Last weekend I joined Bentley at the Goodwood Festival of Speed. This is an important year for the British brand, as it celebrates its 100th anniversary.
Bentley’s presence could be felt across Goodwood. On the hillclimb, legends from the road and the track were giving no-holds-barred performance demonstrations. Elsewhere, a pack of concours Continentals celebrated the R Type, while a centenary display spanned the company’s history on the ‘cricket pitch’.
While all eyes were on Bentley’s illustrious past, however, I sat down with Adrian Hallmark, the new chairman and CEO, to talk about what the future holds. The Gurney enclosure is the perfect spot to enjoy action on the hill, with a view straight down after the second corner past the house. It’s not so great for in-depth conversation, but we weren’t complaining. As lunch was served, we wasted no time…
In the immediate term, coupes and saloons aren’t the volume-selling machines they once were, but SUVs continue to find favour. Saloons remain popular in China and the United States, though, and should be served perfectly by the new Flying Spur. The Bentayga answered the SUV question a couple of years back.
The Mulsanne remains a relic of the last decade, albeit a delightful one. Hallmark concedes that its days are numbered: “Mulsanne is a tiny business. It’s China, the US, the Middle East, and mostly long-wheelbase. We sell 500 cars a year globally. I love Mulsanne, but it’s the end of an era. That kind of product, for most people, even if you’ve got a billion in the bank, doesn’t fit with people’s lives anymore.
“Bentley always needs to be at the top of luxury and performance. Whether that means something like Mulsanne, remains to be seen,” he continued, on the notion of a ‘halo’ Bentley. The Mulsanne is on a clock, then, but it should live on until 2023.
As for the rest of the range, the coming years will see hybridisation across the board, from the new Flying Spur to the rest of the GT line-up. The Bentayga hybrid was first out, with deliveries scheduled to start soon.
Hallmark told us to expect a range of hybrid Continentals in dealers before the end of next year, although he insists they must be an option, not the option.
Will we see an electric Bentley?
Electric power is a curious question for Bentley. Our two cents is that it would suit something like the Mulsanne beautifully – being refined yet torque-rich. There’s the expense, too. It’s difficult to lump hatchback buyers with the premiums that such technology commands. A six-figure Bentley can more easily absorb the four- or five-figure cost of electric tech.
With the weight and power of current batteries, Hallmark is unsure, but has his finger on the pulse: “The problem we have is that batteries available are too weak. Power density, battery management and longevity need to improve. It’s got to be the right size, the right level of performance, with the right range. Parity with a petrol-engined car would be enough: 250-400 miles of range.
“We’re first in the queue to get the right level of battery in our cars, that’s around five years away, with the company that the Group [Volkswagen Group] has invested in, but we’re in no rush. If we could do a credible electric Bentley tomorrow, we would. But we can’t.”
Hallmark says we can expect the first all-electric Bentley on the road nearer to 2025.
Is there demand for an electric Bentley?
As far as customer attitudes to electric power go, it’s a mixed picture. On the one hand, Hallmark tells us, vintage Bentley owners couldn’t be less interested. On the other, younger Bentley buyers like the idea of an electric offering.
“Once a year, we survey buyers in the luxury marketplace. Around 30 percent of those people are Bentley buyers. Ask them if they’re interested in an electric vehicle and 10 percent say ‘yes’. If you ask those interested in a Bentley whether they’re keen on the idea of an electric Bentley, 30 percent say ‘yes’. I don’t want to be the last turkey in the butcher’s shop on Christmas Eve when it comes to customer choice. If we’re the last to get into the electric market, we will lose out.”
Why is there an increased interest in an electric Bentley? Well, the brand is slap bang in the middle-ground between sport and luxury – unlike McLaren, Ferrari, Lamborghini or even Aston Martin, where internal combustion powertrains are more central to their appeal. “Who wants an electric McLaren?” Hallmark jokes.
“Our brand is not as clearly positioned, because we don’t just build red sports cars with two seats. We build cars people use daily. Do they knock on the door saying ‘Where’s my BEV, where’s my BEV?’ No. But the interest is there.
“We did a clinic with a product concept that went really well. The upper end of what you’d hope for. We asked them: ‘What powertrain do you think it had?’. Most said ’12-cylinder, possibly hybrid, 600-800 horsepower’. ‘OK,’ we said, ‘how would you feel about it being a battery electric vehicle?’ A 30 percent increase in appeal.”
Will Bentley kill off petrol engines?
Although the desire for an electric Bentley is high, the petrol engine has life in it yet.
“We’re not ashamed of internal combustion. We want to offer both options and let the customer make the choice. We’re proud of the last hundred years, but we’ve got to think of the next hundred.”
“We may never phase out internal combustion if synthetic fuel is cracked. We’ll be one of the last if we do.”
Hallmark is simultaneously anxious to electrify, then, and keen to keep internal combustion. He told us the only Bentley model that the new WLTP fuel economy test didn’t ‘get’ was the Mulsanne, because its V8 is so under-stressed.
The ultimate luxury is choice, then, and it’s one that Bentley fully intends to keep on the options list.
