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1928 Bentley 4.5 Litre

Much of the legacy and cachet of Bentley Motors is attributed to its accomplishment during its first dozen years, from its establishment in 1919 by W.O. Bentley until it ceded control of the company to Rolls-Royce in 1931. The accomplishments on and off the race track, with many of those by the so-called 'Bentley Boys,' earned the company many headlines and sales. Early success in the 1922 Isle of Man Tourist Trophy, when Bentleys finished second, fourth and fifth to take the Team Prize, led to the introduction of the TT Replica, later known as the Speed Model. By the middle of the decade, however, the 3-Liter's competitiveness was on the wane, coupled with the fact that too many customers had been tempted to install unstable heavy coachwork to the 3-Liter chassis rather than endure the expense and complexity of Bentley's 6½-liter.

After victory in 1924 and subsequent failings in 1925 and 1926 with the 3 Litre, Bentley sought to increase displacement in their four-cylinder car for the following year.

The first team car equipped with the 4.5-liter engine was 'Old Mother Gun,' which was essentially a three-liter team car fitted with a new cylinder block. Driven as a prototype before production, it proved incredibly fast during the 1927 Le Man's race until the historic Maison Blanche crash involving eight cars including all three Bentleys. With two cars out and the third badly damaged, Bentley still managed to win the race with drivers Dudley Benjafield and Sammy Davis in a 3 Litre Speed model. This was Bentley's second victory in the endurance classic and they had done it with a considerable 20-lap margin, a damaged car, and after undergoing repairs in the pits that cost them a half hour. A year later, Woolf Barnato and Bernard Rubin drove a 4 1/2 Litre Bentley to victory after a race-long duel with the Stutz of Edouard Brisson and Robert Bloch. The 4 1/2 Litre Bentley would repeat its victory at LeMans in 1929. Among the other notable accolades include a victory at the French Grand Prix and 500 miles of Brooklands in 1930.

The 4 1/2 Litre Bentley was introduced in chassis form in October 1927 at the Olympia Motor Show and it successfully combined elements of both the 3 Litre and the 6 1/2 Litre models. It had a wheelbase size of 130 inches, an overall length of 172 inches, and was both spacious and heavy, yet well-balanced and nimble. The suspension used semi-elliptic leaf springs at all four corners and stopping power was provided by conventional, 17-inch drum brakes that were finned for improved cooling.

The 4,398cc four-cylinder engine had a 3.9-inch bore and a 5.5-inch stroke. It used the same bore and stroke as the six-cylinder 6½-Litre but retained the 3-Litre's shaft-and-helical camshaft drive. There were two SU carburetors and dual ignition with Bosch magnetos. A single, crossflow, overhead camshaft actuated four valves per cylinder - a rather advanced design considering most cars used two valves per cylinder in a side-valve cylinder head. Bevel gears drove the camshaft on a vertical shaft at the front of the engine, similar to the 3 Liter engine. In the road-going guise, the engine produced 110 horsepower; it produced 130 horsepower in racing tune. The engine was backed by a four-speed manual unsynchronised transmission.

Most of the customer chassis was clothed as saloons or tourers. Between 1927 and 1931, the company built 720 examples of the 4½ Litre cars, including 55 with a supercharged engine popularly known as the Blower Bentley. All but 11 of the naturally aspirated 4½ Litre cars rested on the 10-foot, 10-inch wheelbase chassis, with the balance resting on the 9-foot 9.5-inch platform. Vanden Plas provided touring bodies for 669 Bentley vehicles between 1922 to 1931.

W. O. Bentley was the chief engineer of the company he had founded and was reluctant to allow major modifications to his engine, and this included the addition of a supercharger. So when 'Bentley Boy' Sir Henry 'Tim' Birkin was searching for new ways to extract more performance from the proven 4½-Liter model, which was becoming outclassed by its rivals on the racetracks of Europe, he embarked on a private venture. With the help of engineer Amherst Villiers, a supercharger was placed at the end of the crankshaft, in front of the radiator. Although it increased the performance of the engine, it did cause increased understeer due to the additional weight at the front. A special crankshaft, pistons, and lubrication system were used, and a guard protected the two carburetors located at the compressor intake. Horsepower rose to 175 hp at 3,500 RPM with 9½ lbs boost for the touring model and 240 horsepower at 4,200 for the racing version, which meant it was more powerful than the 6½ Litre Bentley. W.O. Bentley never supported the development of the supercharged car and was quoted as saying how much he 'disliked the easy shortcut provided by the supercharger.' His preference for increasing the engine's output was to increase its displacement capacity, and he preferred reducing the weight at the front by using Elektron castings. However, since Sir Henry Birkin was an influential customer, backed by the wealthy Honorable Dorothy Paget and Woolf Barnato, the Supercharged 4½-Litre Bentley come to fruition.

