four doors have flap pockets fitted for maps and
other hand items. The rear doors have beautifully finished
recessed fitted wooden cubbies with scent bottles.
The instrumentation is standard 8 litre. The speedo
was out of the car being re-calibrated when it was photographed
for this article.
According to the factory records in club archives, YM5044
was sold by Bentley dealers Jack Barclay & Jack
Olding Ltd to its first owner, a Mr. Prescott of Suffolk,
in 1932. This was after Bentley Motors went to the receivers,
of course.
The current owner has the two original buff log books.
They are both the initial and the subsequent book stamped
“duplicate” with a date stamp of 5 Dec 55.
When these log books still exist they provide invaluable
and irrefutable documentation of a car’s ownership
history.
YM5044, was registered in the name of Edward Clifford
Prescott, 10 Heathview Gardens, Putney Health, SW 15
on 11/5/1932 by the London County Council. The first
change noted in the original logbook shows a change
of address for Mr. Prescott. Mr. Prescott moved to Westhorpe
Lodge, Westhorpe, Showmarket, East Suffolk. He registered
the car with the East Suffolk County Council on 17 April,
1952.
The second change shows that a new owner, Henry Russell
Jones, Ty Derwen, Llanfair. D. C, Ruthin, North Wales,
registered YM5044 with the Denbigh County Council on
19 July 1952. Mr. Jones paid the road tax for 1952 (£29.10.9),
1953 and 1954 (£12.10.0 each).
The third change in the first log book shows an ownership
change to Mr. David Edmund Cleaton Roberts c/o Westminster
Bank Ltd, 84 Kensington High St., London W.8, date stamped
by the London County Council on September 12, 1954.
The London C. C. road taxes for 1955 to December 31,
1959 are shown as paid by Mr. Roberts. It is interesting
to note that full-year road taxes were paid through
1956. Starting in 1957, payment of the road tax was
made quarterly. The last recorded payment on October
12, 1959 for road tax through December 31, 1959. It
is a fair assumption that YM5044 was taken off the road
starting on or about January 1, 1960.
As an aside, Tim Houlding advises that the Ministry
of Transport caused the owners of cars to have their
vehicles inspected annually commencing in the early
1960’s. Many older cars were taken off the road
by their owners as they had no chance of passing technical
scrutiny. It was not uncommon that cars were simply
scrapped as the expense of bringing them up to scratch
was simply prohibitive. Perhaps this applied to YM5044
and contributed in whole or in part to its being taken
off the road.
There is a final change on the duplicate log book showing
an address change for Mr. Roberts to 5 Queens Road,
Teddington, Middlesex TW11 0LX. It is signed by Mr.
Roberts but is not date stamped. In light of the assumption
that TM5044 was taken off the road as of 1960, the car
remained in storage in the ownership of Mr. Roberts
for 44 years. The log book’s data questions the
37-year storage that has been mentioned in the Christies
catalogue and the articles in The Automobile
and Octane.
The factory records in club archives contain few entries,
ending in 1937. All of the entries relate to the factory
sending parts to various garages in 1934, 1935, 1936
and 1937. The car was laid up during WWII and, in fact,
was stored in the basement of Jack Barclay’s palatial
showrooms in central London.
Early on, Mr. Roberts entered YM5044 in numerous automobile
competitions. They were organized by the BDC and the
VSCC. These included the Firle Hill Climb at Eastbourne,
BDC events at Silverstone and the Brighton Speed Trials.
Although comparative records do not exit, this has to
be one of the few 13‘ 8 litre cars with a competition
history.</s> | 1,812 |
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One can see that YM5044 was in good
condition in these photos with what looks like the original
paint scheme. There is no apparent damage after 23 years
or so. The cowl over the front of the rear compartment
had been added by this time. It is not known by whom
or when.
A photograph exists showing YM5044 coming away from
the start at the Brighton Speed Trials on 3 September,
1955. Mr. Roberts is piloting YM5044 against Bob Gregory
in his Speed 6.</s> | 1,813 |
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Mr. Roberts was a very private individual and little
is known of him and what he did with the car. It is
known, however, that he had LC Mackenzie install triple
S. U. carburetors and twin electric fuel pumps to give
the car more power along with the required additional
fuel supply.
When Mr. Roberts took YM5044 off the road it was not
the simple process that most of us think of. At some
point Mr. Roberts parked his car in his garage and bricked
it up for safe keeping. It is the “burial”
referred to at the beginning of this article.
YM5044 next saw the light of day in 2004 when Mr. Roberts,
then in his eighties, decided that he would never drive
the car again. Mr. Roberts was interviewed for an article
in the June 2004 issue of Octane magazine.
It was then that YM5044 was unearthed and prepared for
the Christies auction. In the article he confirmed the
original color of the car, why he bought it, the modifications
he made and the competitions he entered.
It was re-commissioned with relatively little effort
in preparation for the Christies sale. According to
the Octane article, the original magneto
still had a good spark. Once the carbs were primed and
the engine fired up, it purportedly ran well. Surprisingly
after the decades of accumulated crud was blown out
of the silencers, the engine ran clean.
Sadly though, by that time of its “resurrection,”
the car was seriously deteriorated. The tin worm had
had its way with the metal beneath the paint. The same
applied to the leather, fabric and wood courtesy of
the local rodent population. Parts had also gone missing.
YM5044 needed a total “ground up” restoration.</s> | 1,814 |
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Bill Ruger, Jr. had the vision and passion to purchase
YM5044 at the Christies auction. He became the cars
fourth owner in its then seventy-two year history. YM5044
was subsequently put into a container and transported
to the United States. A comprehensive restoration by
one of the foremost restorers in the USA followed, being
completed in early 2007.
During the restoration, Bill made several changes to
the car. He did, however, leave the triple S. U. Carb
set-up intact as installed by Mr. Roberts.
He added a full-flow oil filter and removed the second
windscreen and cowl. The clumsy looking hood canvas
attachment point was moved from the front of the hood
compartment lid to the rear of the body work. The hood
frame itself was not modified. This is not only a more
practical application but makes for a much more attractive
appearance. More than one observer has noted that the
car actually looks better now with the hood up, rather
than down.
The twin side-mounted spares were removed in favor of
a single rear-mounted unit. This was another esthetic
improvement which filled in the clumsy open space between
the main body tub and the petrol tank. This change now
makes YM5044 appear even longer and more graceful. Wheel
discs to all road wheels were also fitted for a nicely
finished and clean appearance.
