Author: mark

As Silver Seraph but with sportier twin-turbo BMW V8. Also offered with the Turbo R engine for customers who preferred low-down torque, and for political reasons. Continued after the separation from Rolls-Royce with the old engine.

Stretched Arnage, coachbuilt by Bentley’s Mulliner division, as a gift for HM Queen Elizabeth II, who had direct design input. A statement of intent from Bentley, also showcasing work from a ‘Best of British’ consortium.

Photo: Wikipedia

A mass-produced replacement for the Continental, albeit with significant hand finishing. Featured a twin-turbo version of the W12 used on the VW Phaeton, and on the same very refined and rigid (but heavy) platform. Permanent 4WD.

Face-lift to match Continental

Convertible version of GT

Extended saloon version of GT.

Photo: Wikipedia

Re-engineered to Arnage platform from ageing SZ platform. Probably a victim of the Financial Crisis, which encouraged consolidation at Bentley.

Photo: Flickr

Belated proper replacement for the SZ-platform Continental, with strictly limited production.

Coupé

Arnage replacement, with Cosworth re-engineered classic V8, which ended after 61 years when the Mulsanne was retired in favour of the the SUV. On its own unique RWD chassis to provide the required experience.

Updated Continental which had to replace also the Arnage-based Azure and Brooklands.

New 4-Litre option powered by a V8, developed jointly with Audi.

Partially replaced the Arnage as well as Gen 1 Spur, and Mulsanne was a much bigger, more expensive car.

Photo: Wikipedia

Popular luxury SUV

Photo: Flickr

Now on Porsche MSB platform like the Panamera. The first production car precision ‘Super Formed’ in aluminium.

Successful endurance racer using a modified version of the V8 engine.

Like the Continental, now also on the MSB platform, thus retiring the D1 Phaeton platform. Further upmarket and expensive options available as the Mulsanne was retired.

New front and rear styling and updated interior. Extended Wheelbase model intended to replace Mulsanne. W12 only on Speed Models which ended in 2024.

More power (but heavier due to bigger battery), spelling the retirement of the W12. First Bentley since 1959 to have single headlights.

Photo: Wikipedia

‘Silent sports car’ version of the Rolls-Royce 20/25 on a shorter wheelbase, with twin carbs; also a hypoid rear axle allowing lower propshaft and overall lines. half were by Park Ward; Vanden Plas & Hooper made some sports bodies.

As with the Rolls-Royce, a bigger engine for heavier bodies, but slightly less smooth. Park Ward again made most, but there were many variations.

Like the Rolls-Royce, coil ifs and a step towards post-war standardisation.

Photo: Wikipedia

80% had Blatchley-designed standard bodies from Pressed Steel, Cowley; other bodies were often aluminium. Bigger engine from mid-1951. Early Silver Dawn based on this car.

Bigger boot. Automatic option later made standard. Later Silver Dawn based on this car.

Photo: Flickr

Slightly higher performance engines. Fabulous aluminium bodies, usually by H. J. Mulliner. Could effortlessly cruise at 100 mph, with little wind noise, thanks to aerodynamic testing at Rolls-Royce. Fins were functional stabilisers.

As Silver Cloud, but commoner.

Slightly higher performance engines. Attractive bodies, mostly by H. J. Mulliner or Park Ward. Fastest 4-seater in the world at the time.

Photo: Flickr

As Silver Cloud

Slightly higher performance engines. Fabulous bodies, by Mulliner Park Ward (now part of Rolls-Royce) or James Young, blending modern lines and performance with traditional craftsmanship and quiet.

As Silver Cloud

The last Bentley wihout an exact Rolls-Royce equivalent for 20 years. Controversial front end styling at the time.

Photo: Flickr

As Silver Shadow. Coachbuilt 2-dr and DHC rare.

As Silver Shadow. Corniche rebranded Continental from 1984

As Silver Spirit

Photo: Flickr

Cheaper Mulsanne with cloth upholstery and mesh grille. Firmer suspension improved handling.

Mulsanne Turbo ran from 1982, but the Turbo R (“Roadholding”) brought radical handling improvements worthy of a real Bentley. ‘S’ and then new Turbo R in 1995. and the last cars were the ‘ultra’ RT version with Continental T engine.

Incremental improvements over Mulsanne (as per Silver Spirit II on but not always at the same time).

Photo: Flickr

Long-awaited Bentley coupé, uniquely since 1965 not using a Rolls-Royce body. By diverging from the Corniche, the car may have saved both brands, and laid the groundwork for their separation. World’s most expensive production car.

Photo: Wikipedia

4-seater convertible grand tourer based on Continental R. Pininfarina assisted with the design work .