The 'Blower' Bentleys used a Villiers Supercharger Mark IV, of Roots-type with twin paddle rotors, which drew a mixture from twin SU carburetors and was driven off the front of the crankshaft.

by Dan Vaughan

LeMans Sport Bobtail by Vanden Plas
Chassis number: KM3088
Engine number: MF3175

The Bentley Boys were able to capture five outright victories in seven short years, proving their speed and endurance. Bentley was victorious in 1924 but was unable to repeat this success in 1925 and 1926 with their 3 Liter models. Bentley responded by modifying a team car to take a 4 1/2-liter engine. Basically, the car - dubbed 'Old Mother Gun' - was essentially a three-liter team car fitted with a new cylinder block. When Bentley arrived at LeMans in 1927, the new 4.5-litre engine proved fast until the historic Maison Blanche crash. Though two cars were out and the third was badly damaged, Bentley still managed to win the race. A few months later, the new 4 1/2 liter engine was run at the Grand Prix de Paris, which it easily won. This was the first race win for the new 4.5-liter engine.

Bentley intended to create new works cars based on the 4 1/2-liter production chassis. The second new car was chassis number KM3088 (this example) and was given engine number MF3175 and received registration YW 2557. This 'Bobtail' was completed by Vanden Plas in June of 1928 with body number 1480 and was invoiced to Sir Ronald Gunter.

The first two cars produced, YV 7263 and YW 2557, were works specialized production chassis sent to Vanden Plas to receive lightweight LeMans coachwork. The body was created from an ash frame with a fabric covering. In the back were a vertical spare tire and a D-shape fuel tank. The package was covered by a rounded aluminum shroud, the result of which earned it its nickname, the 'Bobtail.' The team cars also received the 'eyebrow'-type cycle fenders. They had quick-release caps for water, fuel and oil replenishment, a leather hood strap, a fold-flat front screen, aero-screens, large-diameter gauges, bucket-style seats and cycle fenders. Both cars were finished in the team's standard colors of Napier Green.

There were innumerable modifications that distinguished the works cars from the production cars. The updates to the works cars were done to save weight, improve reliability and performance.

For the 1928 24 Hours of Lemans, YW 2557 was driven by the 1924 LeMans winner Frank Clement and the 1927 LeMans winner Dudley Benjafield. The 'Bobtail' received significant competition from Stutz and Chrysler. Almost immediately, the 'Bobtail' recorded a new lap record at 72.7 mph. The first pit stop was made after three hours. By the evening hours, YW 2557 was running in 4th place. Unfortunately, the car suffered a broken frame. A radiator hose broke a few laps later and regulations stated that water could only be replenished every 20 laps. YW 2557 was forced to retire on lap number 71. Old Mother Gun broke its frame just shy of the finish but was able to limp to victory, driven by Barnato. Birkin drove the no. 3 car into 5th place.

Though the race had been a success, there were certainly room for improvement. Each of the team cars were given new frames with significant chassis strengthening. Birkin's 'Bobtail' was given a different style of fuel tank, a small trunk and a side-mounted spare. Thus, YW 2557 was left as the sole remaining 'Bobtail.'

YW 2557 raced at the inaugural Double Twelve Race at Brooklands on May 10th and 11th of 1929. It was driven by the 1927 Le Mans winner, Sammy Davis, and Gunter and wore no. 6. They were joined by Clement and Cook in YV 7263 and Barnato and Benjafield in the new Speed Six. The Speed Six would retire, although it was leading at the time, averaging in excess of 92 mph. The Clement and Cook 4 1/2-liter Bentley retired a day later, leaving only YW 2557 to battle the Alfa Romeos. Though Alfa Romeo would take the victory, it was a close finish, with the Bentley finished admirably in 2nd.

Four weeks after the endurance race, Bentley returned to LeMans with a five-car team roster, including a singular Speed Six, Old Mother Gun, and the three other 4 1/2-liter team cars (including the Bobtail). The Birkin 4 1/2-liter car had just completed two 24-hour events.

