1947 Bentley Mark VI

The Bentley and Rolls-Royce Works suspended motor car production in 1940 as the factories were re-tooled to support the war effort. When World War II ended, Bentley resumed automobile production with a model dubbed the Mark VI. Introduced in May of 1946, production would continue through 1952 with a total of 5,208 examples built. These four-door, all-steel standard sports saloons were built at the company's factory and rested on a 120-inch wheelbase chassis that measured 192 inches in length and stood 64.5 inches tall. They were motivated down the road via an F-head straight-6 engine that displaced 4,257cc (259 cubic inches / 4.25 liters) paired with a four-speed synchromesh manual transmission. Displacement grew to 5.4 liters (278 CID / 4566cc) in 1951 after its bore was enlarged from 3.5 inches to 3 5/8 inches. The right-hand drive (RHD) configurations used two horizontal constant-vacuum SU carburetors and the left-hand drive (LHD) versions received a single dual downdraught Stromberg carburetor type AAV26M.

The front suspension was independent with coil springs while the rear used leaf springs. Controls on the steering wheel could be used to adjust the rear springing by hydraulically adjusting the rear dampers. Adjusting a check valve would divert transmission oil to the dampers. The stopping power was by 12.25-inch drum brakes with Rolls-Royce mechanical servo at the transmission.

Approximately eighty percent of the Mark VI chassis received the standard steel coachwork with a similar design to the late pre-war Mark V Park Ward four-door saloon. The remaining (approximately 20 percent / 999 examples of the total 5,201 Mark VI chassis) examples were given coachwork from body makers, including H.J. Mulliner, Park Ward, James Young, Franay, Saoutchik, and Hooper. A single example was given coachwork by prominent Parisian coachbuilder Figoni et Falaschi.

Bentley replaced the Mark VI with the R-Type which wore updated coachwork that featured an extended boot (trunk) and rested on a chassis that had been extended six inches behind the rear wheels. Mechanical improvements included an optional automatic transmission.

by Dan Vaughan

Drophead Coupe
Chassis number: B136BH

The Bentley Mark VI was the first Bentley to wear standard factory-designed steel bodywork, as the bodies were fitted to the chassis, trimmed and painted using similar high standards as those used by custom coach-builders. Custom coachwork remained an option.

This Convertible Coupe wears coachwork by Switzerland's famed Carrosserie Graber. Dr. Robert Kaffeli of Basel, Switzerland, commissioned B136BH in 1947. This vehicle is one of just 35 Bentleys ever bodied by Graber. Of those, as many as 12 Drophead Coupes were built on the Mark VI chassis.

This vehicle was delivered to Dr. Kaffeli in red livery with a factory-fitted radio, a speedometer calibrated in kilometers, and double-filament headlamp bulbs. It was also fitted with a painted metal dash panel, rather than the traditional wooden units characteristic of the majority of Bentley production.

This vehicle has air conditioning, but it is unclear if this was a factory-original amenity.

In the 1980s, the car was given a restoration and refinished in dark blue and fitted with a cream cloth top. After the work was completed, the car was featured in Germany's Motor Klassik magazine. In 1997, the car was given another restoration. In late 2000, the current owner acquired it from Kr. Vladimir Bar, of Erligheim, Germany, and imported it to the UK. In 2001, the car had 88,250 kilometers on the odometer. A short time later, the speedometer was exchanged for one calibrated in miles.

In 2011, the car was offered for sale at RM Auction's Arizona sale where it was estimated to sell for $150,000 - $180,000 and offered without reserve. As bidding came to a close, the car had been sold for the sum of $110,000, inclusive of the buyer's premium.

by Dan Vaughan

Drophead Coupe by Franay
Chassis number: B25071

The Mark VI Bentley was an all-new car introduced in 1946, just after World War II. Most have standard bodies built by Rolls-Royce, but some had custom coachwork, such as this example of a one-off body built by French coachbuilder Franay, widely known for their exotic, highly-styled coachwork. This particular example has been widely acclaimed as one of the most beautiful in the world.

