1948 Bentley Mark VI

Under the direction of W.O. Bentley, the company fostered an enviable reputation with spectacular victories at Le Mans and impressive record runs at Brooklands. After its acquisition by Rolls-Royce in 1931, the Derby-built 'Silent Sports Cars' were built for customers seeking a comfortable, quick, and luxurious touring car with a sporting pedigree.

When World War II came to a close, Bentley production resumed at the new Rolls-Royce facility in Crewe, England; the model being built was the Mk VI. The Mark VI was the first car to be offered by the company with factory-designed coachwork. Aside from the badging, trim, and grille, the Mk IV was similar to the contemporary Rolls-Royce Silver Dawn. The mechanical components were identical between the two brands, both being powered by a 4,257cc F-head straight-six breathing through a pair of SU carburetors. Rolls-Royce cars had a Stromberg carburetor.

The Bentley MK VI was introduced in 1946, a year ahead of the Rolls-Royce Silver Wraith. The bodies were built to exacting standards by leading experts in this form of construction, the Pressed Steel Company of Oxford, with ex-Gurney Nutting Chief Designer John Blatchley applying the refined detailing. Facilities were installed at the Crewe factory for the high-quality interior trim, woodwork and paintwork. The Standard Steel bodywork would account for 80% of the total production of this first post-war Bentley. 99 of the total 5,201 Mark VI chassis were consigned to coachbuilders for special bodies.

The Bentley that emerged from the Bentley factory following World War II was a complete departure from their former production policy as it was now factory-built throughout. It wore an all-steel bodywork design, finished and furnished at Crewe. It continued to employ the tried-and-tested F-head 4,257cc six-cylinder engine with overhead valves, detachable aluminum alloy cylinder head with inserted valve sets, and two SU carburetors delivering approximately 132 horsepower. The inlet over exhaust valve setup had been well-proven in military service. It was backed by a four-speed manual transmission with synchromesh on second, third and fourth gears. Drum brakes on all four wheels provided the stopping power. The engine was fitted to a frame chassis, which was riveted with cruciform center bracing and a box section pan to support the front suspension components. The suspension was independent in the front while the rear used a live axle setup. Lubrication was by way of a Bijur centralized system, operated by a foot pump situated just to the left of the steering column on right-hand drive cars. The factory advised that the pedal should be depressed once every hundred miles.

The price tag for this luxury car was relatively high compared to other comparable vehicles, however, demand was substantial. Production lasted until 1952 with over 5,000 chassis constructed at that time, making it one of Bentley's most successful models ever. Most of the Mk VIs wore standard steel coachwork from the factory, however keeping with tradition, special coachbuilt bodies were available upon request.

by Dan Vaughan

Cabriolet
Chassis number: B 134BH

The Mark VI was the first post-war Bentley to come from the Crewe factory in Cheshire. During the war, the Crewe workforce produced the famous Battle-of-Britain-winning Merlin engine for the Supermarine Spitfire and Hawker Hurricane fighter planes. Most Mark VI models came with a standard, factory-designed body, but around 20 percent of cars were sent from the factory to specialist coachbuilders, for bodies made to individual designs.

B 134BH

This chassis was sent to Garber Carrosserie in Zurich, Switzerland in 1947 and was owned by a Swiss industrialist. This Graber design is a one-off, with specially designed safety glass that refracts light to avoid glare. The car was acquired by an American owner and was restored in 1990. It has been a winner at both the Pebble Beach and Meadowbrook Concours events and is currently owned by Bentley Long Island, Jericho, New York.

James Young Sport Saloon by James Young
Chassis number: B495CD
Engine number: B498C

This Bentley Mark VI chassis wears sports saloon coachwork by James Young, style number C10M. It has fully enveloped fenders, and clean lines and slim pillars. The design made its debut on the James Young stand at the 1948 Earls Court Motor Show, and this was the car that was on the stand. Three similar examples were later built.

This car was produced to order for Mr. Ronald Strauss of Strauss, Turnbull & Co. The chassis left the works in June 1948 and shipped to James Young to receive its coachwork. After the London Motor Show at Earls Court in late October, final delivery came in December 1948. Mr. Strauss traded the car in 1953 via Jack Barclay Ltd. who in turn sold it to Mrs. Caroline Blackmore. It remained with her for two years before selling it via Barclay to Duncan Hamilton. Mr. Hamilton then sold it to Thomas Whittle & Sons, Ltd. Several owners followed. In the late 1980s, the car was given a full restoration. After the work was completed, it was used on the road before being stored on behalf of the owner, understood to be The Hon. David Keightley Rideal Oliver. In 2003 it was sold by Oliver and shipped to the Netherlands where it received extensive mechanical freshening. Around 2013, it was shipped to the United States and then put on display in a private collection.