Of the five Bentley's entered, only YV 7263 failed to finish. By the closing hours of the race, the Bentley's were well in the lead. W.O. Bentley ordered the team cars to slow the pace. At the close of the 24 hours, Bentley was in positions 1,2,3 and 4. Benjafield and Baron d'Erlanger had driven YW 2557 to a 3rd place finish.

1929 had been a successful season for Bentley. For the following year, a total of three Speed Sixes had been completed for competition. W.O. favored the Speed Sixes while Birkin favored his personal project, the 'Blower' Bentley.

YW 2557 remained with the team. It was used for practice by Sammy Davis and Clive Gallop at Brooklands. It was retained by Gunter until 1930 when the team car was sold to Lauchlan Rose. Mr. Rose retained the car for three years and during his ownership factory service continued which included the installation of a new D gearbox. Additional service work followed a minor accident in June of 1932.

Rivers Oldmeadow purchased the car in 1933. The car was well used and by 1939, it had over 100,000 miles. In late 1939 or 1940, the car was sold to an unknown individual. It is believed that during World War II, the car suffered a serious engine blow-up, at which time the sump and crankcase were replaced with standard 4 1/2-liter parts. The original engine block, however, was retained.

Shortly after the end of the War, Mr. Rose was able to re-locate the car and re-purchase it once again. It would remain in the Rose family, eventually passing to Lauchlan's son Tom. Mr. Lauchlan Rose treated the car to a restoration in 1964. The Rose family would own the car for roughly 25 years, selling it in 1971 to Bill Lake. 33 years later, it was sold in 2004 after Mr. Lakes passing.

The current owner has treated the car to a complete preservation restoration. It has been given the factory racing sump off of LeMans winner 'Old Mother Gun' and a set of SU Slopers stamped 'KM spare,' the racing team's extra set of carburetors for YV 7263 or YW 2557. It has its period-correct fabric covering, Bentley works-specific hardware, components and modifications. There is a proper tool kit and handbook, the original radiator, and the original bellypans.

In 2012, the car was offered for sale at Pebble Beach presented by Gooding & Company. The car was estimated to sell for $5,500,000 - $7,500,000. As bidding came to a close, the car had been sold for the sum of $6,050,000 including buyer's premium.

by Dan Vaughan

Semi-Le Mans Sports Tourer by Vanden Plas
Chassis number: MF3153
Engine number: SM3905

In just seven years, Bentley achieved five outright victories at the grueling 24 Hours of Le Mans.

Gerald Bevan and his son Anthony were part of the English motorsports scene, early collectors of motorcars, and friends with Sir Henry 'Tim' Birkin. Antony drove a number of Bentleys, including Birkin's own works 4.5 Litre as his entry to the 1931 24 Hours of Le Mans.

During the years surrounding Bentley Motors' sale to Rolls-Royce, Birkin and Mike Couper began a service center at Birkin's racing workshop. During this period, Birkin sold his Number 3 Blower (YU3250) and his Works 4.5 Litre (YV7263) to the Bevans. The cars would remain with the Bevans for a number of years. Along with the two factory team cars, the Beavans also purchased a production 4 1/2 Litre (chassis MF3153). The car was originally intended for export to Jose Shepherd & Bell of Argentina. It was given a Vanden Plas Sports Four-Seater (body number 1457). The body was given a windscreen featuring extended irons, which swept forward along the metal-paneled scuttle. This feature was known to have been performed on a number of 3 Litres and 4 1/2 Litres destined for Argentina. The remainder of the body was finished with Weymann fabric.

Many of the cars delivered to Jose Shepherd & Bell were destined for racing by their Argentinean clientele. This example, however, and two other 4 1/2 Litres ordered by Jose Shepherd & Bell in 1928 were returned to the United Kingdom a little over a year later. The cars received some minor servicing and were then sold as new, with guarantees.