It was built for a French industrialist, Monsieur Gudol, and exhibited at the 1947 Paris Auto Show. It was the first car to win a major Concours d'Elegance after WWII. In addition to its outstanding style, it has a host of features including separate compartments to house a variety of glasses and silver stemware, compartments for drinking flasks and crystal decanters, and a custom Franay suitcase in a fitted compartment.

After leaving the original owner, it was acquired by owners who did not maintain it. It was acquired by well-known collector Gary Wales in 1979 in poor condition. Mr. Wales undertook an extensive restoration to bring it to its present pristine condition. During Mr. Wales' 27 years of ownership, it won over 50 major awards at various Concours events throughout the world including Best of Show at the Rolls-Royce Owners Club national meets in 1991 and 1999.

The present owner acquired the car in 2012.

Drophead Coupe by Franay
Chassis number: B26BH
Engine number: B13B

In 1947, only two Bentley Franay Freres were commissioned. This car was ordered by a Frenchman who wanted it for extensive touring throughout Europe.

After finding its way to England, it was 'restored' to a pleasing appearance and sold to the current owners in 2000.

It has since been disassembled and restored properly, including new wood.

Originally purchased by A.J. Liechti of Saint Louis in East of France on the Franco-Swiss border one mile from Basel. The Liectti family had apartments in several of the world's capitals and kept their Rolls-Royce and Bentley at their various residences.

The Liechti family owned paper mills since prior to World War II which are still active today. A.J. purchased this car for touring the African Continent and, years later, subsequently registered the car in Paris in early 1960 with the same license plates on this today. 725-JT-75

It was 'restored' by an English car dealer and sold at a Pebble Beach auction in August 2000. The 'restoration' was a cosmetic one to sell the car. Upon closer inspection, one problem surfaced after another and it took 8 years and over 8000 hours of paid labor to bring it back the way it should have been. Not only did the current owner have to remove the body from the chassis but all the attachments, nuts, bolts, suspension, etc. needed attention. The wood beneath the metal skin was found to have been burnt in one section and other areas had rot. Nearly 90% of the wood was replaced keeping only a few firm solid pieces. Two and one half years were spent at a metal fabricator where damaged or rotted metal that had been laden heavily with bondo, was meticulously replaced.

This car features two jump seats, a set of champagne glasses in the back seat and the original luggage. Beneath the tire cover the small tools are set in a nest within the spare tire. Additional tool storage is found set in a well on the floor.

Coupe by Figoni & Falaschi
Chassis number: B9AJ
Engine number: B 65 A

The Goutte d'Eau or 'Teardrop' coupes on the Talbot T150CSS chassis is perhaps the most memorable designs of the Figoni et Falaschi Company. From the late 1920s through the late 1940s, their work would inspire and captivate the automotive community. Their coachwork was rolling works of art and complimented by intricate detail accessories accented by chrome trim pieces. Even their blade bumpers, which primary purpose was a safety device, was transformed into a beautiful, delicate feature.

As their business grew, they entered a partnership between Joseph (Giuseppe by birth) Figoni and Ovidio Falaschi. Figoni was the craftsman, while Falaschi was the well-connected businessman.

In the late 1940s, the company came under the direction of Joseph Figoni's son, Claude, who actually made more money after the war than before. Though this was a unique situation for a French coachbuilder at the time, the company was relatively successful due to the demand for custom coachwork from the United States. Their work would bring color and glamour into the drab postwar European world.

Though most of Figoni et Falaschi's work was performed on Delahaye and Talbot Lago chassis, it was up to the client to dictate what chassis their coachwork might clothe. Figoni and Falaschi would cloth just three Bentleys, one pre-war and two post-war. The first was a 1936 Derby Bentley ordered by Roger Goldet. The second Bentley was a 1939 Derby model with DeVillars coachwork. The owner wanted new coachwork in the post style, and commissioned Figoni to perform the task.

