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Index |
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The
story behind the 1921 Bentley 3-Litre, the world's oldest
production Bentley
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By Jonathon
Ramsey
As published in "Autoblog", Oct 9th 2011
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Chassis
#3 last sold at the Pebble Beach auctions in October
2011. Here is the story behind the world's oldest production
Bentley.
The oldest surviving Bentley in the world is Experimental
Chassis #2, or EXP2, housed at Bentley's factory in
Crewe, England. The second of the three experimental
cars that Walter Owen Bentley built before he began
production of a customer version, when it was shown
at the 1919 Olympia Motor Show it convinced Welshman
Ivor Llewelyn to put down a deposit. You probably don't
recognize the name Ivor Llewelyn, but you might recognize
that of his son, Desmond, who played Q in the James
Bond films from 1963's From Russia with Love to
1999's The World is not Enough. That's more Bond
connection for The Flying B, since the literary 007
drove a 4.5-Litre Bentley in Fleming's books.
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In August of 1921, two years after
putting down his deposit, Llewelyn took delivery of
the first customer car, Chassis #3. The third chassis
became the first delivery partly due to PR and partly
due to production methods in the early days of the automobile.
Chassis #1, delivered a month later, had been promised
to a Bentley investor who also happened to supply Bentley's
spark plugs. (Walter Owen was obliged to provide the
'first' car to one of his financiers.) On top of that,
Llewelyn's 3-Litre was bodied with simple, elegant,
two-seat roadster coachwork. In the days when these
things were fashioned by hand, the more involved coachwork
for Chassis #1 and Chassis #2, delivered later in 1921,
simply took longer to build.
Chassis #3 was offered up for auction by New Englander
Thurston Twigg-Smith, Jr, who also owns a 1928 4.5-Litre
Bentley and bought the 3-Litre in 1994, complete but
in pieces, after having followed its ownership for years.
"I was aware of this car through the club magazine.
My dentist was also an enthusiastic 'closet' dealer
of vintage Bentleys, and I knew when he got this car
(Chassis
#3) back in the late 1980s. I often spent time at
his shop... and become enamored of its many early features.
When I heard the dentist was getting a divorce, I figured
the wife would take the cars. When she did, I offered
to buy the car which was partially apart and
not running and she accepted my offer. That was
in 1994."
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The car was noteworthy even in pieces.
"I think the most special aspect of Chassis #3,"
Twigg-Smith said, "is its survival in essentially
original condition and its place as the first production
Bentley to have been delivered."
Original condition isn't easy to come by when dealing
in coachbuilt cars: those able to afford an original
car were usually able to afford to have that car rebodied,
and often did.
Paul Hagenan, a Gooding specialist who helped Twigg-Smith
prepare the 3-Litre for auction, said "With high-performance
cars of that era like Bentleys and Bugattis and Alfas,
you often saw body swaps and engine swaps. Especially
after the war, people were ripping bodies off cars
not a lot of cars from the 20s and 30s survived to see
the postwar period. No one seemed to care for keeping
something original. It wasn't until the last 30 or 40
years that it became especially noteworthy to have an
original body, and not until the last ten years that
it became prized. For this car to have remained in original
condition for 90 years is special."
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Of the three experimental cars built,
only EXP2 remains and it has been rebodied more than
once. Of the first five customer cars built, only #3
and #5 exist, and only #3 retains its 1921 specification.
The years-long restoration of Chassis
#3 was made more challenging by the fact that in
1921, Bentley was just beginning customer production
and hadn't yet standardized his parts suppliers.
"Essentially this was the fourth car built,"
said Hagenan. "On a car this early the first
car Bentley ever got paid for he was working
with different suppliers of parts like gauges and carburetors,
so early cars have components that are unique to that
chassis only, or 3-Litres only.
Twigg-Smith spent years scouring catalogs and employing
the resources of the Bentley Driver's Club to figure
out what was correct on the pieced car he bought, and
determining the exact specification of Chassis #3 in
1921.
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Then, wherever possible, he didn't
replace body parts with brand new components; instead,
he repaired the fixtures that the car came with. The
brass, for example, is the same brass that was pounded
out in 1921. As noted in the Gooding catalog, "All
major components except the front axle, which was replaced
by the brakeless unit from Chassis 261 [early 3-Litres
weren't fitted with front brakes], are original."
The aluminum bodywork scratched alloy with varnish
is original forward of the canoe-stern rear end.
The rear was produced by Bentley in aluminum, but was
redone in 1921 in steel when Mrs. Llewelyn requested
a dickey (rumble) seat. Twigg-Smith maintained the configuration,
but replaced the steel with varnished, scratched alloy.
This makes Chassis #3 more of a restored Preservation
Class vehicle than a 100-point restoration job.
The work paid off. "It drives like a dream,"
said Twigg-Smith, "and is an absolutely perfect
example of what WO Bentley wanted the cars to be: fast,
comfortable and capable of transporting two people in
comfort for long distances at high speeds."
"I think what would surprise most people,"
he continued, "is the ease with which you can shift
gears (no clutch is needed to shift up or down, once
you understand the gearbox), and how well the two wheel
brakes match the car's drivability. Starting the car
is the toughest thing to learn, as a precise process
must be followed if you want to bring the engine to
life, primarily due to its early Smith's carburetor,
which is only found on very early Bentleys."
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We attended Pebble Beach as a guest
of Bentley, and asked the firm's head of interior design,
Robin Page, if the modern cars had any connection to
examples like Chassis
#3. "Definitely" he said. "The knurled
knobs in our current cars, and the way the gauges come
to rest at 1 o'clock, are details taken straight from
the early cars." That, to us, is the proper use
of one's automotive heritage.
The auction of #3 was held for a full house in October
2011, meaning a thousand people in assigned chairs inside
the Gooding tent and others filling the standing room.
It took just a few minutes and began at $500,000, the
few bidders who knew what they were getting took the
hammer price to $875,000, for a total of $962,500 after
the buyer's premium. That was a little less than Gooding's
pre-sale estimate, but still roughly three times the
amount a typical 3-Litre might fetch at auction.
"I believe the buyer got a great deal at the price
realized," said Twigg-Smith, "and although
I am not disappointed, I was certainly hoping for a
higher sales price! I think the fact that this car was
essentially unknown outside of the Bentley circles may
have limited its interest to collectors at this sale.
I would not be surprised to see it sell for substantially
more down the road a few years."
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Even so, he appeared satisfied that
the car found a good home. "My understanding is
that the family that bought it are enthusiastic Bentlists,
so it's just as likely that the car will remain in their
collection for decades. In any case, I hope they drive
it, as that is what it is all about."
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First Published
in "Autoblog", Oct 9th 2011
Posted here on Nov 30, 2012 |
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Sep 30, 2020 - Info and photograph received from Simon Hunt for Chassis No. RL3439 |
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Sep 30, 2020 - Info and photographs received from Dick Clay for Chassis No. 147 |
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Sep 29, 2020 - Info and photographs received from Ernst Jan Krudop for his Chassis No. AX1651 |
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Sep 28, 2020 - Info and photographs received from Lars Hedborg
for his Chassis No. KL3590 |
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Sep 25, 2020 - Info and photograph added for Registration No. XV 3207 |
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Sep 24, 2020 - Info and photograph added for Registration No. YM 7165 |
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