Chassis MF3153 was next purchased by Gerald Bevan and, by association, his son Anthony Bevan. Upon receiving the car, it was significantly upgraded. With the help of the factory, and Tim Birkin, and the Birkin and Couper racing and service workshop, the 4 1/2 Litre was fitted with numerous Le Mans-specifications features. It was given a stone guard affixed to the radiator and a quick-release radiator cap, as was standard for team cars. A large-diameter rev counter was fitted to the dash. It was also given a Le Mans-type petrol tank with a quick-release cap. The Le Mans tank required the relocation of the rear-mounted spare wheel to the side of the car. It is also believed that the fenders were changed to the cycle type now seen on the car. One other significant upgrade was the magnesium, or Elektron, blower crankcase, SM3905. Furthermore, the 4 1/2 Litre was fitted with a magneto turret out of Bernard Rubin's own 4 1/2 Litre (HM3187), which was rebuilt as the first 'Blower' Bentley. Having originally been equipped with 'Sloper' SU Carburetors and other late-production components, including the aluminum sump, MF3153 became the ultimate specification 4 /2 Litre (un-supercharged).

After the upgrades were completed, the Bevan's new tourer had every bit of the look and feel of a proper LeMans team car. It is believed that Bevan went on to race the car at Brooklands in 1931 in the Warwick Junior Long Handicap and the Second Easter Mountain Speed Handicap.

In September of 193, the 4 1/2 Litre joined a fleet of two other Vintage Bentleys purchased by Sir Guy Domville Baronet, a Lieutenant Commander in the Royal Naval Volunteer Reserve and a renowned bridge player.

In 1932, the Bentley found a new owner in Mr. L. Edwards. During Mr. Edwards's ownership, work was undertaken by McKenzie Motors, including the replacement of the gearbox. Mr. Edwards retained the car until William Francis Forbes-Sempill purchased the 4 1/2 Litre later that same year.

After the War, the Bentley passed to Terry Breen in 1946. Mr. Breen and his yard in North London became legendary among Bentley enthusiasts who were looking to acquire spares of complete automobiles. Mr. Breen recognized the special nature of MF3153 and kept it as his own. In Mr. Breen's care, the car saw frequent sporting use, including participation in the 1954 and 1957 Anglo-American Rally. During this time, Mr. Breen had the gearbox replaced with a proper D-Type unit.

After nearly two decades of ownership, Mr. Breen parted with MF3153, and he listed the 4 1/2 Litre for sale in the April 1965 issue of Motorsport. It was later purchased by Mr. J. Elvins, marking the start of a 15-year stewardship. The Bentley subsequently passed to Mr. G.R. Crosthwaite for a number of years before Roland Jones purchased the car. Shortly thereafter, it was sold to Mr. M. Leake, who eventually sold it to Richard Saunders, the former president of the Bentley Drivers Club and owner of several significant vintage Bentleys. Mr. Jones had felt he made a mistake in selling the car, he later pursued the car and bought it back in 2002. His intent was to have the car restored to a level worthy of the car's quality. Richard Cresswell at VBE Engineering undertook the mechanical restoration, while the coachwork and finish were handled by Graham Moss. Tim Houlding was retained for his expert advice on the project. In 2005, the work was completed and it handily won Best of Show at the annual Bentley Driver's Club Concours. A short time after this showing, the Semi-Le Mans Bentley found a place in a private German collection where it was stabled with some of the greatest purebred pre-war sports cars.

In 2011, after purchasing a factory team car, MF3153 was sold to a US collector. Today, the car remains in exceptionally correct order, retaining its major original components. The chassis is properly stamped in both locations, as is the front axle and the steering box. Both sides of the original hood are stamped with the chassis number as well. The engine number, SM3905, is properly stamped on the crankcase. The correct Vanden Plas body number, 1457, can be found stamped in the body's ash frame as expected. The Bentley is accompanied by a tool kit with many original pieces and an original 4 1/2 Litre owner's handbook.

The 4398cc single overhead cam four-cylinder engine has twin SU 'Sloper' carburetors and produces an estimated 130 horsepower. There is a four-speed non-synchromesh D-Type gearbox and four-wheel mechanical drum brakes.

by Dan Vaughan

Tourer by Vanden Plas
Chassis number: PM3252
Engine number: PM3256

Bentley built 665 examples of the 4½-Litre chassis, with nearly all of them with the longer 3300-millimeter (129.9 inch) wheelbase and all with custom coachwork. Production lasted four years, with few modifications being made to the engine during that time.