Inasmuch as the rear storage area was almost useless
as it was so small. The bodywork was closed up as access
to the storage compartment was now eliminated by the
placement of the new spare mount and tire.
The changes to the body make for a much more harmonious
appearance. A most satisfactory result finished off
in with black paint with light tan hides and canvas.
Following YM5044’s comprehensive restoration, Bill
entered his car in the March 2007 Amelia Island Concours
in Florida. It was awarded the Most Elegant Bentley
trophy. Well deserved recognition for another extremely
handsome and important vintage Bentley.
This is not, however, a “trailer queen” for
showing only. Bill drives it often and was an enthusiastic
participant in the May 2007 North American Vintage Bentley
Meet in New York. There was rain, mud and dirt and Bill
drove is car “con gusto.” It is truly a feast
for both eyes and ears!
What a fitting condition for YM5044
after the travails it has suffered over the years. Another
important car, nearly lost, is now restored to stunningly
beautiful condition.</s> | 1,815 |
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Day 1
The following Bentleys entered: 1924 3 Speed, W. &
T. van Huystee; 1928 4-1/2, W. & C. Koehne; 1929
4 1/2, Roger Morrison, 1931 4/8, Kurt Furger & Derek
MacNeil, 1933 4-1/4 Offord, Miles & Parker Collier.
On Monday afternoon Sept 15th Derek & Kurt set off
from Conifer, Co to Vail for the start of the 20th Colorado
Grand Rally. 80 cars were invited from 150 applications.
25 Ferrari’s (incl. a TR 59 one of 4), 15 Jags
(D-type, 3 C - types, XKSS’s, SS 100, and XK’s),
13 Alfa’s (2 8C’s, 2 6C’s. 6 Bugatti’s
(37A, Type 57), 5-Bentley’s and many other great
racing and sport cars (Delahaye, MG, Maserati, Aston
Martin etc.) One of the main attractions is the ability
to use the cars to the full extent on public roads of
Colorado with the supervision and authority of the Colorado
State Troopers. A drivers meeting in the afternoon and
a formal welcome dinner set the stage. It reminded us
of a sales meeting with loud music, car slide show and
speeches.</s> | 1,816 |
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Day 2
On Tuesday we left Vail for Paonia and Durango, covered
350 miles across several mountain passes. Lunch was
provided by the whole town with 24 home made desserts
and local pears, apples and peaches. Derek got used
to the clutch and gearbox allowing Kurt to relax and
enjoy the wonderful scenery. One of the F cars was a
little over zealous and met the side of the mountain
and then the guard rail, no injuries but a hurt ego
and some expensive body work, However he continued and
finished the Grand. Going into Durango Kurt was chased
by an XKSS requiring a spurt to a three digit speed
to keep him at bay. The morning parking lot activities
were fascinating, A lot of noise and smoke starting
up the Bugattis and Ferraris, pushing the Delahaye and
last minute cleaning of spark plugs.</s> | 1,817 |
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Day 3
The third day started with 35°F temperature requiring
full gear driving to Lake City and Crested Butte. Lake
City is an old mining town and the whole town came out
to provide lunch in the town square. Motoring was fantastic
over more mountain passes and thru canyons. Derek begged
Kurt to slow down on top of the ridges with no guard
rails (omitted in Colorado to facilitate snow removal).
Under the helm of Kurt we were able to overtake uphill
four Ferraris and a 4½ liter Bentley (Swiss alpine
driving skills!). Sea levels cars seem to loose up to
40% horsepower above 10000 ft; our 8 litre engine is
apparently immune to that having acclimatized well.
Kurt and Derek enjoyed the Bentley so much they took
a 50 mile detour in Amont along the river with fly fisherman
and cows on the road. (picking up a quantity of cow
shit on the fenders.) A cold front hit us as we drove
into Crested Butte requiring full gear again. Another
day of 10 hours of motoring.</s> | 1,818 |
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Day 4
Today we went from Crested Butte to Hotchkiss to Grand
Junction. Derek took the wheel in the morning leading
the pack thru the fastest run of the rally. Guided by
the trooper we were waved on to go!!! Averaging XX mph
for several hours enjoying the Rio Grande and the other
cars in the rear view mirror. In all the excitement
Derek yelled “Bears” and Kurt went for the
camera hitting the race driver with the elbow in the
face, only to find out that we passed two cows from
behind. Kurt had to put cold water on Derek as he was
starting to confuse the Bentley with his Dodge Viper.
The Grand social scene is 80% male and 20% fast trophy
wives. Even though a lot of the participants participated
10 or 20 times before, we were welcome into this fraternity.
Obviously when it came to discuss the number of cars
one owned we had to steer the conversation to today’s
economic issues. The average value of the cars was around
a million, however all the cars were driven hard dispite
their value. Germans, Argentineans, British and Italoamericans
driving Ferraris — in some cases... that section
should be cut.</s> | 1,819 |
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Day 5
Today we took on a couple of guest passengers allowing
Derek to ride in an Alfa and Ferrari. The ride took
us from 90°F to Grand Junction to Meeker, Rifle
and back to Vail. Each morning started with the Grand
Gazette on the breakfast table and this edition warned
drivers of local police activity on route 13. Unfortunately
2 drivers did not read the warning and almost got jailed.
Again had lunch on the lawn with the local dental staff
from Meeker enjoying peach cobbler and barbeque. The
town of Vail turned out to welcome the safe return of
the 75 remaining cars. Only 5 did not make it and were
terminated on day one. Some 25 cars experienced technical
difficulties, including fires, electrical problems and
ignition issues and many flat tires. We were spared
of problems, even though we started without a dynamo,
running on spare batteries, the first W.O. hybrid. The
car started up every time on the first click and was
tuned to perfection; John (Swiss tech) had the Bentley
humming along the Colorado skyways. We were complimented
as the first ones to drive a vintage Bentley hard and
fast for most of the time. The new Blockley tires were
fantastic in the corners adding to additional traction.</s> | 1,820 |
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Day 6
50% of the entry fees go to charity complimented by
sponsors and auctions. The contribution this year amount
to $230.000. The quality of the cars was exceptional.