Finally, Goodwood and Dingolfing were ready. The N73, bored to match RR traditions (in mm and Nm torque), was paired with a hand-welded aluminium spaceframe. An imposing (if brutalist) statement, and world-leading comfort.

BMW were focused on establishing their flagship and testing the market. In 2006, they decided to invest in in a modified 7-series platform with bespoke components, and a focus on soundproofing and all round air suspension.

Photo: Wikipedia

On the Ghost platform, but replacing the Phantom DHC, the Dawn is the last open top combustion car made by Rolls-Royce.

The coupé version of the Ghost, and the fastest and most powerful Roll-Royce ever made. Introduced “Satellite Aided Transmission” technology, using GPS data to select the most appropriate gear for road ahead – and add waftability.

Photo: Wikipedia

New generation ‘Architecture of Luxury’ (should that be Ultra-Luxury?) starting again at the top. The spaceframe is laser welded, and glued, with final sub-sections hand-finished. Quietest car ever made and literally an art gallery.

Photo: Wikipedia

Tall car on the new platform, named after the Cullinan Diamond, the largest gem-quality rough diamond ever discovered. Very popular.

Now on the shared AoL platform, arguably more authentically a Rolls-Royce, albeit it with continuity of styling, again by Thurner. New suspension with the new platform, and lots of attention to the interior.

Photo: Wikipedia

Full-sized electric grand tourer, on the shared AoL platform, to replace the Wraith.

Photo: Wikipedia

Only car immediately post-war. It was given a much more rigid chassis, front coil springs, and the engine from the pre-war Bentley V. As before the war, capacity was raised as bodies got heavier. The last Rolls-Royce sold only as a chassis.

Factory-built body based on Bentley Mk VI (itself based a the pre-war Mk IV), with a detuned engine. 1952 update followed the R-Type Bentley.

Photo: Flickr

Ultra-exclusive – actually restricted to heads of state! Still the choice for the British Royal Family for state occasions. Manual transmission and steering. Engine used by Alvis for military vehicles and the Salamander fire engine (q.v.).

Photo: Wikipedia

New, very rigid welded box section chassis, with ifs coil, rear leaf suspension (LWB option). Almost all had the standard Pressed Steel shell, with alloy doors, boot and bonnet. Power steering aircon available as options from 1956.

Photo: Wikipedia

New Rolls-Royce V8 engine gives much improved torque and acceleraton, albeit more complicated to maintain.

Photo: Wikipedia

Twenty foot long and 2.75 tons. Power steering! Based on the Silver Cloud LWB but a foot and half (46 cm) longer wheelbase and opulent coachbuilt bodies by James Young or by Mulliner and Park Ward (bought by RR and merged).

Photo: Flickr

Lightened by c. 5%. New quad headlamps, and slightly lower grille. Higher compression engine giving c. 7% more power. Remodelled interior.

Most famous of the specials: by Mulliner Park Ward, and derived from their earlier Bentley bodies.

New generation ‘slab-sided’ unitary Rolls-Royce, more compact and modern that the Silver Cloud it replaced. The concept emerged from work with BMC. Self-levelling independent suspension and disc brakes. Bigger engine from 1970.

The last separate-chassis Rolls-Royce, with bodies by MPW and updated engine (bigger from 1978), transmission, brakes, steering, aircon. When used by Queen Elizabeth II, the Spirit of Ecstasy was replaced by a St George slaying the dragon.

Photo: Flickr

Coachbuilt (Mulliner Park Ward or rarely James Young) coupé and convertible models. Became the Corniche in 1971.

Photo: Flickr

Limited production Pininfarina-styled alternative to Corniche, not to everyone’s taste, and costing half as much again. Struggled to justify its tag as the world’s most expensive production car, although the world’s best aircon helped.

Photo: Flickr

Rack and pinion steering, improved aircon. Facelift including air dam.

Coupé dropped in 1981 after Silver Spirit launch. III had revised fuel injection and interior; IV had improved transmission, suspension and roof automation. Last 25 “S” cars had turbo; model dropped at launch of New Silver Spirit (IV).

Corniche III had colour-coded bumpers and new wheels

10 Silver Shadow MkI “Limousine” cars were made in 1967 with 4″ improved rear leg room, and a LWB MkI was available from 1969. When the MkII was launched the LWB became the Silver Wraith.

Photo: Wikipedia

Longer, lower, heavier Silver Shadow replacement on same basic platform; still with peerless ride and interior craftmanship. Fuel injection from 1986. Silver Spur has 4″ wheelbase extension for rear cabin space.