This Bentley has full wheel covers, two-tone blue and silver livery, original Lucas driving lamp, B70 headlamps, flush-mounted trafficators, and unique bumper overriders. Inside the four-place cabin is blue leather seats with Connolly hides. There is extensive wood trim on the dash, door, caps and picnic trays. The front wind wings open via cranks, and there are a set of hand tools in a sliding under-dash drawer. There are pivoting rear quarter lights and a retractable rear shade.

by Dan Vaughan

Cresta Couupe by Facel Metallon
Chassis number: B447CD

After World War II, Bentley's owners, Rolls-Royce, began building complete automobiles, both chassis and bodies. The Bentley Mark VI and later 'S' cars were built alongside the similarly styled Rolls-Royce Silver Dawns and the later Silver Cloud series. However, they also supplied coachbuilders with the chassis of these models so that customers could order a bespoke coachbuilt example.

This Bentley Mark VI was ordered by the Parisian Rolls-Royce and Bentley dealer Franco-Britannic Autos for display at the 35th annual Paris Salon de l'Automobile in October 1948. It is the first Cresta to be finished by the Italian coachbuilder Pinin Farina. Bentley records list Count Manuel A. Matos as the first owner, and it is believed that just 13 Bentley Mark VI Crestas were built in total. After several owners, the current owner acquired B447CD, and he immediately commissioned P & A Wood in England to refurbish an earlier restoration.

In 1946 Bentley introduced the Mark VI which stayed in production until 1952 with just over 5200 examples being produced. The Mark VI's were large and impressive four-door automobiles. This marked the first automobile completely constructed by Rolls Royce and signified their desire to move towards a 'standardized' body construction. Prior to this, Rolls Royce and Bentley provided a rolling chassis to coachbuilders. The vehicle was then outfitted, often under the direction of the individual buyer. This meant that the specifications often varied and each creation was a unique design.

The Standard Steel Saloon body was produced at Pressed Steel's factory and delivered as a shell to the Rolls Royce factory. The body was then fitted to the chassis. It then received paint, lights, and chrome. The headlamps were no longer separate units but were integrated into the front wings. The interior was the final step in the build. It was outfitted in leather from Connolly and walnut veneer. Prior to 1949, all models were right hand drive and right side floor shift, which suited the British market. From 1949, the Bentley Mark VI was equivalent to the Rolls-Royce Silver Dawn. Their biggest difference was in their performance, with the Bentley the clear champion.

A sunroof and rear wheel spats were optional equipment. Later, the sunroof became standard on all Bentley Mark VI models.

The Bentley Mark VI saw very few changes during its six year production life span. The most significant change was the adaptation of an enlarged engine which was introduced in 1951. The 4566 cc (4.5 liter) engine did improve the performance of the vehicle.

Four thousand of the Mark VI's were outfitted with a F-Head 4257 cc (4.25 liter) inline-six cylinder engine with twin SU carburetors, and aluminum cylinder head. Power was sent to the rear wheels courtesy of a four-speed manual gearbox with single plate clutch. Top speed was achieved around 94 mph. Servo assisted Drum brakes provided the stopping power and the suspension were independent with coil springs.

Around 1000 of the Bentley Mark VI's were sent to individual coachbuilders. Some of the notable coachbuilders were H.J. Mulliner, James Young, Pinin Farina, Franay, Park Ward, Saoutchik and Facel. Their designs included custom sedans and convertible, also referred to as dropheads.

These rare creations were given additional attention to detail to satisfy their exclusive clientele. In modern times, they are highly sought after.

Four thousand Bentley Mark VI's were created with the 4257 cc engine with 832 examples being outfitted by coachbuilders. 1202 Bentley Mark VI's were created with the 4566 cc engine with 180 examples being outfitted by coachbuilders.

The Mark VI was succeeded by the R-Type Bentley. Many of the Bentley Mark VI's have not survived, this is mostly attributed to their poor steel quality of the early postwar years which results in rust.

by Dan Vaughan