On departure day, after covering some 1100 miles in
four driving days, the cars were displayed in Lionshead
village in a nonconcourse event; respecting the founder
Donald Sutherland wish not to clean the cars during
the rally. We had the opportunity to chat to many visiting
enthusiasts about the fantastic Grand experience.
The organization of the event was exceptional with the
Board members making an effort to talk to all participants.
The half dozen mechanics were always ready to help.
The luggage was put into a van every morning, so the
time consuming packing of the Bentley we experienced
on previous tours was a non issue. The administrative
staff kept us well informed of what was going on and
when. The tour book is a piece of art with maps, directions
and detailed descriptions of points of interest. The
state troopers kept us safe and out of trouble. The
professional photographers came from as far away as
Japan. We were on adrenalin most of the time with little
sleep, now requiring a couple of days of rest.
We made it back safely to Conifer starting to write
down our once in a life time experience... hope you
enjoy reading the Colorado Grand experience. Kurt &
Derek</s> | 1,821 |
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The 1929 Bentley 4½-Liter Tourer
by Vanden Plas enjoyed a macho image based on its Le
Mans exploits and no-nonsense engineering
Walter Owen Bentley's automotive efforts were directed
from the outset toward sporting motor cars, and the
initial 4-cylinder, 3-liter models proved lively until
burdened with saloon bodies. Bentley's solution was
to double displacement and horsepower to 6½ liters,
but disappointing sales figures and steep production
costs threatened the company's financial stability.
Luckily, "Bentley Boy" Woolf Barnato purchased
the company in 1926, and after a second victory at Le
Mans in 1927, he introduced a sportier 4½-Liter
available as a two-seat roadster, tourer, and refined
saloon. With Barnato at the company's helm, Bentley
scored two more wins at Le Mans and many at Brooklands.
Like other exclusive automakers, Bentley offered custom
coachwork. Freestone & Webb, Gurney Nutting, Vickers,
and Vanden Plas all produced tourer bodies for Bentleys.
Vanden Plas was also employed by Rolls-Royce, Daimler,
Alvis, and Lagonda.
A limited number of early Vanden Plas-bodied cars have
survived, and Bentleys are among the most sought-after.
While approximately 665 4½-Liter Vanden Plas
Bentleys were produced, it is believed that only six
examples of the 4½ feature original tourer coachwork.
Experts suggest that approximately half of these VdP
Bentleys were assembled with cycle-type fenders, presumably
placing this example among exclusive company.
The Bentley 4½-Liter presented here was originally
owned by A.F. Rollason in Great Britain before its purchase
in the 1950s by Carl B. Seaman of Columbus, Ohio. Correspondence
between Rollason and Seaman indicates that the car had
retained its original Vanden Plas body and was in "first
class condition." It was described as being of
the Le Mans type, with a heavier chassis and underslung
strengtheners, and the original engine had been overhauled.
Seaman sold the car in 1961 to Robert H. Kimes, Jr.
of Dayton, Ohio. Letters received by Kimes described
the car as a "most desirable specimen" and
he owned the car at least until 1978. More recently,
XF3505 belonged to Frank Allocca of New Jersey. In the
last three years-less than 1,000 miles ago-the car had
an extensive overhaul.
The car is presented in very original condition, from
its engine and body panels to the upholstery and dash.
The brightwork is very presentable, as is the black
paint. Virtually every element is either period-correct
or part of the car's storied past. Signs of road use
are apparent, which is to be expected from an active
tourer. This is one of the most extensively documented
cars RM Auctions has ever offered, with paperwork dating
back to the early 1950s.
XF3505 is one of the rarest of all vintage automobiles,
having never been restored. Simply sitting in the car
gives you a sense of its past in such things as the
lovely patina of the leather, the shiny spot worn by
the arms of a dozen caring owners, and the smooth grip
of the steering wheel. The engine bay is lovely and
carries the soft slick glow of a well-oiled machine.
This Bentley 4½-Liter tourer was hammered sold
for $880,000 at RM's "Automobiles of Arizona"
auction on January 18, 2008.
"If people had only been as enthusiastic about
the car in its early days as they were about it as a
historic relic, the success would have been unbounded,"
remarked taciturn company founder W.O. Bentley to motoring
journalist and former "Bentley Boy" Sammy
Davis shortly before his death in 1971.
Considering that the original Bentley company built
just over 3,000 cars from 1922 until financial meltdown
in 1931, W.O. would probably have appreciated the irony
that over 75 years later, interest in this most British
of brands is at an all-time high, boosted by the modern
firm's slick marketing, which has made today's Volkswagen-derived
all-wheel-drive behemoth a favorite of L.A. rappers
and Russian…er, businessmen.
Bentleys built before the take-over by rival Rolls-Royce
in 1931 have long enjoyed a macho image based on exploits
at the 24 Hours of Le Mans and no-nonsense engineering
that owed much to W.O.'s railroad training.
Hand-assembled by Brylcreemed men in brown work coats
with cigarettes in the corner of their mouths, Bentleys
were bought by well-heeled, plummy voiced gentlemen
(and high spirited ladies) often in the inheritance
business.
Since a low point as $200 beaters for British university
students in the 1950s, "Vintage" (i.e. pre-1931)
Bentleys have become highly collectible, and examples
grace the world's great car collections. Despite predictions
that pre-war cars have "had their day" due
to changing buyer demographics, interest and values
continue to grow-highlighted by the sale of a supercharged
Bentley 4½ at last summer's Gooding auction for
$4.5 million.
Three main models
Broadly speaking, Vintage Bentleys divide into three
main models-early and almost dainty 3-Liters, flagship
6½s, and all-rounder 4½s. Later came the
luxury 8-Liter (which almost bankrupted the company)
and finally the "last hurrah" 4-Liter (too
little, too late).
There were also "go faster" versions of the
three main models-the "Red Label" 3-Liter
Speed Model, the supercharged 4½ (only 50 "Blowers"
were made-against W.O.'s wishes-and they were as unreliable
in racing as they have become legendary in history),
and W.O. Bentley's own favorite, the high-performance
6½-Liter "Speed Six," which would nudge
the magic ton (100 mph) at a cost of $8,200 for the
chassis alone.
Add to these variants the availability of different
chassis lengths, ad hoc factory updates, and a wide
range of coachwork. Then factor in some eight decades
(including WWII) since most were built, and you can
see how no two Vintage Bentleys were created equal,
and few today look as they did when they left the factory.