It “reimagines the Grand Tourer for the world of 2035”, says Bentley, “a world of shared luxury experiences where passenger and driver enjoy equal status in their enjoyment of their extraordinary journeys”.
In other words, a future of autonomy that’s a world away from the company formed by W.O. Bentley on this day in 1919. Quite what Messrs W.O., Woolf Barnato and Tim Birkin would have made of the EXP 100 GT is anyone’s guess.
There are hints of legendary Bentley cars of old – note the R-Type Continental rear haunches and the headlights that tip a tweed cap to the Blower – but this is a vision of the future. A world of electrification, autonomy and sustainable materials.
At 5.8 metres long and 2.4 metres wide, the EXP 100 GT is considerably longer and wider than the Bentayga SUV, while the doors measure two metres wide and rise to almost three metres when open.
‘Literally comes alive’
Referencing the illuminated matrix grille (eat your heart out, BMW X6) and Flying B, Bentley says the EXP 100 GT “literally comes alive”, although a world of living cars is a future we can do without.
Those who were expecting an 8.0-litre or supercharged Bentley to mark the centenary are likely to be disappointed by the all-electric powertrain, but the EXP 100 GT should have no trouble racing trains from the south of France.
The battery system powers four motors that produce 1,106lb ft (1,500Nm) of torque, enough to propel the EXP 100 GT to 60mph in 2.5 seconds, before the 1,900kg electric vision of the future hits a top speed of 186mph.
A range of 435 miles isn’t enough for a Barnato-style race from Cannes to the ferry port in Calais, but the solid state batteries can be recharged to 80 percent capacity in just 15 minutes. Ask the Bentley Personal Assistant nicely, and there will be a cold drink waiting for you at the Conservative Club on St James Street. Probably.
‘Preempts passenger needs’
Bentley says the Personal Assistant “preempts passenger needs and can even maximise comfort based on its knowledge of its owner” by tracking eye and head movements and blood pressure.
The Personal Assistant is the centre piece of the main console and is visualised using illuminated crystal from Cumbria. This is just one of a number of materials you’re unlikely to find in your local builders merchant.
The copper-infused Riverwood is derived from trees that have been preserved for 5,000 years in peat bogs, lakes and rivers. The door panels feature an embroidery pattern created by Hand and Lock, a company that uses techniques dating back to 1767.
‘Compass’ is the name of the paint, which uses a special pigment made using rice husk ash, a harmful by-product of the rice industry. The EXP 100 GT is here to ensure that less rice husk ash ends up in landfill waste. We wonder if it has a plan for disposable nappies.
Bridge of Weir Leather of Scotland is a familiar name in the world of luxury cars, but Bentley has also used the by-product of wine-making to create a leather-like seating material that is 100 percent bio-based.
Drinking wine? Maybe the Bentley Boys would have been interested in the EXP 100 GT after all.
‘Inspirational and aspirational’
Adrian Hallmark, Bentley chairman and CEO, said: “Today, on our centenary, we demonstrate our vision of the future of our marque, with the Bentley EXP 100 GT – a modern and definitive grand tourer designed to demonstrate that the future of luxury mobility is as inspirational and aspirational as the last 100 years.”
Stefan Sielaff, director of design, added: “The Bentley EXP 100 GT represents the kind of cars we want to make in the future. Like those iconic Bentleys of the past, this car connects with its passengers’ emotions and helps them experience and safeguard the memories of really extraordinary journeys they take.”
Sielaff is making a reference to the Personal Assistant AI, which delivers a “highly personalised experience to the passenger” based on five modes: Enhance, Cocoon, Capture, Re-Live and Customise.
‘Re-Live’ replays highlights of your grand tour, allowing you to remember that exhilarating drive across the Alps… in your autonomous Bentley. ‘Enhance’ harvests light, sound, smell and air quality to deliver a “feeling of open top motoring from under the glass canopy”.
An air purification system in the boot cleans the air before it reaches the cabin, while CO2 levels inside are also monitored. If Sir or Madam wishes, the cabin can be filled with the scent of sandalwood and fresh moss courtesy of fragrance house 12.29.
Woolf, I have a feeling we’re not in Cricklewood anymore.
Needless to say, we’re unlikely to see the EXP 100 GT as a full production model, but some of the innovations should find their way into electrified Bentleys of the future. We suspect the illuminated grille is coming to a Premier League car park near you soon
In the collector car world, trucks and SUVs are the hottest property around according to industry experts.
Every auction seems filled with Broncos and Blazers, offering classic motoring with a hefty dose of practicality. The Mecum Auctions Denver 2019 sale is no exception, with the lot list packed with retro utility vehicles amongst the collector car regulars.
Of the 600 vehicles set to cross the block this weekend in Colorado, we have picked out seven that have managed to catch our eye.
1952 Ford F2 Marmon-Herrington Pickup
Marmon-Herrington was founded to focus on building off-road vehicles, following the collapse of the Marmon Motor Car Company. During World War II, the company produced lightweight tanks, along with specialist all-wheel drive trucks.
