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"180bhp, 6,257cc
single overhead camshaft engine with
four valve heads and twin S.U. carburetors,
twin ignition via Bosch magneto and
Delco coil, four-speed synchromesh
transmission, front suspension via
solid axle and leaf springs, rear
suspension via live axle and semi-elliptic
lear springs and four wheel mechanical
drum brakes with Dewandre servo assist.
Wheelbase: 11'
As with all the great W.O. Bentleys,
the Speed Six owes its existence to
the excellent original three liter
design. Lithe and maneuverable, these
early Bentleys had exceptional power
to weight ratios for the time. Sporting
drivers of the day quickly discovered
their potential, and before long these
early Bentleys were chalking up an
impressive array of victories in competition.
As has been proven ever since, success
on the track begets success in the
salesroom. The sporting reputation
of the three liter chassis lead to
commissions for rather more luxurious
coachwork on the chassis, and Bentley
agents were only too happy to comply.
The results were mixed, at best. Enclosed
coachwork proved substantially heavier,
and corresponding performance suffered.
In addition, the short chassis could
not accommodate the demand for the
kind of coachwork Bentley's new clientele
were demanding. A longer chassis addressed
the latter concern, but aggravated
the performance issue.
Clearly, a larger, more powerful chassis
was required if Bentley was to cater
to this new clientele while maintaining
the firm's reputation as a sporting
marque. As a result, W.O. set about
designing a new engine; in essence,
it was a standard three liter four
with two extra cylinders grafted on,
displacing 4 1/4 liters. The most
noteworthy design change was the replacement
of the vertical shaft camshaft drive
by a unique system whereby a crank
driven bevel gear turned a small triple-throw
crankshaft, which drove a similar
crankshaft on the cam, connected by
a set of three connecting rods. Although
unusual, the new system worked well,
and would remain in service through
the later eight liter cars.
A prototype car wearing a Weymann
saloon body was constructed, and taken
on a European tour by W.O. Bentley
himself. In an interesting anecdote
taken from his autobiography, he relates
the story of an interesting coincidence
that would directly lead to the 6
1/2 liter cars. It seems W.O. was
driving at speed on a French road
along one leg approaching a "Y"
intersection when he noticed another
car paralleling him on the other leg,
also driving at speed.
Both cars accelerated and reached
the deserted country intersection
at the same time. Each took his side
of the road, running flat out and
side by side. Bentley realized that
his opponent was an engineer driving
the prototype Rolls-Royce Phantom
I. At the same time, the Rolls driver
recognized Bentley, and the race was
on. For a considerable distance, the
cars ran hard, with neither able to
gain a clear advantage. In the end,
the Rolls driver's hat blew off and
he broke off the race and returned
to retrieve it.
It was this episode that convinced
Bentley that more performance was
required. This he did, by the simple
expedient of increasing the engine's
displacement from 4 1/4 liters to
6 1/2. The new car, introduced in
1925, proved quite successful, attracting
the carriage trade business that was
Bentley's original objective.
Although intended as luxury transportation,
the engineer in W.O. Bentley could
not resist developing a competition
version. The three liter had been
supplanted by the four, but by the
late 1920s, it was clear that international
success at the top levels was going
to require more power.
Several months of development lead
to the completion of the first demonstration
chassis in late 1928. The first delivery
took place in May of 1929 to Capt.
Woolf Barnato. The new cars were similar
to the standard models, but benefited
from a host of performance oriented
upgrades, the most visible of which
was the fitment of a pair of S.U.
carburetors on a new square section
intake manifold. Horsepower was up
by 20bhp to 180, and would ultimately
reach 200bhp in the Le Mans spec racers.
Bentley's success at Le Mans was well
known, but 1929 marked the first appearance
of the new Speed Six, in the hands
of Barnato and Sir Henry "Tim"
Birkin. It was accompanied by three
four 4 1/2 liter cars, one of which
retired early. The remaining four
Bentleys lead most of the race, with
the Birkin/Barnato Speed Six in the
lead. In fact, they were so far ahead
of the rest of the field that the
team instructed them to reduce to
touring speed for the last few hours
to save the cars.
The Bentley juggernaut continued to
dominate at various events during
the following 12 months, before returning
to Le Mans in 1930. This time three
cars were entered: Barnato and Kidston,
driving car #4, Clement and Watney
driving car #2, and Davis and Dunfee
driving #3. Dunfee crashed fairly
early, ending the race for #3. Meanwhile,
a heated battle had developed between
the two remaining Speed Sixes and
the legendary Caracciola, driving
his supercharged Mercedes-Benz. Although
he lead for a time, the Bentleys kept
the pressure on Caracciola, forcing
him to use his supercharger extensively,
and finally he was forced to retire
on the 83rd lap. Once again, Bentley
ordered his leaders to drop back to
a fast touring speed, and in the end,
it was Barnato and Kidston in first
place, followed by Clement and Watney
in second.