Nowadays, most vintage Bentley owners like open-air
motoring, but in the late 1920s, many buyers opted for
closed bodies, the weight of which led to Bentley increasing
engine sizes. Another irony is that the touring bodies
so prized today were originally the cheapest. Countless
saloons, coupes, and limousines were butchered (and
occasionally still are) to create open "Le Mans
Replica" bodies complete with Union Jack flags
on the side, fold-flat windshield, and a large racing
fuel tank at the rear.
Provenance and sex appeal compete for the attention
of collectors, and one frequently excludes the other.
Much is made of originality, but when a prestigious
German dealer recently offered an original 4½
long-fender Vanden Plas tourer and a racy, rebodied
Le Mans Replica at almost the same price, guess which
one sold first?
Eyebrows raised at this sale
The sale of RM's car for $880,000 has caused much comment
in Vintage Bentley circles. Eyebrows have been raised
and questions asked, as this figure is significantly
above informed estimates, including that of its long-term
collector owner, who sounded out experts before selling
it just months before the auction.
The supercharged catalog entry for the car suggests
that perhaps the author didn't have all the facts at
his disposal: "Experts further suggest" and
"presumably placing this car" don't imply
familiarity, while the claim that 665 Vanden Plas-bodied
4½-Liter Bentleys were built is unfair to the
car. There were actually 667 4½ Liters of all
types, of which only 204 were clothed by Vanden Plas
(England), based in Kingsbury Works, Hendon. The heavier
chassis referred to as "Le Mans-type" was
standard on all 4½s from April 1929, and all
normal (i.e. 10' 10? wheelbase) cars had the underslung
strengtheners.
Dealing with other details, H. Aron, not Rollason, is
recorded in Clare Hay's authoritative book as the first
owner; Mr. Rollason is thought to have sold it from
England to U.S. owner Carl Seaman.
Finally, the suggestion that six genuine VdP tourers
remain is wide of the mark; the real figure is closer
to ten times this number, and this car started life
with less racy long fenders (the retaining brackets
are still in place) rather than the cycle type it has
worn for many years.
On the plus side, all the numbers on this car were correct-chassis,
engine, rear axle, and steering box. Most importantly
of all, it is a genuine Vanden Plas-bodied tourer with
a lovely patina (if ever a car looks better the more
used it appears, it is the Vintage Bentley), and it
has documented provenance.
This price is not indicative of the market value for
the model, nor does it represent a shift in preference
away from Le Mans Replica-bodied 4½s toward untouched,
original (if slightly tame) open tourers. I'd put this
sale down to the mystique of an auction and congratulate
the new South American owner on backing his good taste
with courage worthy of a Bentley Boy.</s> | 1,822 |
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The 1930 Bentley Mayfair Coupe's 8-liter
engine, capable of 100 mph, was designed to knock Rolls-Royce
off its pedestal.
Introduced at the London Motor Show in 1930, the Bentley
8-liter made an immediate impact. While the engine was
an extension of the successful 6.5-liter engine that
powered Bentleys to numerous race victories, the 8-liter
was intended to knock Rolls-Royce from its pedestal.
The 8-liter was capable of 100 mph fitted with formal
coachwork, while the Rolls-Royce had difficulty attaining
90 mph. It also impressed the automotive scribes of
the era, with the Sphere of 1931 describing the new
8-liter as "one of the finest examples of British
Automobile Engineering that has ever been produced,"
while Autocar recounted a 1930 road test in glowing
terms.
Unfortunately, the 8-liter was launched in the teeth
of the Great Depression and Bentley's chief financier,
the great Woolf Barnato, cut his losses and withdrew.
After only 100 8-liters were built, Bentley ceased production.
The majority of 8-liters were fitted with formal, heavy,
four-door saloon or limousine coachwork, so it is rare
to find one built to the very sporting specification
exhibited by YX5124. This short-chassis example is a
very handsome two-door fixed-head coupe by the Mayfair
Carriage Company, which was an important coachbuilder
in the 1930s.
Chronicled as the second-to-last 8-liter built, YX5124
has complete history from new. One of only three 8-liter
short-chassis fixed-head coupes, its value is enhanced
by the fact that one of the three is still locked away
in India. YX5124 was first delivered to C.G. Hayward.
Its next owner was H.J. Thomas, who was director of
the Bristol Aeroplane Company. While in his ownership,
the 21-inch wheels were replaced with 19-inch wheels
and the fenders and running boards altered to incorporate
tool boxes. The Bentley was mothballed during WWII,
then found its way to Royal Navy war hero Captain G.C.
Blundell in 1957.
Blundell had bought his first Bentley as a junior officer
in the 1930s and remained true to the marque until his
death at age 93 in 1997. Most impressively, the 8-liter
remained in his ownership until 1983, when it was purchased
by a collector. He immediately commissioned a complete
rebuild by a W.O. Bentley specialist restorer in the
U.K.
The Bentley was painstakingly restored to its original
configuration, the bodywork preserved and all mechanical
components overhauled. The fenders, running boards,
and wheels were all returned to their correct form and
a photographic record of the work is included.
The Bentley retains its original engine and body and
is equipped with a full tool kit and log books dating
from 1945. The 8-liter has been expertly maintained
and extensively exercised, covering in excess of 250,000
miles during its lifetime.
While no longer a 100-point restoration, it remains
in outstanding condition. The green leather interior
shows minimal wear. Woodwork remains in excellent shape,
as do the gauges and headliner. The engine and bay are
indicative of a well-maintained car.
The Bentley's exterior brightwork is impressive and
shows only minor flaws, while the paintwork is striking,
in British Racing Green and black. When fully opened,
the sliding sunroof offers both driver and passenger
the benefits of open air motoring with convenient closed
comfort. It is a feature unique to this Bentley.
With its exceptional provenance, wonderful condition,
and rare production, this 8-liter short-chassis fixed-head
coupe is a handsome representative of Bentley's most
masterful creations.
The SCM Analysis
This car sold for $962,500 at the RM auction at Amelia
Island, Florida, on March 10, 2007.
The final bid may have been a disappointment to the
seller, but it's close to RM's estimate, and SCM Senior
Auction Analyst Dave Kinney thought it was (like Goldilocks's
third bowl of porridge) "just right."