This particular example was originally fitted with a coupe body by London coachbuilders Victor Broom. M.D. Corrigan received the car from Henlys in July of 1928 and it was given registration YX 2006. It was owned by several owners before coming into the possession of William Howarth of Cheshire, England in May of 1947. It was purchased in (roughly) 1955 by J.R. Walmsley who kept the car until 1982. The car then went to the African continent, residing in Zimbabwe in the ownership of D.M.A. Stronge. In 1995, Mr. Stronge, having reconditioned the largely original automobile, proceeded to drive it in that year's South African Bentley Drivers Club rally. At the time, the car still had its original Victor Broom Coupe coachwork.

William Sykes purchased the car in 1999 and it returned to the United Kingdom. At that time, the Broom body was replaced with the current Vanden Plas-style Le Mans Tourer body. The work was performed by British coachbuilders James A. Pearce and Roger Wing. The Tourer body included cycle fenders, a folding windshield and Brooklands windscreens. It was given the correct Weymann patent bodywork of synthetic leather over a padded wooden frame, turned aluminum dashboard carrying the traditional large speedometer and tachometer, as well as other aeronautical-type gauges and an extended louvered bonnet and belly pans to better replicate the Le Mans appearance. Quick-release caps were installed on the fuel tank and the radiator. The 'D-Type' gearbox was given Laycock overdrive and an Eldown Engineering clutch conversion. The engine was given a Phoenix crankshaft, and dual Draper shocks were installed on the front axle. A large racing fuel tank was fitted along with proper Zeiss headlights, dual Bosch horns, and four 'diver's helmet' tail lamps.

The Bentley was acquired by East Coast collector Piers MacDonald and at that time, came to the United States. It was used in several Bentley Drivers Club rallies and many of the North American Vintage Bentley meets. More recently, it has been shown by its current owner in AACA National judging, winning a First Prize in 2014.

The current owner acquired the car at Amelia Island in 2016 and since then, it has been on the California Mille, three times on the Colorado Grand, and the West Coast Bentley Tour. It has been to Laguna Seca Raceway and Thermal Race Track. The car just received a restoration by Neil Davis, NDR Restoration in the United Kingdom. It is driven on a daily basis and in 2021, it was driven from Los Angeles to attend The Quail, A Motorsport Gathering.

by Dan Vaughan

Tourer by Vanden Plas

An example of the 1928 Bentley 4.5-liter Vanden Plas style LeMans Tourer. More than 20% of the Bentleys produced were fitted with Vanden Plas bodies. It was restored to perfection in England both mechanically and cosmetically.

The car is powered by a water-cooled, single-overhead-camshaft, four-cylinder engine with four valves per cylinder, producing 110-horsepower, coupled to a four-speed gearbox, with overdrive, that propels it to a top speed of 94 mph. Items to note on this example include motorcycle fenders, a large LeMans petrol tank, fold-down windscreen, and racing instruments.

Bentley began production in 1919 and by the time the company went into receivership in 1931. 3,033 cars were produced and five LeMans victories were scored. When Rolls-Royce purchased the remains of the company, the racing programs were scrapped.

Tourer by Vanden Plas
Chassis number: YV7263
Engine number: KM3096

This is Tim Birkin's own 4.5-Litre Bentley and it was driven in more races in period than any other vintage Bentley. Built with a bobtailed rear end, YV7263 was modified to its existing bodywork after its first race at Brooklands. That same year it ran at LeMans, the German Grand Prix, the Irish TT and the Brooklands Double Twelve. After the Brooklands Double Twelve in 1929, the Hon. Mrs. Victor Bruce drove this car at Montlhery, breaking the single-handed 24-hour record at an average speed of 89.73 mph. It then joined the team of new Speed Sixes at LeMans, driven by Lord Howe and Bernard Rubin. It later served as a practice car before retiring to the country in the 1930s.

Tourer
Chassis number: TX3246
Engine number: PM3275

This car first raced at the Ulster TT in 1928 driven by its owner. Its greatest success came in the Brooklands 500 Mile Race when, wearing modified rear bodywork and driven by Clement and Jack Barclay, it won at an average speed of over 107 mph. YW5758 is still raced at historic race meetings driven by its owner. In 2001 it won the FIVA Award for originality at the Louis Vuitton Concours in Paris.

Flexible Coupe by Harrison
Chassis number: XR3347
Engine number: XR3347

This Harrison-bodied coupe is very rare amongst vintage Bentleys. Of the 667 4.5-Litre cars built very few have survived in their original configuration. This car was ordered by Mr. J.D. Gordon of Scotland as a fast touring car for the unpredictable local climate. It was specified with chromium plating of the hardware, a special A.T. speedometer, D-type gearbox and 'Sloper' SU carburetors. In 1929, it was given XV 494 London registration.