It was Bentley's fourth consecutive
victory at Le Mans, an achievement
that would forever elevate the marque
to legendary status among enthusiasts
everywhere - even those whose primary
allegiances lay elsewhere. While four
victories in a row is certainly remarkable,
it was the degree of superiority they
demonstrated that impresses most of
all.
Not only did Bentley win these races,
they won while literally touring around
the track at the end. As a result,
no one ever knew what average speeds
and lap times might have resulted
had they run flat out for the entire
race. In particular, the strategy
meant that Bentley's competitors always
seemed to underestimate his cars -
no matter how hard they were pushed,
they had more in reserve.
Today, a Le Mans specification Speed
Six is arguably the most desirable
of all Bentleys. A recent sale of
the second place car from the 1930
Le Mans sold for well over $5 million,
an exceptional result for an exceptional
car.
Unfortunately, there are a great many
more Bentley enthusiasts than there
are surviving Le Mans cars, and consequently,
many cars fitted originally with conservative
saloon coachwork have been modified
to Le Mans specifications and retrofitted
with appropriate coachwork.
The example offered here, HM2852,
was an original Speed Six car delivered
new in October of 1930 to Lt. A. Smith
Bingham, fitted with Wylders saloon
coachwork.
It is unfortunate that a great many
of these wonderful Bentleys suffered
at the hands of later owners. In wartime
and postwar England, petrol was both
scarce and expensive, and big prewar
Bentleys were virtually unsaleable.
A great many found their way to breaker's
yards, where many were lost completely.
Fortunately, a dedicated band of enthusiasts
scoured the countryside uncovering
the surviving cars and parts, hoarding
them for future restorations - a resource
that would prove invaluable to future
generations of restorers.
While the fate of HM2852 was unknown
for many years, it resurfaced several
years ago in the hands of a J. Gosch,
a Bentley enthusiast who had been
collecting parts for many years in
an effort to complete the car. He
was able to acquire a large number
of parts, including many of the original
parts fitted to HM2852.
In the meantime, in 1997, noted American
collector Rich Atwell of Fredericksburg,
Texas heard of the project and arranged
to purchase it. He was able to satisfy
himself that the all-important chassis,
while requiring repair, was indeed
that of HM2852. In fact, a later inspection
carried out by the Bentley Driver's
Club confirmed that identity and recommended
that the car's original UK registration,
GK 2468, be reassigned to the car.
The UK authorities subsequently issued
new documents for HM2852 under that
number. A copy of the Bentley Driver's
club letter and MOT log books are
on file in the auction office and
available for inspection by interested
bidders.
Specialist restorer David Ayre was
retained to conduct a comprehensive
restoration of the car. From the beginning,
the decision was made to build the
car to Le Mans specifications, as
accurately as possible. Accordingly,
the chassis was shortened, and an
order was placed for the construction
of a suitable replica Vanden Plas
body. Photographs illustrate the meticulous
wood and panelwork that resulted.
RM has had the opportunity to examine
the work carefully, and can report
that the workmanship is truly exceptional,
as are the brightwork, trim and paint
finishes.
The accuracy with which the restoration
was completed is equally remarkable.
Every detail, from wiring and plumbing
to instrumentation and trim has been
carried out so as to be indistinguishable
from original, and indeed, original
parts were located and restored in
most cases.
Great pains were taken to restore
the details of the body and chassis
to conform to the configuration of
the Le Mans cars. New castings duplicate
the team car's folding windshields,
as well as a host of other details,
from vent doors to the proper Le Mans
style fuel tank and filler with mesh
stone guards.
The engine was built to Le Mans specification,
using an original cylinder head and
block, although a new crankcase was
fitted. The new crankcase was stamped
HM2852SS in error; the correct stamping
should have read HM2856SS, something
that could be easily corrected if
desired by a new purchaser. The internal
components were carefully matched
and balanced, and all machine work
was carried out to the highest standards.
When fired today, there is no mistaking
the thunder of the Big Bentley six,
but the engine does not simply sound
superb, a recent road test revealed
that the car is in excellent overall
mechanical condition.
It is important to note that an extensive
file of hundreds of documents and
dozens of photographs accompanies
the car to document the restoration.
Every detail of the work undertaken
is described, and many are photographed
as well.
Finding an available original Speed
Six Le Mans spec car would be nearly
impossible today, and the cost - as
noted earlier - would be truly frightening.
HM2852 offers the enthusiast the genuine
Speed Six Le Mans motoring experience
at a most reasonable price. Based
on an original Speed Six chassis,
it is eligible for countless events,
both within the Bentley Driver's Club,
and without.
The standards of fit, finish, and
quality required to win at Pebble
Beach are well known, and HM2852 has
proven its pedigree in this regard
with a first in class win at Pebble
Beach in 1999. Today, HM2852's exceptional
quality combines with its eligibility
for most Bentley driver's events to
make it a prize worth pursuing --
though in the end, sadly, only one
will succeed."
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