This car shows honest, normal wear, correct maintenance,
and best of all, a soulful patina. I would rate it a
solid #2, and in my opinion, this car represented strong
value for the amount it cost. To find a vintage Bentley
with its original engine and original body still in
place is very rare indeed… and it's an 8-liter
Bentley-the last and greatest Bentley of them all.
This particular car appears to be a one-off, and it
was the second-to-last produced by W. O. Bentley's motor
car company. Shortly after this car was built, Rolls-Royce
bought Bentley out of receivership (foiling W.O.'s plan
to sell to Napier and keep going) and Bentley himself
joined Lagonda. Though respectable Bentley-badged cars
continued to be produced by Rolls-Royce in Derby, as
"The Silent Sports Car," there would never
be another W. O. Bentley.
Speeds in excess of 100 mph
Mayfair bodied two 8-liter Bentleys. This fixed-head
coupe would have been lighter than most, and therefore
much faster, able to sustain speeds in excess of 100
mph.
Regardless of expense, no detail was overlooked in these
cars. For example, the exhaust pipe was asbestos lagged,
encased in aluminum to reduce resonance, then coupled
with a 20-gallon trash can-sized silencer. The resulting
exhaust note is bliss to the Bentley faithful.
The starter was designed to engage with surgical precision
via a unique solenoid design. It meshes with the flywheel
before rotation begins. The above are just two of dozens
of examples that distinguish a Bentley from its contemporaries.
The cars were engineered to the highest standards.
Some car collectors have ignored vintage Bentleys, dismissing
them as too agricultural or too bulky. But except for
1931's quirky 4-liter Bentley, they are nimble and responsive.
With the growing popularity of new Bentleys like the
Continental GT, accompanied by advertising campaigns
reminding us of Bentley's rich racing heritage, a wider
circle of collectors are starting to become aware of
these rolling pieces of automotive history.
However, few pre-war marques suffered as many coachwork
and engine swaps as the W. O. Bentley cars. The majority
of 8-liter Bentleys were originally fitted with formal
closed bodies that were eventually tossed aside and
replaced with more sporting, open tourers. Sadly, many
of these replacement bodies are hideous hulks.
The practice of replacing "Aunt Emily" saloon
and limousine bodies started in the 1930s, when car
owners began to move from the back seat to the front.
They no longer wanted to be chauffeur-driven; they wanted
to feel the wind in their faces. So a vintage Bentley
that has retained its original body-especially an elegant
closed design like this one-will always merit a premium
price over one with an ungainly replacement.
Records available from new
Complete records of these cars from new are available,
and it's relatively easy to determine which cars are
authentic. As values increase, genuine examples will
lead the way. That includes this well-maintained car
with its original body and original engine.
You may have missed this one, but another is sure to
appear. So during the interim, do your homework. For
example, is the original engine still in the car? With
very few exceptions, the engine number is the same as
the chassis number. With this car, the engine number
is one number up from the chassis number, but we know
it's the original, thanks to the late Stanley Sedgwick's
booklet All the Pre-War Bentleys-As New. It lists all
of these cars by chassis number, engine number, British
registration number (license number), delivery date,
coachbuilder and body type, and the original owner's
name.
Once you learn a bit more about vintage Bentleys, you'll
want to talk to other Bentley owners. You'll find them
to be very opinionated. One will swear that his 3-liter
Speed Model is the one to have. Another will argue that
only the 6 1/2- and 8-liter are worth owning.
Meet as many owners as you can and beg for rides in
cars in your price range. Maybe, someone may even allow
you to drive his. In the end, buy the one that makes
you smile the most.</s> | 1,823 |
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Sammy himself was never old, he had
simply lived a very long time and his chassis and engine,
in the last three or four years, had been showing serious
signs of wear. He died of a heart attack at his Guildford
flat on January 9 (1981), his 94th birthday. He had
had a good long life, and to anyone remotely interested
in cars, an enviable one... Continued...</s> | 1,824 |
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In 1964 'Rusty' Russ-Turner acquired
the car of his boyhood dreams. Looking at the car today,
one can appreciate just how vivid an impression it must
have made when bounding round Brooklands at the height
of its fame. It is Captain Sir Henry 'Tim' Birkin's
Blower Bentley single-seater... Russ-Turner vividly
recalls how he was first attracted to both car and driver
over 50 years ago: "I think I first saw the car
at Brooklands in 1930 and thereafter it was the only
reason I went to Brooklands again... Continued…</s> | 1,825 |
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Roberta
and Bryan Downes (owners of Chassis no. PB3537)
run vintage Bentley wine tours as a hobby for friends
and wine loving Vintage Bentley enthusiasts who enjoy
driving their cars.