This Bentley is one of just two coupe bodies produced by Harrison for the 4.5-Litre and the sole surviving example. Design features of this vehicle include a raked front screen with opening capabilities, rain visors over the side windows and helmet fenders.

The car was finished in black with chrome trim and wheel discs. Inside were pleated leather seats with an integral rolled pillow which offered lumbar support and an adjustable feather. There were deep veneers and silkscreen for the rear window controlled from the front passenger seat.

As 1931 came to a close, the car's odometer showed 28,000 miles. The car managed to survive World War II intact and unharmed and by 1954 it was in the care of E.Ann Klein of Lancaster, Pennsylvania. Nicknamed 'Schwartzie,' the car sat in her collection for nearly twenty years before being purchased by another marque expert and Rolls-Royce author, John de Campi. Now completely restored, this is a unique, matching-numbers example of an early 4.5-Litre Bentley coupe.

Tourer by Harrison
Chassis number: PM3259
Engine number: PM3258

This Bentley began life with a Harrison four-seater tourer body. By the mid-1980s, it had entered the care of an owner who would own the car for around three decades. During that time, it was treated to a restoration, where its present coachwork was built by James Pearce of Wisborough Green, Sussex. During that time, a replacement B.M. Russ Turner block was added. A Smiths starter of original pattern is present. The magnetos were removed and the ignition is now by coil and twin distributors. There are reproduction twin SU sloper carburetors.

Tourer by Vanden Plas
Chassis number: HF3177
Engine number: HF3178 / SL 3054

This Bentley started life as a four-door saloon originally bodied by Freestone and Webb. After an accident in 1936, it was sent back to Bentley Motors for a rebuild. In 1939 four Cambridge University students in England drove this car to Andorra and back to England. Rock and Roll Hall of Famer Brian Johnson purchased the vehicle in 2009. An avid car enthusiast and driver, Johnson is best known as the former lead singer of AC/DC and star of the television series 'Cars That Rock with Brian Johnson.'

Drophead Coupe by Victor Broom

This 1928 Victor Broom-bodied 4.5 Litre Bentley is the only known surviving example of eight cars built to this specification. It was first restored in 1962 by Stuart Wallace, who was only a student at the time. It cost him less than the price of a new Mini, but it was expensive to run and was taken off the road. Rather than being garaged, the Bentley was carefully dismantled, and every part was carefully stored all over his house. The body was placed under a tarpaulin on top of his garage, where it was discovered 50 years later and, when all the parts were gathered together, it was finally reassembled, preserving its unique originality. Everything except the new but correct paintwork and new leather interior is totally original. Incredibly, not a single nut or bolt, from anywhere on the car, was replaced. The car's authentic originality makes this Bentley a genuine one-off.

Semi-Le Mans Sports Tourer by Vanden Plas
Chassis number: MF3153
Engine number: SM3905

This 4.5 Litre Bentley was one of three cars sent to the Bentley agent in Buenos Aires that never actually sold. After returning to Britain a year later, it was eventually sold to Gerald Bevan, a close friend of two-time Le Mans winner Sir Henry 'Tim' Birkin. After Birkin upgraded the car to full Le Mans specification (it was the only Bentley 4.5 to be converted in the Birkin workshop), Bevan raced it twice at Brooklands in 1931, fitted with the specially prepared engine it still retains today. It sports a large racing tachometer, special twin 'sloper' racing SU carburetors, Bentley's racing type D gearbox, and 17-inch Whitworth wire wheels. The body was changed to cycle fenders, and a 25-gallon racing fuel tank was added, requiring the spare wheel to be mounted on the side. Later, Bevan sold the car to Lord Sempill in 1939, before the Bentley enthusiast Terry Breen bought the car in 1946 and drove it for nearly 20 years. It then passed through four further owners before it was restored in 2002 and won the President's Award at the 2005 Bentley Drivers Club Concours.

Tourer by Vanden Plas

This Bentley was originally purchased by a prominent Australian for his daughter's 21st birthday.