Post-war, the company offered all-wheel drive conversions of trucks like this Ford. All first-generation F-Series trucks could be converted to AWD with the addition of a Marmon-Herrington kit. It certainly makes this ¾ ton F2 look ready for action.
Subject to a thorough frame-off restoration in the 1990s, this Ford F2 was rebuilt using new-old stock parts. A new V-8 engine has been added, with the interior and truck bed also refreshed. Oh, and in case you are wondering, the amazing paint hue is PPG Chrome Yellow.
1972 Chevrolet Blazer CST Convertible
Chevrolet may have a brand-new Blazer SUV on sale, but the one which has the collector market feeling feverish is the original K5 version. If you get too hot under the collar, this particular four-wheel drive ‘72 Blazer does at least come with a removable soft top.
The final year of first-generation K5 Blazer production saw more than 44,000 produced, and this one looks factory fresh after being restored. Both exterior and interior appear like new based on the photos, whilst the 350-cubic inch V-8 engine also looks super clean.
A four-inch lift kit has been added for extra ground clearance, along with some serious off-road rubber. The headlights feature LED halos, whilst the trunk includes a substantial subwoofer connected to the retro-style stereo unit.
1993 Ford Bronco Eddie Bauer Edition
Excitement is building around the return of the Bronco name in 2020 but, if you need a fix now, there is always this 1993 fifth-generation version in Denver.
A recent respray has left the exterior looking sharp compared to many Broncos from the early 1990s. Inside a riot of plush beige and brown, along with an aftermarket Sony CD stereo unit with an auxiliary-in socket.
Power comes from the 351-cubic inch (5.8-liter) Windsor V-8 engine, which equals 203 horsepower and 300 lb-ft of torque. Selectable four-wheel drive, and even a towing package, should mean this Bronco can undertake some light work when needed.
1972 Chevrolet C10 Cheyenne Super
Second-generation Chevy C/K Series pickups are regarded as a perfect entry point into classic vehicle ownership, with plenty of options to choose from. Buy this ‘72 C10, in range-topping Cheyenne Super trim, and all the hard work has been done for you.
The current owner has seemingly spent plenty of cash here, with new paint, carpets, and bumpers amongst the latest additions. A set of 20-inch wheels are complemented by suspension dropped by more than 3-inches, giving it a mean stance.
Inside is the original bench seat, along with the factory-fitted air conditioning unit. The latter will have added $500 to this C10 when new. Breathing through a new dual exit Flowmaster exhaust is the 350-cubic inch V-8 engine, connected to a Turbo Hydra-matic 350 automatic transmission.
1985 Toyota SR5 Xtra Cab
If Top Gear and Jeremy Clarkson are anything to go by, the fourth-generation Toyota Hilux is practically indestructible. In addition, the ‘85 SR5 Xtra Cab is considered to be the ‘holy grail’ of retro Toyota trucks by their aficionados.
Mecum is light on details and photos surrounding this particular SR5, but does note that it has been owned by the same family since 1993. It also comes with a wealth of history and documentation covering the past two decades.
This model year was the only one which featured the fuel-injected 2.4-liter R22-E engine, combined with straight axles. Subject to one repaint in its lifetime, the SR5 appearance package decals are what really grabs the attention here.
1978 International Scout II
Values for the Scout II have risen dramatically over the past year, with vehicles in ‘excellent’ condition averaging over $33,000. Having been subjected to a detailed restoration, the seller of this SUV is clearly aiming for the big bucks.
Stripped back to the bare frame, this Scout II has been enamel undercoated and fitted with a rebuilt 345-cubic inch V-8 engine. A new exhaust has also been fitted, whilst there is also a Dana 44 front axle.
Teal paint abounds on the exterior, and even finds its way onto the interior trim. All-new upholstery has also been fitted, leaving virtually nothing for the next owner to do. Even the BF Goodrich Mud-Terrain tires are box-fresh.
1963 Dodge D100 Sweptside Pickup
Although it may not grab the limelight as much as Ford and Chevrolet trucks, the Dodge D100 series is still a collectable option. Radical when introduced to the market, the first-generation trucks were built for only four years.
Mecum notes that the combination of short bed with the straight-sided Sweptside design was rare for 1963, with this truck having received fresh custom paintwork. The glass has also been replaced, and a set of 20-inch Foose Design wheels also fitted.
Under the hood is a rebuilt 318-cubic inch Chrysler A small block V-8 engine, which has covered just 2,000 miles since the work was completed. Even the push-button three-speed automatic transmission has been refurbished for the full retro effect.
The first lots at Mecum Denver 2019 will begin crossing the block on Friday July 12, with the rest following on Saturday. With so many vehicles on offer, there are likely to many happy buyers in the Rockies this weekend.
The Subaru Impreza is the UK’s most clocked car, according to a study conducted by Rapid Car Check.
The car history check specialist tested 50,000 vehicles in July 2019 to discover how many have a ‘dodgy’ mileage.
For the purposes of this study, this meant a vehicle that had its mileage reduced between MOT tests, or a vehicle with a mixture of odometer readings in kilometres and miles.
