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 from 'The Motor' magazine titled 'Un Beau Bentley', reviewing a new Bentley model.
| Identifier | ExFiles\Box 160\5\ scan0116 | |
| Date | 4th December 1940 | |
| 7 The Motor 390 December 4, 1940. [Image of a dark-colored saloon car with license plate FYH 539] Un Beau Bentley SOME years ago, Bentley Motors (1931), Ltd., introduced something of a new conception in motoring—"the silent sports car." From that time until the outbreak of war, the car, which achieved great popularity and repute, was steadily developed along conventional lines. The six-cylinder engine was increased in size from 3½-litres capacity to 4¼-litres, and an overdrive gear was provided to give reliable high-speed cruising. At the same time, however, the experimental department of the company was busy in the evolution of an entirely new car which would have been on the stands at Earls Court if there had been a Show in 1939. This new chassis incorporates fundamental improvements. It is not a modified type, but an entirely new concept, although the well-tried engine and transmission are retained. Ideals for Sports Cars High-priced limited-production cars of all types must of necessity embody such qualities as silence of running, freedom from mechanical failure, and durability. In addition, the ideal sports car should combine every one of the following six characteristics:— (a) High maximum speed—100 m.p.h. or more. (b) High acceleration above 60 m.p.h. (c) Rapid pick-up on top gear. (d) Comfort for all passengers. (e) Stability and safety. (f) Easy control for both normal and abnormal cornering. 420 I have tested practically all the fast cars in the world, and I know of none which will meet more than 75 per cent. of the above demands. It is, in fact, arguable that no one car can combine all these things, for some are mutually incompatible. Realizing this, Bentley's decided to have one chassis from which could be made two cars. The Bentley "V," as it is termed, seeks the superlative in the last four of my list. It is designed to achieve supreme comfort, to carry a five-seater body, to have rapid acceleration, first-class springing and excellent steering. The maximum speed of, say, 85 m.p.h. most figure as adequate, but some experienced motorists—particularly those who journey on the Continent—may consider it on the slow side. For those who desire a really fast motor, the same chassis can be fitted with a streamline body, termed the "Corniche." This, using a higher top gear, gives well over 100 m.p.h. at the sacrifice of some body space and quick pick-up from low speeds. A picture of this car is reproduced, but the model that it has recently been my fortune to test was the Mark V type with a Park Ward four-door saloon body. To aid me in my run I had my three collaborators of a previous test—Messrs. Clark, Clutton and Heal. Upon immediately taking the car over at Conduit Street, we were impressed by the large size of the body. It is possible to sit five with reasonable comfort; there is a luggage locker of roomy proportions coupled with a platform-type back, and there is ample legroom, despite there being no wells in the floor. This is the more remarkable because the 10-ft. 4-in. wheelbase is 2 ins. shorter than the previous model. A New Car A short run showed, in fact, that there is no comparison between this car and the previous type. It is true that it retains all the virtues of the previous model, also that it avoids its few vices. In character, however, it is wholly changed and, in my view, it is the finest car for every-day motoring that it has been my pleasure to handle. In this seemingly extreme statement I am backed by my co-drivers. We drove in London with the 4.3 to 1 top gear, on which, with the new 6.5 by 16 tyres, 2,500 r.p.m. equals 50 m.p.h. There is extremely rapid pick-up, well up to the high standards associated with the high-powered low-weight American car. Second gear can be used for starting and, although synchromesh is provided on the upper three ratios, for town work top gear can be used practically all the time even with four up. With the adjustable shock absorbers on the slack side, all the variations in road surface in London and suburban streets are dealt with without a tremor by the new system of independent front springing. This is of the wish-bone type with coil springs and is coupled with an entirely new X-braced frame of deep section. The steering is | ||