Silver Spirit/SilverSpur updated with active suspension; III had new auto and more power; Silver Dawn (1996 on) had low-pressure turbo from the Bentley Brooklands; the Flying Spur had the LWB and Turbo R engine.

Almost always alloy wheels now

Silver Spirit-based Phantom replacement, in a various guises: first the approved 4- and 6-dr Robert Jankel cars; then an MPW 42″ stretch; then, from ’91 the 24″ stretched Touring Limo evolving to the Park Ward limo from 1996

Photo: Flickr

Vickers-financed all-new car with traditionally peerless attention to detail: a brand figurehead, but the Crewe future was now Bentley. The famously smooth BMW M73 engine was used, with BMW drivetrain, electronics, brakes and aircon.

Photo: Flickr

Bentley-Azure-based replacement for the Corniche IV, so actually on the older SZ platform and using the venerable Rolls-Royce V8. Styling brought up-to-date to match the Seraph. First RR with fully retractable soft top.

Photo: Wikipedia

Made by Royce in Manchester, based on his earlier prototype; sold by Rolls. Discontinued before the planned 20 were made because, tellingly) a twin was felt less appropriate than the larger models.

Photo: Wikipedia

Suitable for larger bodies. The 15 HP (shown) followed a 3-cylinder fashion but quickly discontinued as the remaining models were modular 2, 4 or 6 cylinders.

Photo: Flickr

Produced in Derby from July 1908. ‘Silver Ghost’ was a demonstrator – the 12th car built: only becaming official for the range retrospectively. Autocar called it the “best car in the world” – a phrase which has stuck for the brand.

Another unofficial moniker – this was the Continental model – productionised from the 4-speed higher tune car prepared for the team’s splendid performance in the Alpine Trial of 1914.

The economy Rolls-Royce, intended to appeal to owner-drivers. New single-casting engine with removable head. Could do 60 mph with recommended body weight – but this weight was often exceeded.

The Silver Ghost developed over time, and by 1919 had electric lighting and starting. They had much more power than the early cars, allowing for heavier bodies on longer wheelbases. More standardised, also suiting USA production.

Replacement for the Silver Ghost, with a new OHV engine, cast in 2 groups of 3 cylinders with a single head (aluminium from 1928). Chassis largely unchanged. Improved brakes. Cantilever rear springs like later Silver Ghosts.

Bored out to achieve more power to carry larger bodies. The most successful inter-war Rolls-Royce, and the basis of the ‘silent sportscar’ Bentley, to retain the resources and market of that newly acquired company.

All new underslung chassis with semi-elliptic leaf springs all round, gearbox bolted to engine. With open drive shaft, this allowed car to sit lower improving handling and looks. Continental had shorter wheelbase and stiffer springs.

One of the pinnacles of pre-war design, the sleek and ‘majestic’ tourers could cruise in near-silence at 70 mph, with notably good handling.

Another bore out for more power for bigger bodies.

Photo: Flickr

Royce’s last design, using aero experience and W. O. Bentley consultancy, the new aluminium alloy V12 engine offered peerless smoothness and performance. Complications such as 2 ignition and 3 oil systems though. Very heavy car too!

Various

25/30 replacement. Welded chassis, front coil springs, crossflow head. Speed-adaptive damping, like the Phantom.

Photo: Flickr

Aluminium panels on wooden frame and steel chassis, rigid axles with springs and now hydraulic dampers. Capable of 80 mph.

Photo: Flickr

John Tojeiro design using a ladder-type tubular frame, independent leaf spring suspension, and an open 2-seater alloy body possibly inspired by Ferrari. Bristol-engined from ’56 (initially optional) and Bristol extended production until ’63. Zephyr engine an option from ’61.

Fixed head version of the Ace – with a hatchback!

AC’s grand tourer, with 10″ longer wheelbase and independent coil spring suspension and rear trailing arms.

Photo: Flickr

A natural extension from the straight 6 Zephyr-engined Ace (including lower lines), but transformational. Achieved in collaboration with Carroll Shelby, who had long cherished the idea of a merger with an American V8 and lightweight sportscar body.

289 Sports (1965-68) had Mk III (427) body with narrower wings

Designed in collaberation with Ford USA. 4″ main chassis tubes, coil spring suspension all around. Wider wings and grille. The standard model could do 164 mph! Not commercially successful. 428 was lower tuned bigger-engined version purely for road use.

The GT version of the Cobra, with body styled and built by Frua. High production costs meant that it was not profitable.