Of the 50,000 vehicles tested, 3,964 had a mileage discrepancy of some kind, giving a fail percentage of 7.92 percent.
A total of 3,664 vehicles had their mileage reduced, with 510 showing a mixture of odometer readings. This means 7.32 percent of the 50,000 UK cars tested have likely been clocked.
Earlier this year, we revealed that as many as one in 14 cars have been clocked – a process that involves ‘winding’ the odometer back to provide a lower reading.
With a fail rate of 17.72 percent, the Subaru Impreza tops the list of the UK’s most clocked cars, ahead of the Ford Transit, Toyota Yaris, Renault Clio and Vauxhall Vectra.
Subaru also topped the manufacturer table, with a fail rate of 16.98 percent. This put it ahead of Mitsubishi (13.89 percent), Toyota (13.73 percent), Mercedes-Benz (10.83 percent) and Renault (10.63 percent).
‘Almost impossible to tell a clocked vehicle’
It’s difficult to spot a clocked car, but checking the service and MOT history will lower the chances of ending up with a dodgy motor.
You can also ask HPI to check the car against the national mileage register. Barry Shorto, head of industry relations at HPI, said: “It can be almost impossible to tell a clocked vehicle just by looking at it, which makes a vehicle history check an even more vital form of protection for buyers.
“A clocked vehicle could be hiding serious levels of wear and tear, especially if it has been previously used as a high mileage private hire vehicle for a couple of years, meaning the additional cost of unexpected repairs or even a potentially serious safety threat to driver, passengers and other road users.”
In 2017, Toyota GB employees selected Guide Dogs as the company’s chosen charity, with the carmaker signing up for a three-year partnership.
Two years on, Toyota is, er… taking a lead role at the Guide Dogs’ harness workshop near Leamington Spa, where an average of 1,500 harnesses are produced every year.
A team led by Nick Pearn, senior specialist from the Toyota Lean Management Centre (TLMC), reviewed every aspect of the production and distribution of the harnesses.
They observed that good ‘kaizen’ principles are being used, with a recent reduction in the time it takes to produce 30 harnesses from 653 to 609 minutes.
However, Toyota made a series of recommendations, resulting in zero parts shortages and improved efficiencies. The result: guide dog owners would never be kept waiting thanks to a 24-hour turnaround on new orders.
Toyota’s system proved so successful, it was rolled out to other products, including handles, collars and leads.
‘A fresh perspective’
David Pryke, workshop manager at Guide Dogs, said: “It’s been really useful to work with Toyota and gain a fresh perspective of our harness making system.
“The Toyota measures led to a 66 percent reduction in inventory levels, reducing valuable time and costs. These significant efficiency improvements can instead be invested in other valuable areas to improve lives of people living with sight loss.”
While this is good news for Guide Dogs, for us it’s a chance to embed a video of Banjo the Toyota GB guide dog playing at the National Breeding Centre.
Warning: this video contains scenes of a delightful nature which some viewers might find satisfying. The patented cute o’meter is reading off the scale.
Company car drivers choosing an emissions-free electric fleet car will pay ZERO benefit-in-kind (BIK) company car tax for a full year from April 2020, the government has announced.
What’s more, the BIK tax will increase to just one percent the following year, and two percent from April 2022.
The surprise announcement is intended to significantly bolster uptake of fully electric vehicles among fleets; companies still buy more new cars annually than private individuals.
Drivers of cars emitting zero CO2 were already set to enjoy a beneficial two percent BIK tax rate from next year.
The unexpected exemption from paying company car tax for a year makes electric cars even more appealing to fleet drivers.
Tax-free plug-in hybrids, too
Plug-in hybrid cars are also included in the zero BIK company car tax rate.
Models that emit between 1-50 g/km CO2, and can travel for at least 130 miles as a pure electric vehicle, benefit from zero BIK tax from April 6 2020, rising to one percent and two percent in subsequent years.
However, there are currently no models that can travel so far without the engine starting up.
Ultra-low CO2 hybrids with lesser ranges still get tax breaks, but they aren’t as generous: a model that can travel less than 30 miles as a pure EV will be subject to 12 percent BIK tax from April 2020, for example.
Matthew Walters from company car provider LeasePlan UK said the zero electric company car tax announcement was a milestone moment for the industry, as it is the first time company cars will pay no tax at all”.
It is a move that “demonstrates ministers’ commitment to lower taxes for low emission vehicles”.
Comparing 2020-21 electric company car tax rates to a commomplace diesel fleet car, the new BMW 318d SE (which emits 113g/km CO2 and will be subject to 31 percent benefit-in-kind tax from April 2020), puts the scale of the government’s move into context.
A 20 percent taxpayer will fork out £2,000 – nearly £170 a month – in BIK tax to use the BMW. If they’re a 40 percent taxpayer, it rockets to £4,000 a year, or over £330 a month.
Given such exceptional savings, interest in using a company EV is certain to increase enormously.