This group of vintage Bentley lovers began the wine
tour on June 7, which went on until June 20, 2008. See
map on left for the route these vintage Bentleys took
through France.</s> | 1,826 |
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Tour Itinerary
Saturday - June 7, 2008
Cross the Channel
Over-night Portsmouth/Caen
Sunday - June 8, 2008
Drive to Cheverny
Afternoon Arrive Hotel Chateau du Breuil, Chevemy
Monday - June 9, 2008
3.00 pm Wine Visit Vouvray
Tuesday - June 10, 2008
10.30 am Wine Visit Touraine
12.00 pm Lunch at Restaurant Golf de Chevemy
2.15 pm Arrive Chateau Chevemy for visit
Wednesday - June 11, 2008
Drive to GENS AC
Afternoon arrive at CHATEAU DE SANSE
Thursday - June 12, 2008
10.30 am Wine Visit St. Emilion/Cotes de Castillon
Friday - June 13, 2008
11.00 am Visit Chateau Monbazillac
Saturday - June 14, 2008
10.30 am Wine Visit
Entre deux Mers/Bordeaux Superior
Sunday - June 15, 2008
Drive to ILED'OLERON
Afternoon arrive Hotel Hostellerie Les Clunes
Monday - June 16, 2008
(Day free to explore island)
Tuesday - June 17, 2008
Drive to Maulevrier
Afternoon arrive Chateau Colbert
Wednesday - June 18, 2008
2.30 pm Wine Visit
Coteau du Lay
Thursday - June 19, 2008
11.00 am Wine Visit Muscadet
Friday - June 20, 2008
In the a.m., leave hotel for journey to Caen
7.00 pm Dinner at Hotel St. Georges</s> | 1,827 |
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It was in January 1919 that the original
Bentley Motors company was formed, and in October of
that year when the very first overhead-camshaft 3-litre
engine first burst into life. Since then, in more than
60 years of corporate existence, Bentleys have been
built at Cricklewood. Derby and Crewe, in many forms,
and under several masters. In those 60 years, too, everything
about the marque has changed completely... The marque
which was once the most prestigious of all British 'vintage'
machines, is now virtually forgotten. Continued...</s> | 1,828 |
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The Autocar road tested a 44-litre
Bentley when the model was current, the account appearing
in their issue of February 22nd, 1929. This is what
they had to say... Continued...</s> | 1,829 |
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One of the problems of having access
to Motor and Autocar archives is that research can go
on (or ever Take the Birkin Bentley in last month's
issue; I mentioned that the bonnet had been used in
the 1929 TT and that the underside of the tail still
bore the scorch marks of a fire on an outer circuit
car. Flipping through the 1929 Motor volume. I came
across an article on the construction of that car. The
reprinted photographs show how it was done. The frame
is made up of spring steel strips; longitudinal strips
are anchored to and let into wooden frames at each end
and a mass of transverse strips are held on to the main
longerons by bent-over H-shaped aluminium clips. This
basic shape was then clad in fabric with the usual necessary
padding between. Not only was the construction very
light but it could be jumped on and would still return
to its original shape. Continued...</s> | 1,830 |
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The 8-litre was built to be the last
word in comfortable saloons of sporting performance
and those cars that now have sports bodies have acquired
them at a later date; the cars were built in batches
of 25 and sent off to the various coachbuilders in chassis
form. Since the majority of the coachworks of the era
were in the north-west corner of London, Bentley's Cricklewood
works was well placed… Of the 100-odd 8-litres
built, some 23 were given H. J. Mulliner bodies; the
next most popular choice was Thrupp and Maberley. Continued...</s> | 1,831 |
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At the height of his career, Birkin's
biggest regret was the lack of interest shown by British
teams in Grand Prix racing. As none were forthcoming
after Sunbeam withdrew, he optimistically tried to make
a Grand Prix machine out of a 4 1/2-litre Bentley by
adding a supercharger. And he very nearly succeeded,
in the French Grand Prix of all races! Continued...</s> | 1,832 |
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Having joined Bentley Motors Ltd as
an apprentice in 1928 and stayed on as a salesman until
the Company was bought by Rolls-Royce, I drove all the
models when they were new. Later, in the 1930s, I was
demonstrating and selling all sorts of cars for an agency
in London. I often tested these cars at Brooklands and
many of them were "used" Bentleys sold to
the old Bentley clientele. Since then I have owned and
raced several other Bentleys and driven every model.
So in one way or another I feel that I know the marque,
whether it be from Cricklewood, Derby, or Crewe. Continued</s> | 1,833 |
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A Vintage Bentley is a pretty impressive
car to look at and to sit in; a Blower 4 1/2 is even
more so. Having absorbed the large steering wheel close
to the chest, the mass of instruments and drip-feeds
on the dashboard, you look up the road — hopefully
a dusty ribbon vanishing into the distance like the
Mulsanne straight back in 1930; at the end of the long
louvred bonnet you see the rounded shoulders of a polished
radiator with a vast quick-action filler cap silhouetted
on top. Continued...</s> | 1,834 |
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Sammy Davis is something of a legend
these days, 86 now, (this article was published in
1974!) and twinkling back through a career in and
around racing cars that goes back as far as racing itself...
He remembers his first Grand Prix experience in 1924
at Lyons... Two years later he was with the Bentley
team at Le Mans and set for second place with 20 minutes
to go when he ran out of brakes and plunged into the
sand at Mulsanne with the 3-litre Bentley carrying the
number seven. It was this same brake problem that sent
Dr Benjafield into a tree in a later race after he had
bought it from the factory for his personal use... Continued...</s> | 1,835 |
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Over the past week, 30 Bentleys, all
built in the 1920s and 1930s, have been driven from
Christchurch to Nelson and down the West Coast.
Even a small collision has not dampened the enthusiasm
of a group touring the South Island. Members of the
Bentley Drivers Club International were halfway through
the New Zealand Vintage Bentley Tour 2008 of the South
Island, organiser Adrian Cook said.
Christchurch Bentley owner and tour engineer Frank Renwick
came to grief on Monday when his 1925 3-litre Bentley's
brakes failed while he was trying to give way on a one-lane
bridge. No-one was injured and the car is repairable
but out of the tour.
As well as experiencing the grandeur of the South Island
there were plenty of hijinks. "We've had a lot
of boat tours and most of the cars arrived by boat so
we are having a pirate theme," he said.</s> | 1,836 |
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But parrots on shoulders cannot overshadow the South
Island's scenery. "Coming through the Gates of
Haast was a magical experience even with the rain,"
club chairwoman Jenny Ford, of England, said.
"There was mist and waterfalls appearing and the
rivers were in full flow. And then there was an Otago
summer waiting for us."
Like most of the drivers, Mrs Ford and her husband Richard
travelled from England - bringing their Bentley with
them.
"People ask how do we get them here," she
said. "We say we put them in a box and mail them,
which is basically what happens. You drive them into
a container, then they are shipped over."
Tour organiser Adrian Cook said every Bentley from 10
countries had been registered and warranted for New
Zealand roads.
All more than 70 years old, they have plenty of miles
on the clock, with members taking them on drives from
England to Russia and a club tour of Canada and Alaska
planned.</s> | 1,837 |
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However, the 5000km around the South Island is not
for the faint-hearted. Mrs Ford said many of the drivers
were in their 70s and were "true adventurers".
Driving the "very physical cars" through extremes
of cold and heat took strength, she said. "You
can feel it in your shoulders at the end of the day."
Together, the 30 cars are estimated to be worth $25
million but the organisers were reluctant to divulge
the cost of the tour.
"You can't put a price on a good time," Mr
Cook said.</s> | 1,838 |
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Of all the designs emanating from the
concise and fertile brain of the late Walter Owen Bentley,
that quiet and retiring Engineer and Gentleman, the
4 cylinder 4½-litre (actually 4398 cc.) gave
the fewest teething troubles and perhaps afforded him
the maximum of personal satisfaction. It was also the
favourite model of his regular racing drivers, who found
it more flexible than the 3-litre, and who appreciated
the inherent safety and stability given to it by its
understeering characteristics... Continued...</s> | 1,839 |
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The opening banquet was held at the Trapp Family Lodge
where we are staying for the whole tour. In 1938 Baron
von Trapp decided to leave Austria when Hitler invaded.