Based on Bohanna’s ‘Diablo’ prototype shown at the London Racing Car Show in 1972, AC’s own version was shown at the 1973 motor show – but not sold until the 1979 show. Perimeter frame, with central tub of folded sheet steel with an integrated roll-over bar; coil springs all round.

Photo: Flickr

In 1986, Autokraft (a continuation builder) bought AC Cars, and made official their Mk IV Cobra, , which was capable of 134 mph and 0–62 mph in 5.2 seconds. Ford joined the joint venture in 1987.

Photo: Flickr

Designed while AC was under full Ford ownership, but not going into production until after Autokraft founder Brian Ingliss bought out the company. Completely new design, but expensive to produce, and to buy, even given the undoubted luxury.

Photo: Flickr

In 1996 the company was purchased by Pride Automotive. The ‘Superblower’ was their aluminium-bodied initial offering.

Photo: C&C

The carbon bodied CRS followed in 1999. Cheaper to make, and to buy, but under-powered compared to rivals.

Photo: Flickr

Tourer had longer wheelbase and running boards. From 1925 a more sporting model, the Boulogne, with a more highly tuned Anzani engine was available, a few with ‘Boulogne Vitesse’ had superchargers; Ulster was the competition version.

HJ Aldington took over in 1929, and the Fast Tourer was replaced with various models still with 2, 3 or 4 seats on long or short chassis, with SV or OHV engines. Intercepors are aluminium; sportops fabric.

Photo: Bonhams

Usually a 4-seater tourer, with 4 / 6-cylinder engines from Meadows / Blackburne. Cheaper Exeter had bodies by Corsica on short chassis. Aluminium panels. Last ‘chain gang’ car.

Right-hand drive version of BMW 315, with English trim and electrics – some with English bodies. Triple carb sports model available as Type 40. Type 45 is UK version of BMW 317 (55 has the 3 carbs).

Photo: Flickr

Pre-war 100 mph classic BMW sportscar, with triple carb, hemi head and hydraulic brakes. Imported and converted for the UK by AFN.

The classic 2-seater sports Nash of the 1930s. Gough, Meadows, Blackburne engines, plus 1 Anzani engined Ulster and 1 SWB 1.9l BMW ‘Falcon’.

Photo: Flickr

Straight-tube front axle with cantilever springs. 4-cylinder Gough engine, usually with twin supercharger, giving 105 mph.

Photo: ClassicMotors

Named after the 1949 Le Mans 3rd place. AFN owned the UK rights to the BMW 328 engine, and licensed it to Bristol (q.v.). Conventional gearbox, also from Bristol. ‘FN48’ built to F2 regs – GP raced.

Full width body and detuned from the Le Mans Replica but still a 100 mph car.

Poor photo with grille

Mille Miglia replacement with light alloy, full-width body with a choice of 100 or 125 hp engines. The coupé was designed for Le Mans… and had a roof!

Full-width body on Le Mans Replica Mk II chassis with 140 hp engine.

Photo: Flickr

Shown and listed at 1958 London Motor Show, with BMW engine. The company’s last fling, but production never got underway.

Photo: Wikipedia

A hand-made BMW-based saloon with wooden interior trim. Aero industry heritage clear in its wind tunnel aerodynamics, and in the re-engineering of the BMW engine, with aluminium head, helped by ex-BMW engineer Frtiz Fiedler.

Redesign by Carrozzeria Touring, using their patented Superleggera construction – light alloy panels over a steel tube frame. Productionised and streamlined by the Bristol aero engineers – the drag coefficient was just 0.36.

Convertible with concealed hood.

Photo: Flickr

Evolution of 401 with more power and better brakes.

Businessman’s express, with hole in the wall front end and spare wheel stowed in front wings. Alloy panels on an aerospace-style ash frame, which was found to better absorb vibration and be more flexible in manufacture and repair.

Arnolt’s solution to fulfilling his contractual obligation to Bertone after MG ended previous deal. 403 engine, 404 chassis and Bertone body.

Long-wheelbase 4-door saloon or convertible by Abbott.

Back to 2 doors for market positioning and easier ash-frame engineering. Enlarged engine gives more power, but luxurious appointments add weight.

Based on an abortive ERA F2 car, the 450 was built for Le Mans 24-hrs, at which they won both their class and the team prize in both 1954 and 1955. Bristol withdrew from motorsport after the disaster in 1955.

Photo: Flickr

Without the resources to develop their own replacement engine, Bristol began using blue-printed and upgraded Chrysler engines. Front coil springs.

Photo: Flickr

New wider grille incorporates driving lights. Lower lines, driver-adjustable dampers. Performant and quiet, but heavy steering.