The government adds that it will review company car BIK tax rates again for 2023-24 onwards, meaning the beneficial market-boosting electric company car advantages will not remain indefinitely.
But as a way of boosting the new electric car market – and subsequently putting more EVs into the hands of used car buyers after three years – the move is being applauded by the fleet car industry.
Like the Honda, Mini is quoting a 124-mile minimum range for the new electric three-door. Some may see up to 144 miles, according to the new WLTP electric car range test.
Of course, the range is significantly less than other electric cars such as the Kia e-Niro and Hyundai Niro EV.
But unlike the Honda, Mini has price on its side – warranting its argument that it balanced range with price to come out with the best-possible blend of driving distance and affordability.
Lease a Mini Electric
The lease deal aims to make the Mini Electric even more accessible to urban dwellers.
It’s a Personal Contract Hire package, spread over 48 months (or four years).
For those with the necessary £4,000 deposit, monthly rentals from as little as £299 are on offer.
Keen to take it up? Head to your local Mini dealer now, or mini.co.uk – because the firm is already taking £500 deposits to secure a place in the queue when deliveries begin in March 2020.
Other hot facts about the new Mini Electric include its 7.3-seconds 0-62mph time (almost as fast as the Mini Cooper S petrol) and the ability to fast-charge from flat to 80 percent full in 35 minutes.
All you need is access to a 50kW fast charger.
Alongside the base £24,400 Mini Electric will be a mid-style model from £26,400, and a top-style version from £30,400.
The Bentley story is a tale of innovation, success, failure, a loss of identity and a phoenix-like rise from the brink of oblivion. There are enough twists and turns to challenge even the best screenwriter, along with a cast of characters worthy of any Hollywood blockbuster. Here, we attempt to distill the history of Bentley into bite-sized chapters, piecing together the first 101 years of this famous brand, including the new Bentley Bacalar.
Bentley Bacalar
We start, perhaps surprisingly, with Bentley’s newest car. The two-seat Bacalar marks a return to bespoke coachbuilding for Bentley Mulliner, with just a dozen examples being made. The design is inspired by the EXP 100 GT concept (a car you’ll see later in this gallery), with power sourced from a 6.0-litre W12 engine developing 659hp and 667lb ft of torque. Highlights include paint containing rice husks, natural British wool and 5,000-year-old riverwood sourced from the ancient fenlands of East Anglia.
Read on to discover more about the history of Bentley.
W.O. Bentley
The story begins with Walter Owen (W.O.) Bentley, the son of a wealthy family living in London. Born in 1888, W.O. Bentley developed a fascination for steam engines and spent five years learning about locomotive engineering at the Great Northern Railway in Doncaster. While working for the railway, W.O. bought a 3hp Quadrant motorcycle and entered the 400-mile London to Edinburgh Trial, finishing with a gold medal. Further trials were entered, and it’s through these competitions that W.O. Bentley developed a love of speed.
Bentley and Bentley
In 1912, W.O. Bentley raised £2,000 and went into partnership with one of his brothers to form Bentley & Bentley: the British Empire concessionaires for Doriot, Flandrin & Parant (DFP). Bentley imported cars from this long forgotten French marque to race at Brooklands, with W.O. Bentley using his experience to extract more power from them.
Inspired by a paperweight
On a trip to the DFP offices in 1913, W.O. Bentley chanced upon an aluminium paperweight and wondered if this material could be used to create lightweight pistons. After some experimentation, he settled on a formula of 88 percent aluminium and 12 percent copper, with the new pistons helping him to set a new 89.7mph flying lap record for a flying mile at Brooklands. W.O. Bentley knew that racing was the best form of publicity for a car company, but his dreams of growth were put on hold by the outbreak of war.
W.O. Bentley’s career takes off
W.O. Bentley was pressed into military service as a captain in the Royal Naval Air Service. His aluminium pistons were used to great effect to create a fighter aircraft engine more reliable and powerful than previous versions, with the Bentley Rotary (BR.1) engine helping to make the Sopwith Camel the most successful British fighter aircraft of the war. A second BR.2 unit was developed, with W.O. Bentley’s efforts rewarded with a £1,000 gratuity and a royalty cheque of £8,000. With this working capital, W.O. Bentley was able to form Bentley Motors in 1919.
Bentley Motors
Bentley Motors was founded on 10 July 1919, underpinned by W.O. Bentley’s philosophy that “we were going to make a fast car, a good car, the best in its class”. His brother looked after the financial side of the business, delivering the regular cash injections required by W.O. during the development of the first Bentley cars. EXP 1 (Experimental No.1) was the first car to bear the Bentley name, with a 3.0-litre four-cylinder engine that put it years ahead of rival vehicles.
Bentley EXP 2
It took Bentley a year to build a chassis light and strong enough for the engine, with work carried out at a factory in Oxgate Lane, Cricklewood. Autocar said: “For the man who wants a true sporting type of light-bodied car for use on a Continental tour, the three-litre Bentley is undoubtedly the car par excellence.” EXP 2 was built in time for the Olympia Motor Show in November 1919, with a long list of clients eager to place hefty deposits. Deep pockets were required: a Bentley chassis cost the equivalent of three houses.
