From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).
Article on the Bentley Mark V chassis, a modified 4 1/4-litre model incorporating independent suspension and a cruciform frame.
| Identifier | ExFiles\Box 160\5\ scan0328 | |
| Date | 1st May 1941 | |
| MAY, 1941 AUTOMOBILE ENGINEER Bentley Publicity 1378 143 THE BENTLEY MARK V CHASSIS A Modified 4 1/4-litre Model Incorporating Independent Suspension and a Cruciform Frame HAD the Annual Motor Show been held at the end of 1939, one of the most interesting chassis to be exhibited would have been the New Mark V Bentley. Actually two chassis would have been available, both with the same 4 1/4-litre power unit. One model, the Mark V, was intended for a roomy five-seater body or large limousine, and to have a maximum road speed of close upon 100 miles per hour. The other to be known as the “Corniche,” was designed for very high speeds, actually in excess of 110 miles per hour, and would normally be fitted with an aerodynamic body. For the first time this make of car would have had independent front wheel suspension incorporating coil springs, but by no means a replica of the scheme recently incorporated on Rolls-Royce chassis. Another innovation is the use of a cruciform frame of unusual rigidity. TWO new Bentley chassis were prepared as 1940 models with road speeds of about 100 m.p.h. and 110 m.p.h. respectively. Innovations include independent front wheel suspension, a cruciform frame of unusual rigidity and a redesigned power unit positioned further forward than previously. This together with a divided propeller-shaft makes possible a roomy body devoid of feet wells. Interest attaches to the shape of the combustion chambers used in conjunction with specially shaped piston crowns. Ingenious brake actuating mechanism is embodied to provide equal wear of both shoes, and to ensure that operation shall be unaffected by uneven wheel movement. Particular attention has been devoted to both front and rear suspensions to give maximum comfort and road-holding under all conditions of load and speed. Whilst the power unit is similar to the previous model, quite a number of modifications, mainly internal, have been incorporated. In addition, the power unit has been moved forward, giving a greater body space despite the fact that the wheelbase has been reduced by 2in. There are also two new alternative gear boxes and a divided propeller-shaft. From these and other modified features it is evident that the chassis is an entirely new design. Before the entire factory was turned over to aircraft engine production, several of the chassis had been completed, while a further number were on the production line and remain to this day uncompleted. The illustrations accompanying these notes are of the most advanced of this partly produced batch of chassis. This will account for any slight untidiness of detail which may be observed in connection with such points as wiring, piping, etc., which would naturally have been cleaned up before the chassis had been passed out of the assembly bay as ready for coachwork. Figs. 1 and 2. Side and plan view of chassis with 4 1/4-litre engine and cruciform central frame members. | ||