Tourer
Chassis number: SL3075
Engine number: SL3071

The 4.5-Litre is a family-owned Bentley, driven by father and sons for 22 years. It originally wore 2 seater Saloon coachwork by Arnold, which was later removed and installed on HB 3410.

by Dan Vaughan

Tourer by Weymann
Chassis number: RN3043
Engine number: RN3044

In 1927 Walter Owen Bentley replaced his 3 litre car with a more powerful one by increasing its engine displacement to 4.4 liters (270 cubic inches). The publicity brought by their competition program was invaluable for marketing Bentley's cars.

This 4.5 liter Bentley, originally owned by Thomas Ryan, was raced during the early 1930's and at some point, the engine seized. Another 4.5-liter engine (FB 3311) from the same year was sourced. The current owners, who purchased the car in 2011 began searching for the original engine. Eventually, that engine was discovered and reunited with the chassis. This has been documented by Dr. Tim Houlding, a Bentley historian at Vintage Bentley Limited. In addition to that engine, the car carries its original 'C' type gearbox, rear axle, and differential.

The restoration was completed in March of this year. The car is a mechanical mate to the winner of the 1928 24-hour race at Le Mans.

Tourer by Gurney Nutting
Chassis number: TX3234
Engine number: TX3233

This Bentley wears four-seat sports tourer coachwork with Weymann-type construction built by Gurney Nutting. It is believed that three examples were built and this example is in original and unrestored condition. The car was originally delivered in 1928 to H.C. Foster of Hornby Castle, Lancaster, and registered TE 4839 on July 9th of 1928. The next owner was Lesley Richard Romer who acquired in 1931, and then G.W. Potter of Enfield in 1935. Mr. Thomas Turner of Wymondham, Norfolk acquired it in 1939 and retained it for 47 years, selling it in 1986 to G.E. Walker of Jersey. The current owner acquired the Bentley in 1992.

Tourer by Vanden Plas
Chassis number: TX3239
Engine number: TX3241

This 1928 Bentley 4 1/2 Litre Sports Tourer was acquired new by Mr. F. Scott Jopling of Hampshire, England, with rexinecovered Vanden Plas Sports Tourer coachwork. It is one of 665 normally aspired 5.6-Litre Bentleys and one of 148 clothed by Vanden Plas. Mr. Jopling retained the car through at least 1955, having the works install an updated clutch in 1931.

The second owner is believed to have been Mr. L. Goldsmith, who retained possession until 1984. While in Mr. Goldsmith's care, the car was displayed at the Bickton Motor Museum, in the UK's southwest region. Brian Cerral owned the car for five years before it was purchased by Mr. Alan Lammpert, who kept it until the mid-2000s. George Dragone purchased it next and displayed it at the 2007 Amelia Island Concours d'Elegance. It was next sold via dealer Gregor Fisken to Federico Alvarez Castillo of Argentina. During his ownership, the car received further restoration work by Argentinean craftsmen. It is finished in black paint by Jorge Sica with green hides trimmed by Andreozzi, and the most recent engine work was performed by Jorge Anadón. The restoration was completed in time for Sr. Castillo to take part in a 6,000 km drive from Buenos Aires to Machu Picchu in late 2012.

The restoration introduced several modifications, including a fold-flat windscreen with auxiliary Brooklands-style screens, an aluminum-skinned scuttle, a long-range fuel tank, double-friction shock absorbers on the front axle, and abbreviated rear fenders. Marchal headlights and driving lights were added and the distinctive winged-B mascot sits rests atop the iconic radiator, which is protected by a stone-guard.

The previous owner acquired the Bentley in the early portion of 2021 and brought it to Pebble Beach as part of the Gooding & Company auction that same year.

by Dan Vaughan

Drophead Sports Coupe by Salmon & Sons
Chassis number: XL3114
Engine number: XL3116

Bentley introduced its 4½-Litre model in 1927, following a prototype's running at Le Mans that year. It used the same bore and stroke as the six-cylinder 6½-Litre but retained the 3-Litre's shaft-and-helical camshaft drive. The performance of the 4½-Litre was solidified when it took an outright victory at Le Mans in 1928. A properly prepared 4½-Litre in racing trim was capable of achieving 120 mph, which was considered a remarkable accomplishment for that era.

This particular 4½-Litre was initially delivered to an S.K. Thornley of Birmingham, England with Vanden Plas coachwork. It was acquired in 1933, while still under Bentley Motors guarantee, by Fred Salmons of the Newport Pagnell-based coachbuilder Salmons & Sons, established in 1830. Mr. Salmons (known as 'Mr. Fred' on the shop floor) clothed the vehicle with his preferred style of coachwork - a Drophead Sports Coupe formed from lightweight aluminum. It has slender front wings, polished aluminum louvers, and a convertible top that offers open-air motoring in finer weather along with all-season protection when the top is in place. Its doors displayed polished 'Tickford wings' above the beltline.