Bentley 3 Litre
The EXP 2 development mule became the Bentley 3 Litre, but not before a huge amount of development work was carried out to improve refinement. The first 3 Litre was handed over to its buyer in 1921, by which time the price had jumped from £750 to £1,100. Meanwhile, EXP 2 won its debut race at Brooklands in 1921, with the production 3 Litre models adding a string of victories to Bentley’s name. The model pictured is a 3 Litre Supersports.
Le Mans 24 Hours
In 1923, John Duff (pictured here at the wheel) asked W.O. Bentley if he could enter a car in the newly formed Le Mans 24 Hours race. W.O. was against the idea, saying: “I think the whole thing is crazy. Cars aren’t designed to stand that sort of strain for 24 hours.” But Duff got his way, with W.O. supplying a car, a driver and a couple of mechanics, and even making a surprise visit to France to watch the race. It was worth it, with works driver Frank Clement finishing fourth and securing a fastest lap.
Success at Le Mans
A year later, Bentley returned to Le Mans with the full backing of the factory, with Captain John Duff and Frank Clement romping home to victory in a Bentley 3 Litre. This was the first of six Le Mans wins, including four consecutive victories from 1927 to 1930. Le Mans was instrumental in the early success of Bentley, with the victories generating a huge amount of exposure for the brand.
Bentley 6.5 Litre and Speed Six
From 1919 to 1940, all Bentleys left the factory as rolling chassis, with the bodies created by coachbuilders such as Mulliner, Park Ward, Vanden Plas and Gurney Nutting. Away from the track, Bentley launched the 6.5-litre as a rival to the Rolls-Royce Phantom, which in turn developed into the Speed Six – the most successful racing Bentley. Meanwhile, the company’s image was enhanced and its profile raised by the so-called Bentley Boys.
Bentley Boys
Having survived the Great War, these rich men were determined to live life to the full and had the feeling of invincibility. Notable Bentley Boys included Sir Henry ‘Tim’ Birkin and Woolf Barnato, the heir to the Kimberley diamond mine fortune who spent the equivalent of a house on parties every week. Both Birkin and Barnato were instrumental in shaping the direction of the company.
Woolf Barnato
The development of the 6.5 Litre in 1926 pushed Bentley to breaking point, to the extent that Woolf Barnato effectively bought the company by injecting £100,000 into the business just to keep it afloat. The cash saved Bentley from bankruptcy and ensured that Barnato could continue to race the cars he knew and loved.
The Blue Train
In March 1930, Barnato was at a dinner party on a yacht near Cannes when he bet £200 that his Bentley Speed Six could beat the Blue Train from Cannes to Calais. Nobody took the bet, but Baranto was determined to do the run anyway, so at 5.45pm the next day he left the Carlton Bar and set off for Calais. Not only did Barnato beat the Blue Train to Calais, he even managed to reach the Conservative Club in London before the train arrived in the French port.
Bentley Blower
Arguably the most famous Bentley of all time, it’s a little ironic that the ‘Blower’ was the least successful Cricklewood car in competition. Although W.O. Bentley was against supercharging, Tim Birkin convinced chairman Woolf Barnato to approve the project, with W.O. reluctantly agreeing to the formation of a separate company in Welwyn Garden City. The Blower was quick, but it was also horrendously thirsty and unreliable, serving to hasten the decline of the company. That said, it helped to put Bentley on the map, despite never winning a serious race.
Bentley 8 Litre
Bentley had its best year in 1929, with the company seeing a profit, but it chose the wrong time to develop the largest capacity car in the UK. The 8 Litre was a phenomenal car – it could top 100mph whatever the coachwork – and Rolls-Royce was seriously worried about the competition. But the Wall Street crash of 1929 sent the global economy into meltdown, with the market for the 8 Litre all but disappearing. W.O. said: “I have always wanted to produce a dead silent 100mph car, and now I think that we have done it.” Rather fittingly, just 100 were built.
The end of the W.O. era
This was to be a dark era in the history of Bentley, with the company teetering on the brink of insolvency in 1930 and W.O. nearly sacked in September of that year. The company was kept afloat by Woolf Barnato, until his advisors told him to stop. Everything pointed to a takeover by Napier, but the bosses at Rolls-Royce knew that this would represent a serious threat to their business.
Rolls-Royce takeover
Bentley received a bid of £125,275 from the British Central Equitable Trust on behalf of Rolls-Royce, leaving W.O. shocked and the company’s future hanging in the balance. The Cricklewood factory (pictured) was closed, production ceased and the Bentley brand effectively disappeared for two years. Worse still, Rolls-Royce failed to make use of W.O. Bentley’s considerable talent and he was given a job test driving cars across the continent. Later, he left and moved to Lagonda, dying in 1971 at the age of 82.
The Silent Sports Car
In stark contrast to the stern and formal feel of Rolls-Royce, Bentley had a colourful and sporty image. But the 1930s and 1940s were dark years for Bentley. In 1938, the Glass’s guide failed to list prices for Bentleys because the cost of repairs far outweighed the value of its cars. After the Second World War, the Rolls-Royce and Bentley cars rolling off the production line were virtually identical.