Thus, Figoni only built one, true post-war Bentley. It was chassis number B9AJ on a Mark VI chassis and carries Figoni design/body number 1016. The work was carried out for its original owner, Mr. J. Rodriques. Mr. Rodriques lived in Paris but spent much of his time in Monaco.

The car's original color was dark gray with a blue leather interior. Its original Monegasque registration was 'MC 276'.

The car features double-bladed front bumpers, chrome trim, sweeping pontoon chrome-tipped airplane-style fenders, and horns integrated within the front headlights. The Bentley was purchased through local agents Franco Britannic Automobiles in March of 1947. The car had a speedometer in kilometers and wiring for a center lamp.

By the mid-1960s, the Bentley had crossed the Atlantic and was in United States ownership. In 1964, it was in the care of George O'Mea in Los Angeles, followed by Donald Cruickshank of San Jose in 1965, and it changed hands the year later to Joseph De Luca of San Francisco.

In the late 1980s, the car was sold to Eugene Beardslee, who had the car refurbished by Bob Turnquist at Hibernia. The work was completed in the summer of 1990, in time to be put on display at that year's Pebble Beach Concours d'Elegance, where it was put in the Postwar European Custom Coachwork category. At the end of the day, it had secured the Best in Class award.

In the early 2010s, the car was stripped down and given a repaint. It is now finished in black. The engine is a 4256cc overhead valve six-cylinder unit fitted with 2 SU carburetors and offering approximately 132 horsepower. There is a four-speed manual gearbox and four-wheel drum brakes.

by Dan Vaughan

Coupe by Figoni & Falaschi
Chassis number: B9AJ
Engine number: B 65 A

The Bentley Mark VI was produced from 1946 until 1952. The 4.3-liter six-cylinder engine produced 125 horsepower.

This is the only post-war Bentley bodied by Figoni et Falaschi. Combining the finest attributes of Bentley and Rolls-Royce, the Bentley Mark VI Standard Steel Saloon was the first model offered after the return to peace.

Nearly 80% of the MK VI chassis carries a surprisingly elegant, although somewhat heavy, steel body which was similar to the late Pre-War MK V Park Ward four-door Saloon. Although quite similar, they were not as well received as the wildly successful 'Silent Sports Cars' of the 1930s. The car would, however, be well received by the well-heeled buyers hungry for new prestige automobiles.

Of the 5,201 Mark VI's produced, 999 were delivered to coachbuilders for special bodies. The most common were H.J. Mulliner, Park Ward, James Young and Hooper. Only one Mark VI chassis was sent to Parisian coachbuilder Figoni et Falaschi, which is this fine automobile. The prominent Parisian coachbuilder Figoni et Falaschi was a company best known for the aerodynamic yet graceful designs seen on Delahayes and Talbot Lagos. Their designs, influenced by aeronautics, became known for 'tear drop' silhouettes, pontoon wings, wing skirts, raked windshields, and flush fittings. Ovidio Falaschi fancied himself as a couturier of motor cars, frequently rebodying a chassis multiple times until he was pleased with the results.

Claude Figoni, the son of Joseph Figoni, recalls when he took the order for this car in 1947 for a Mr. J Rodrigues in Paris, 'a tall, elegant gentleman with wonderful manners.' It was delivered to the celebrated Parisienne coachworks of Figoni et Falaschi for a Grand Touring Coupe body. Emblematic of the atelier, this Bentley features signature Figoni embellishments: chrome sweeps on the lower body, chrome beltline, twin blade bumpers, skirted rear fenders, and arced front wings. Add to that a 4.3-liter six-cylinder engine 132 horsepower and a four-speed transmission, and the Bentley emerged as powerful as it was beautiful. Intended as a a 'commuter' between his Paris and Monaco residences, this Grand Touring Coupe remains the only Bentley to be graced with Figoni coachwork.

This car would eventually enter the United States in 1964, where it remained in California before being sold to a prominent collector in New York. The car was stripped to bare metal and re-sprayed in a spectacular black finish which complements the double-bladed chrome bumpers and graceful rear wings.

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