Photo: Flickr

Slightly enlarged engine, smoother ride and gearshifts, power steering, heated rear screen, alternator. A more modern machine, but not a sportscar.

Photo: Flickr

Floor-mounted gear selector, following Chrysler’s lead, dual-circuit brakes, smaller 15″ wheels. More side chrome.

Photo: Flickr

Big-block engines, re-engineered with hydraulic tappets and bespoke tuning to ensure a cultured feel at normal speeds. But more dynamic than a Bentley, and marketed as the world’s fastest true 4-seater. Aircon, electric windows.

Less chrome, samller fins

Restyled front end with quad headlights; blacked out grille for S5.

Horizontal tail lights from S4

New targa sports body by Zagato, anticipating safety regulation. Beaufighter was the turbo version. Rare Beaufort had 4 seats and power hard roof.

Beaufigher has quad headlights

New saloon body by Dudley Hobbs with flatter panels, so easier to hand hammer. Much more spacious and better visibility – windscreen wider than lower bodywork! More economical engines. Facelift was Britannia (Brigand had turbo).

Final update – restyled, and with fuel injection. Maintained characteristic narrow body for the sake of drivability. About 12 Roadster/Speedster version ran 2004-11.

210mph supercar with modified Dodge Viper engine well forward of front axle on box-section chassis with aluminium floorpan (by Bostrom). Nimble and civilised, with quirky aero interior. Prototype “T” had twin-turbo and was limited to 225 mph.

Photo: Wikipedia

Very large car but good value. 2-wheel brakes and twin inline blocks until 1925. Wilson preselector from 1928. Aero-engine heritage showed in the use of aluminium.

Photo: ASHT

Scaled-down 30 for two-thirds the cost. 18/50 or MkII from 1925. Long version available for limousine bodywork in 1926.

Photo: Flickr

Economy model with just four cylinders, suited to the times, but still well built. Flat radiator, reminiscent of the Stoneleigh sub-brand (q.v.) which it effectively replaced.

Photo: Flickr

Replaced the 18, and was an important model, appealing to professional classes, and becoming the firm’s best seller. Underslung chassis and centralised lubrication from 1928.

Photo: Flickr

Upgraded 14 – although a reversion to side-valve, which fashionable at the time. Traditional AS radiator grille from 1930. Quiet, smooth and flexible.

Photo: CSC

The smallest Armstrong Siddeley. Helped start of trend for small displacement straight six. Mole or maroon. Even had the pre-selector gearbox from 1931. Vee-radiator from 1934.

One of the ultimate pre-war cars, and John Siddeley’s swansong. Choice of wheelbases. Hiduminium alloy (as newly developed by Rolls-Royce for aviation) engine. Fluid flywheel option paired with the pre-selector. High-speed cruiser.

Photo: Flickr

OHV replacement for the 15. Usual AS refinement. Lots of body styles – short: coupé, saloon, sports saloon; long: saloon, tourer, Atalanta sports saloon, limousine, landaulette.

Photo: Flickr

Bigger and heavier replacement for the 12, largely based on the 17.

Photo: Flickr

Enlarged 20 on choice of two wheelbases – the short ones can do 80 mph – the longer are hightly refined. Excellent build quality as usual. Outlived the Special, and took the top end of the range up to WWII.

Photo: Bonhams

More modern take on the mid-range car, designed to replace the 17. Platform (near unitary) chassis. Its 1.9-litre was heavily influenced by the company’s aviation expertise, featuring water-cooled valve ports and combustion chambers.

Photo: Flickr

Made in the 2nd largest car factory in the world (in in Alexandria, Dunbartonshire), and known for reliability. Didn’t survive beyond 1914 after death of its founder, and patent disputes.

The company diversified to compensate for a fall in demand for artillery after the end of the Boer War, by taking over construction of the Wilson-Pilcher (q.v.) (1911 version shown).

Photo: Flickr

Designed by Captain E Baguley the first cars from Birmingham Small Arms were produced in various forms with capacities ranging from 2.5 to 4.2 litre. The larger cars were based on the 1907 Peking-Paris Itala.

Photo: Grace’s Guide

See also: BSA FWD Club

John Siddeley left Wolseley for Deasy in 1910: by 1912, his name was appended. Siddeley-Deasy grew rapidly using Rover chassis and Daimler and Aster engines. Available as 12/16, 14/20, 16/20, 18/24 (shown, as 1912 Althorpe cabriolet).

Photo: Flickr

John Siddeley replaced Herbert Austin as General Manager of Wolseley (who had bought out Siddeley-Deasy) in 1905. He replaced the flat Wolseley engines with Siddeley designs. The cars themselves were often known as “Siddeleys”.