Bentley R-Type Continental
The Mark VI was the first Crewe Bentley and the first to be delivered with a body, but the R-Type Continental was one of the most desirable cars of the 1950s. It resembled the Mark VI, but could hit 100mph in third gear before reaching a top speed of 120mph. At the time, it was the fastest four-seater car in the world. In 1955, Bentley launched the S1, which was essentially a Rolls-Royce Silver Cloud with a different grille and badging.
Silver Shadows and minor miracles
The trend continued throughout the 1960s and 1970s, with the T Series little more than a Rolls-Royce Silver Shadow with a different grille and badge, not to mention the first Bentley with a monocoque chassis and body. The image so carefully cultivated by W.O., Barnato and Birkin appeared to be lost, although the Bentley Drivers Club did its best to keep the legend alive. By the 1970s, Bentley accounted for just five percent of production at Crewe – it’s a minor miracle that the brand survived.
Vickers and a new era
In 1980, British defence company Vickers bought Rolls-Royce, signalling the start of a new chapter for Bentley. Against all the odds, Bentley rose again, with Rolls-Royce realising that the brand’s sporting heritage could be used to great effect. The turbocharged Mulsanne was the last roll of the dice and became a surprise hit of the 1982 Geneva Motor Show. Here was a car weighing 2,200kg that could hit 60mph in just seven seconds. With a top speed of 135mph, it was the fastest production Bentley in history.
Restoring the balance
The Bentley renaissance continued with the Eight of 1984, which featured a chrome wire-mesh grille to recall racing Bentleys of the past. This, along with the Turbo R, helped Bentley to achieve a 50/50 production share with Rolls-Royce, with Bentley going on to outsell its owner by two-to-one. The 1980s was a good decade for Bentley.
A new identity
The positive vibes continued into the 1990s, with the Continental R of 1991 the first Bentley since 1965 that didn’t look like a Rolls-Royce. The rebodied Turbo R was powered by a 6.75-litre V8 good for 150mph and commanded a two-year waiting list. In 1993, the four-door Brooklands replaced the Eight and Mulsanne, with a host of new products arriving in the second half of the decade. The Pininfarina-designed Azure of 1995 was the most powerful four-seat convertible in the world.
Volkswagen and another new era
In 1998, Volkswagen believed it had purchased Rolls-Royce and Bentley from Vickers. But it transpired that Vickers did not own the rights to the Rolls-Royce name, which was subsequently bought by BMW. It meant that BMW acquired Rolls-Royce and moved production to Goodwood, with Bentley left as a consolation prize for Volkswagen. Not that VW was prepared to sulk, with the German giant immediately investing £1 billion to upgrade the Crewe factory.
Bentley State Limousine
The Bentley Arnage of 1998 was the first new car since 1980 but it shared much in common with the Rolls-Royce Silver Seraph. The Arnage was used as the basis for the Bentley State Limousine, commissioned through Mulliner to mark the Queen’s Golden Jubilee in 2002. The rear seat position was determined using a model of the same height as the Queen, while a panoramic glasshouse was created to provide greater visibility from the outside.
Bentley Continental GT
The Continental GT of 2003 was the first all-new Bentley since the Volkswagen takeover in 1998. It caused a huge stir when it was unveiled at the Paris Motor Show 2002, so much so that Bentley was inundated with orders ahead of its launch in March 2003. At its core was a 6.0-litre twin-turbocharged W12 engine, with enough power to propel a Premier League footballer to a top speed approaching 200mph.
Return to Le Mans
In 2003, Bentley made a successful return to Le Mans when Tom Kristensen, Guy Smith and Rinaldo Capello drove the EXP Speed 8 to victory in the famous race. Two laps behind was the sister car driven by Mark Blundell, David Brabham and Johnny Herbert. This one-two followed a third place in 2001 and fourth in 2002.
Bentley Brooklands inspired by Bentley Boys
New production models followed, with Bentley increasing the level of luxury while leveraging as much heritage as possible. The brand returned to the luxury coupe model with the Bentley Brooklands inspired by the Bentley Boys. Limited to just 550 cars, the Bentley Brooklands was powered by the most powerful V8 the company had ever produced – a twin-turbocharged 6.75-litre unit producing 530hp.
Bentley Continental Supersports
Launched in 2009, the Bentley Continental Supersports was a lightened, two-seater version of the standard Continental with a 6.0-litre twin-turbocharged W12 engine producing 621hp. As a result, it could hit a top speed of 204mph and reach 60mph in just 3.7 seconds. It’s one of a number of performance-led or limited edition Bentleys to arrive over the past decade.
Bentley Mulsanne
Bentley resurrected the Mulsanne for the replacement of the Arnage, unveiling its new luxury flagship at the 2009 Pebble Beach Concours d’Elegance. Powered by the familiar 6.75-litre V8 engine, the Mulsanne felt less like a car and more like a gentlemen’s club on wheels. As the first bespoke big Bentley since the 8 Litre of 1930, it was a landmark car for the brand.