This was Mr. Salmon's personal car until at least 1940. After World War II, the car passed through several owners and briefly resided in the United States. In the early 1980s, the car returned to England, where it was sent back to the original Salmons & Sons building in Newport Pagnell, then (as now) operating under the auspices of Aston Martin Works, for restoration. In 1985, the car was acquired by D.P.L Benyon, who used it in various Bentley Drivers Club events and international rallies, including the Irish Gordon Bennett Rally. Mr. Benyon retained the car for over three decades.

The Bentley currently retains its numbers-matching engine, front and rear axles, and steering column. Its 'C' type gearbox was replaced in-period by Bentley Motors as a replacement for its original 'D' type gearbox. It currently has an overdrive. The engine was rebuilt in 2000, including a rebore, new Arias pistons, new liners, and valves.

In 2020, the car was shown at the Concours of Elegance at Hampton Court Palace.

by Dan Vaughan

The Bentley 4 1/2 liter came into existence to fill a void left by the 3-liter and the 6.5-liter variants. The 3-liter suffered from underperformance while the 6.5-liter was unsafe for the roads. The 6.5-liter was powerful, and with poor road-conditions often caused tires to fail quickly. The solution was the Bentley 4.5-liter; a vehicle that had enough power to carry the vehicle down the road at a good pace. The chassis consists of channel-steel, front and rear suspension by semi-elliptic leaf springs, and 4-wheel drum brakes.

Production amounted to a total of 733 cars of all body styles. Fifty-four cars were equipped with the famous supercharged engine, 'Blower Bentleys,' built by the race driver Sir Henry 'Tim' Birkin as a private venture - against W.O. Bentley's wishes.

The 4.5-Liter Supercharged Bentley, better known as the 'Blower' Bentleys, is a sporting automotive icon that earned its place in history as an engineering marvel and powerhouse. Only 50 examples, plus an additional five racing prototypes, were created. In the modern era, they are among the top rank in collector cars throughout the world.

Engineer and founder W.O. Bentley was hesitant to adapt a supercharger to his 4.5-liter engines. Rather, the development was financed by a woman, the Honorable Dorthy Paget, who provided the funds necessary to complete the project. It was for Henry R.S. 'Tim' Birkin, one of the 'Bentley Boys' who campaigned the Bentleys at many venues and various competition events bringing recognition and victories to the Bentley marque. The list includes Brooklands with its closed oval course, and the other extreme, LeMans, with his challenging road course.

Birkin had intended to race the supercharged 4.5-liter Bentley at LeMans in 1929, but lubrication problems on the early cars halted those plans. Instead, Woolf Barnato (Bentley's chairman and fellow factory team racer), Birkin, and Glen Kidston drove the Bentley Speed Six Models in 1929 to victories at LeMans.

Birkin was able to convince Barnato to enter the 'blower' Bentley in the 1930 LeMans race. In order to do so, homologation requirements had to be satisfied. The rules stated a minimum of 50 examples had to be built. Bentley officially introduced their production versions of the cars at the 1929 Olympia Motor Show, with the fist cars on sale in April of 1930.

With homologation requirements satisfied, Bentley entered two blowers and three Speed Six models. Birkin's LeMans blower was co-drive by Jean Chassagne. The Blower Bentley showed great promise early in the race, and by the fourth lap had passed a highly-competitive supercharged Mercedes at 126 mph. In the process it shredded a tire and was forced to stop. At the time, they had been averaging 89.66 mph per lap, which was a new lap record for the course.

The other Bentley's were given the job of chasing down the Mercedes. Their job became much easier when the Mercedes was forced to retire when their battery died. The Blower Bentley's would endure similar fate, as they were forced to retire in the 20th hour. The Speed Six models went on to secure a 1-2 Bentley victory.

1930 was the last year the Bentley factory team would compete at LeMans, as the company had fallen on very difficult economical times. Dorothy Paget eventually withdrew her support for the Birkin blowers as the cost to compete continued to escalate. This brought an end to the short-lived saga of the Bentley blower era.

by Dan Vaughan