With nine children and one on the way, they reached
America and settled in Philadelphia. The family hobby
of music became their profession for nearly 20 years.
In 1942 they settled in Vermont and became the Trapp
family singers. Their story inspired the musical the
"Sound of Music".</s> | 1,840 |
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We started up the cars on a cool morning
and drove to the Vintage Garage in Stowe where we got
some insight into rebuilding Bentley engines. At our
leisure we departed for Montpelier, the capital of Vermont,
it boasts a beautiful golden domed capital building.
The drizzles started requiring full rain gear, goggles,
gloves, second sweater etc. as we were headed south
towards Randolph for lunch at the Three Stallions Inn.
Very scenic roads and not much traffic thru the Vermont
farmland and villages.
We noticed many cemeteries with ornate granite gravestones.
After lunch the temperature dropped even further, by
the time we arrived at the Barre Granite quarry, Rock
of Ages, we were frozen to the bone. The quarry of this
type is the largest in the world, several square miles
wide and 7 miles deep. The granite is pale gray and
largely used for headstones and mausoleums, apparently
the Chinese competition is felt here, they are able
to supply rock for lower cost. We arrived safely back
at the hotel with heavy rain and 38 degree temperatures.
The top never went up leaving the driver and navigator
slightly under cooled. The 4/8-litre got 9.5 miles to
the gallon which is good, Richard Greens heavier 8-Litre
with four passengers averaged about 8 miles to a gallon.
Matt Sysak organized a dinner at the Pickwick Pub in
Stowe where we recalled old car and tour stories.
We woke up to sunshine but it had snowed over night,
so our drive thru Smugglers Notch was very impressive.
On the mountains we could see the ski runs covered in
snow. We drove north towards the Canadian border and
a wrong left turn (we followed an other Bentley!) landed
us in Canada. Luckily we had our passports in hand.
The village of Derby Line is unique with the border
running thru the middle of the library and opera house.
Lunch was at the Derby Cow Palace, out back there was
a big elk coral.</s> | 1,841 |
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The flowering fruit trees, dogwoods
and mayflowers are magnificent. The large variety of
deciduous trees give a patchwork effect to the hills.
The woods are filled with ferns and spring wild flowers.
There are plenty of lakes, ponds and streams and that
of course means plenty of rain water. Today the temperature
was around 60 degrees. Made a quick stop at a woolen
mill for warmer hats and gloves.
In the afternoon we visited Bill Alley's impressive
brass car collection, the 1914 Locomobile sported 5
1/4 inch wide pistons and in its day was one of the
most luxurious cars in the world. We covered 175 miles
today without a drop of rain and were on the road for
9 hours. There are 35 pre 1931 Bentley's on the tour
with the people coming from all over the States and
even the Caribbean.
Definition of the day: Vegetarian is an Indian word
meaning "poor hunter"
Last night we watched Eric Forsyth's (Bentley driver
and yachtsman) "Trip to Antarctica". He was
there in 1999 and wanted to see the effects of global
warming in the area. For those interested he has a website
www.yachtfiona.com . The movie was accompanied by rum
and apple juice. His theory is that we are in a natural
warming cycle which accounts for 50% of global warming,
the other 50 % is from burning fossil fuels. His solution
is to harness nuclear energy with improved technology
such as the french are developing.</s> | 1,842 |
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Today we started out under blue skies
toward Burlington and Lake Champlain. Drove over Grand
Isles via several bridges. The roads were lined with
flowering white and purple lilac bushes. First the roads
were well paved but once we got into the hills by the
Canadian border they quickly deteriorated requiring
slalom navigation. The last driver in the group claimed
he found many valuable Bentley spares on the road! The
route passed many open farms and dairies. Ben and Jerry's
Ice Cream factory is very close to our hotel, this was
formed by two high school friends who paid 5 Dollars
for an ice cream course and turned it to a worldwide
company. Stopped for a hot clam chowder for lunch before
we drove over Smugglers Notch again, getting shoulders
to work (heavy steering around the many curves). We
had a dry run to the hotel, some of our colleagues enjoyed
a short downpour. Kurt relaxed with some other drivers
in the hot tub, one of the Blower drivers sold Novartis
(Kurt's employer for 35 years) the Bombardier jets.
The route selection and guide was prepared by Doug Magee,
Jr from N.H., he did such a well and detailed itinerary
that it is impossible to get lost plus we always run
into some other Bentley's and follow them.
Fact of the day: For vintage Bugatti driving you need
strong hands, for Alfa driving you need strong arms,
for Bentleys you need strong shoulders!!
The last day was a mystery tour organized by Peter &
Yoko Harnik. We traveled for three hours on back roads
with several stretches of gravel (in some parts of Vermont
the gravel roads are often better than the paved ones!).
Several of the clues were located at the various sites
(dates of bridges, name of library etc.), so there was
no skipping of any part of the itinerary. We motored
up and down the Sugarbush Ski Resort area extensively.
It stayed dry all day but still 20 degrees below normal.
Lunch was served near Bristol at the Inn at Baldwin
Creek. After lunch Tim McCann arranged for a few of
us a visit to RPM, a Ferrari restoration shop in Vergennes.</s> | 1,843 |
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Doug Magee presided eloquently over
the final banquet back at the Trapp Family lodge, several
members were honored including Eric Forsyth for traveling
furthest to the meet, Sharon Sahl for winning the mystery
tour. Nic Moller honored Bill and Aneice Lassister for
their special participation and Dale Powers reported
on club activities in his trademark good humor.
This was our first NAVBM and we thoroughly enjoyed meeting
the interesting members and having the opportunity to
share car and live stories. We all had good fun.
P.S. After the official tour finished Heather and I
drove to lake Winnepesake to see family. We toured the
White Mountains and the Kangamangus highway, wonderful
Bentley road (55 miles per hour plus, uphill and around
curves) in 70 degree weather. Ran into Bill and Diane
at the McGee Garage where they showed us around, Ford
Model T and A snowmobiles their specialty. Across the
road ten Stanley Steamers! Brass heaven in Melvin, N.H.
Drove back into Vermont thru the Green Mountains in
80 degree weather (another Bentley road) to Summit,
N.J., where we spent the night at our old neighbor's.