Bentley Bentayga
If the Mulsanne felt like a suitable nod to the brand’s history, the Bentayga felt more like a break from tradition. Based on the same platform as the Audi Q7 and Porsche Cayenne, the Bentayga is Bentley’s first SUV and was a development of the aesthetically challenged EXP 9 F concept of 2012. A Bentayga Hybrid has joined the range, with Bentley aiming to offer an electrified version of every car in its range by 2023.
Bentley Continental GT3-R
We’re not going to run through every new Bentley model of the past decade or the company’s recent involvement in motorsport, but we must mention the Continental GT3-R. Launched in 2014 at Pebble Beach, this was the company’s most extreme model, with everything tuned for hardcore driving. Just 300 were built, with each one finished in Glacier White.
Bentley EXP 10 Speed 6 concept
We’ll finish with a few concepts, starting with the sublime EXP 10 Speed 6. Unveiled at the 2015 Geneva Motor Show, the name was a nod to Bentley’s heritage, but the design language was a nod to the future. It was “a bold vision for a brand with a bold future”, said Bentley CEO Wolfgang Durheimer.
Bentley EXP 12 Speed 6e concept
The EXP 10 Speed 6 led to the creation of the EXP 12 Speed 6e – the clearest indication yet that the company is destined for an electrified future. Launched at the 2017 Geneva Motor Show, Bentley said it “would be built with the capacity to drive from London to Paris or Milan on a single charge”, which brings to mind images of Woolf Barnato and the Bentley Boys. A fitting conclusion to this brief history of the Bentley brand.
Bentley EXP 100 GT
Here’s the car that inspired the new Bentley Bacalar: the EXP 100 GT. Unveiled in 2019 to mark 100 years of Bentley, the all-electric concept is a vision of a fully autonomous future for the company. It’s also an environmental showcase, featuring sustainable wool, paint using a byproduct from the rice industry, plus another material that is a byproduct of the wine-making process. Cheers.
New research has revealed that registrations of electric and hybrid cars increased by 95 percent between 2016 and 2018. There is, however, an evident North/South divide.
The research conducted by Admiral analysed 8,500 customer registrations of EVs in over 50 UK cities over the two-year period.
Electric car spread across the UK
Although the overall numbers are encouraging, the regional splits are worrying. Overall the North of England has 35 percent fewer electric vehicle registrations.
Overall, the South saw a 113 percent increase in EV registrations, while the Midlands and the North trailed with a respective 87 and 78 percent increase.
Cardiff, Oxford and Bristol lead the top 10, with increases of 156, 155 and 154 percent respectively.
The bottom three? Warrington, Blackburn and Bradford, with a 46, 41 and a pitiful 11 percent increase in EV registrations respectively.
Infrastructure spread thin
You could probably work out for yourself why there is such a regional divide. Southern locations have a more mature electric car charging infrastructure, while the average journey in the South tends to be shorter than in the North. Everything spreads out, the further north you go.
Illustrating the correlation and the extent of the issue, is the number of chargers in areas where EVs are less popular. Places like Wigan can be found in the middle of the bottom 10 cities for EV registrations. Compared to somewhere like Milton Keynes, which isn’t even in the top 10 for EV adoption, Wigan has a pitiful 19 EV charging points within a five-mile radius. Milton Keynes has over 100 on average.
Both points are illustrated by the fact that a fifth of electric-powered vehicles registered are fully electric in many northern areas. This, compared with southern regions, where over a third of electric-powered registrations are fully electric.
“The UK government has set an ambitious target to ban the sale of petrol and diesel cars by 2040, so the uptake of electric cars will have to increase,” said Admiral’s head of motor, Sabine Williams.
“We’ve seen from our data that the interest in electric cars is definitely rising, with the number of them on our roads increasing by 95 percent on average in the last three years.”
Energy supplier British Gas has pledged to replace its existing fleet of 12,500 vans with all-electric versions by the end of the next decade
The fleet is the third largest in the UK, used to transport 15,000 engineers. British gas owner SSE has also pledged its 3,500-vehicle fleet will transition to electric and that it will build new charging points to support this.
“Decarbonisation is at the heart of what we do, and low-carbon emissions from transport is critical if the UK is to meet its net zero targets,” said Brian McLaren, director at SSE.
SSE has also signed up to an efficiency pledge to double energy productivity by 2030. This includes both improvements in energy efficiency and a reduction in energy waste.
The pledge is the brainchild of The Climate Group, which has also secured support from facilities management firm, Mitie. The latter company has committed to switch 20 percent of its 3,500 vehicle fleet to electric power by 2020.
“These companies are sending a clear message that the direction of travel for transport is electric, inspiring their staff and customers to follow,” said The Climate Group’s chief executive, Helen Clarkson. “Every major business must do the same.”
In total, The Climate Group has pledges from 49 companies, adding up to two million internal combustion vehicles off the road by 2020.
Company car drivers choosing an emissions-free 
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