Had breakfast at the famous Summit diner and continued
on to Pennsylvania via the Delaware river. Met up with
Matt Sysak and Bob Brod at ashington Crossing for lunch.
Bob guided us thru the Philadelphia traffic to Springfield,
Pa where the car is getting loaded up at Karl's garage
for the trip back west. Did some 1850 miles on our first
big outing with our 4/8, no issues at all except the
fishtail exhaust needed to be raised after excavating
gravel a couple of times, rotated the tires as the rear
tires suffered from the torque more than the front ones.
Great motoring.</s> | 1,844 |
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What more appropriate place to test
Britain's, maybe the world's, fastest pre-war Bentley
than on the Melbourne Loop, where the supercharged 650bhp
Mercedes once roared in anger. Climbing in behind the
lorry-like four-spoke wheel and dropping down into the
snug black leather bucket seat, thoughts of the rubber
burnt by Caracciola and Seaman comes to mind as my thumb
aims at the cabinet-knob sized starter. Under the long
bonnet of this exotic. Royal Blue vintage special is
8 litres of serious supercharged grunt... Continued...</s> | 1,845 |
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It is so tempting to arrange the family
of "old-school" Bentleys in ascending order
of engine size that it comes as quite a shock to realise
that the "6 1/2" is several years senior to
the "4 1/2". It came out in 1925, although
the now better-known Speed Six did not appear until
1930, and Le Mans, that famous Bentley advertising medium,
did not see a six-cylinder model until the same year. Continued...</s> | 1,846 |
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Proverbially there is many an untrue
word spoken in all seriousness, but when in 1930 The
Autocar described the then new 8-litre Bentley as "not
a sports model in any shape or form" the writer
could hardly be blamed for failing to foresee that a
track-rigged edition (re-styled the Barnato Hassan Special)
would later raise the Brooklands lap record to 142.6
m.p.h.. or that later still the same machine would become
one of the fastest sports cars on the roads of Britain.
Continued...</s> | 1,847 |
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It is some considerable time since
a vintage Bentley came into this series. The example
now selected is thoroughly "special" and a
decidedly live specimen. At all events it was live to
good effect during last year's sprint events, in the
hands of its builder and owner, Maurice Brierley, of
Speldhurst, Kent. With a cut-down 3-litre chassis and
a 4 1/2-litre engine a decidedly potent piece of machinery
has been evolved and the car handles very well indeed...
Continued...</s> | 1,848 |
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In those days when we were driving
the famous Bentleys it never occurred to any of us that
the great green battle-cruiser-like machines of which
we were so fond would achieve an almost legendary fame
years and years afterwards. Yet so it seems today. Take
this small tale, for instance... Continued...</s> | 1,849 |
<s>[INST] What event is described in the following response? [/INST]
When a member of the Bentley Drivers'
Club advertises his machine for sale, there must be
more than one good reason for that act, especially as
the mere threat of such a proceeding may lead to civil
war in the family. In the case of B. A. Foster, of Kettering,
the reasons were threefold; a large weekly business
mileage, official reluctance to grant coupons for a
6 1/2-litre 38 h.p. Bentley, and the current cost of
petrol. The threat of civil war came from Mrs. Foster,
and from her too, came the suggestion of fitting a Diesel.
Continued...</s> | 1,850 |
<s>[INST] What event is described in the following response? [/INST]
On June 18 it was twenty years from
that famous crash following which a much-tattered Bentley
won at Le Mans. Today, looking back at that incident,
it seems to both "Benjy" (Dr. J.D. Benafield)
and myself as fresh as when it happened; and not even
the modifications that the long-bearded old gent with
the hour-glass timepiece has power to introduce have
made the memory one whit less satisfactory...
Continued...</s> | 1,851 |
<s>[INST] What details can you share about the following response? [/INST]
The fact that twenty-four old-school
Bentleys were present at the recent Bentley Drivers'
Club rally at Cobham would seem to show that these cars
still retain the affection of many enthusiasts...
Continued...</s> | 1,852 |
<s>[INST] What event is described in the following response? [/INST]
In the series of three articles on
"Restoring Old time Bentleys" which were published
in "The Motor" at the beginning of 1943, I
attempted to deal with most of the points, which are
likely to puzzle the amateur owner during an overhaul.
During the past two and a half years I have received
a large number of letters from Bentley owners. They
raised questions of general interest. Therefore I propose
to go over some of the past ground in a different manner
and raise some fresh topics as well; I will also give
a little more information about the Speed Six. Continued...</s> | 1,853 |
<s>[INST] Who are the main participants in the following event? [/INST]
The blown 4 1/2-litre Bentley is so
strongly associated in most peoples' minds with the
racing team backed by the Hon. Dorothy Paget and led
by Sir Henry Birkin that one is apt to forget the fact
that it was a standard production model...
Continued...</s> | 1,854 |
<s>[INST] What is the main topic of the following response? [/INST]
Vintage Bentley in good measure is
provided this week by an account of four Speed Sixes
owned in succession by Charles Mortimer, one-time racer
of motor cycles, and, in the two Brooklands seasons
immediately preceding the war... Continued...</s> | 1,855 |
<s>[INST] Can you provide details about the activities mentioned in the response? [/INST]
The later Bentley deeds at Le Mans
have been much celebrated, but one way and another the
two men who put Le Mans on the map of England remain
almost unsung. J. F. Duff and F. C. Clement were there
when the first 24-hour race was run in 1923; their Bentley
finished high up, and back they came for more the following
year. Continued...</s> | 1,856 |
<s>[INST] What is the main topic of the following response? [/INST]
Thanks to the efforts of their energetic
hon. secretary, Stanley Sedgwick, and the courtesy of
the Office of Works, the Bentley Drivers' Club staged
a very good rally on Saturday, February 9, on the strip
of road in Kensington Gardens which fronts the Albert
Memorial and which has been closed to traffic since
the blitz. Continued...</s> | 1,857 |
<s>[INST] What details can you share about the following response? [/INST]
Contrast in size of car can certainly
be claimed for this week's subject, an 8-litre Bentley,
when it is recalled that last week an Austin Seven "special"
held the T.O.S.C. stage. The Bentley has a roof, it
will be observed, but I feel that there will be few
if any dissentients on this score as regards its sports
car status. Continued...</s> | 1,858 |
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