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1931 Bentley 4½ Litre Supercharged |
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Original 1930 Numbers
Chassis No. SM3917
Engine No. MS3933
Registration No. GH 6951
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This car - updated
Chassis No.
Engine No.
Registration No. GH 6951
(Current owner / former owners, please come forward with further updates. - June 2019) |
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May
2015 |
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May
2013 |
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2013 - 2016 |
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May 21, 2013
"Just back from
the Mille Millia and saw GH 6951 at
Brescia and again at Sirmione. The
last time I saw the Blower was at
the 2008 Goodwood Revival and I've
been meaning to call up Crew for a
visit for some time now.
Brescia has prompted me into action
and I'd like you to know that the
Bentley was always in shared ownership
with Bill Hardy and my father, Charles
Griffith, back in the mid 1940s.
My Father relinquished his share to
Bill in 1947 when we emigrated to
then Rhodesia (now Zimbabwe). Through my father, I knew Bill and
Paddy Hardy and have been in the car
as a child, and again back in 1964
and 1984 with Bill when he was in
full ownership.
I have several original photographs
of the Bentley from back in the mid
40s and would be happy to show them
at any time. Although limited, I can
also give you some information which
relates to the car as well as authenticating
some of the history you already have.
Please feel free to contact me at
any time and I'll also call up the
Crew works to pass on as much as I
can." |
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Mar 07, 2016
"My late Father who was a vintage motoring enthusiast from cradle to grave
owned the well know 1930 Blower Bentley GH 6951 back in 1946 before we
emigrated to what was then Southern Rhodesia. (now Zimbabwe) During his
lifetime this was just one of many other wonderful British motors such as,
Austin Seven, Aston Martin, Lagonda, Alvis, and Frazer Nash. These were
his everyday motors as well as being used for motor sport. He was well
known in all areas of motor sport throughout Southern Africa and always a
member of the VSCC and BDC.
The Blower which I have many old pictures of amongst the others, is now in
the ownership of Bentley Motors and spends a lot of time at various events
with Richard Charlesworth. I've met Richard a couple of times - more
recently in Italy last year following the 2015 "Mille Miglia"!!
Please could you continue sending me your newsletters in the future and
I've enjoyed making contact with you. I could go on with the Blower in
mind but this was simply to let you know that I have history on GH 6951." |
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Source:
Mike Griffith
Updated: Mar 07, 2016
Posted: May 21, 2013 |
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2012 |
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Classic Drives:
1929 & 1930 Blower Bentleys
June 7, 2012 - By Ian Adcock
(Photos by Nick Dimbleby/Bentley)
The Mille Miglia is, arguably,
the greatest classic car event in
the motoring calendar: two and a half
days and 1000 miles through some of
Italy's most stunning scenery, including
visits to Verona, Padua, the Republic
of San Marino, Rome, Sienna, Bologna
and Modena before returning to the
start/finish line at Brescia.
It is also uniquely Italian.
No other nation has a love affair
with cars like the Italians. Men,
women, young and old throng the roads
hoping to catch a glimpse of the contestants
and their machinery and when that
is a pair of Blower Bentleys dating
back more than 80 years they are drawn
to them like moths to a flame. I've
never had my photograph taken so often
or, bizarrely, signed so many autographs
as I did during this year's event.
Bentley being Bentley didn't ferry
their precious Blowers down on a truck,
we drove them the near 1000 miles
from the UK to Brescia. Both cars
easily held their own at a steady
80-90 mph on motorways across France
and into Switzerland before crossing
into Italy.
Following them in a W-12 Continental
GT coupe I was surprised that even
in the confines of the air-conditioned
cabin, and trailing them by 100 yards,
how their distinctive exhaust notes
could be heard: the 1929 Team car,
No. 9, with its fishtail exhaust a
deeper, bassier note than the 1930
car with its standard exhaust.
Famously, W.O. Bentley disapproved
of the Amherst Villiers supercharged
engines that Tim Birkin used in the
Dorothy Paget sponsored cars, believing
that the route to extra power lay
through increased capacity rather
than forced induction. He did, however,
relent on the condition that Birkin
would follow team orders in the 1930
Le Mans race.
Bentley's biggest rivals for that
year's event were the fearsomely quick
Mercedes-Benz SSKs. Also supercharged
the difference was that the driver's
switched the blower on and off like
an afterburner, whereas the Bentley's
was permanently engaged. Birkin set
off as the hare, setting a searing
pace which would gradually grind the
SSK's into submission. Number 9 lasted
for 18 hours before it too failed,
leaving the way open for Barnato and
Kidston to claim Bentley's sixth victory
and fifth as a works team.
GH6951 is one of 50 road cars built
to satisfy homologation rules of the
time riding on a 130-in. chassis.
This one is, in fact, the 17th built
with a standard Vanden Plas touring
coachwork. It was also Bentley Motor's
London showroom demonstrator before
it was sold into private ownership
in 1931. Bentley acquired the car
at the Festival of Speed for £414,000
($646,000) and have completely restored
it, including a new fabric body and
rebuilt the ash frame where needed.
Weighing in at some 3858 lb. it's
a hefty car to be powered by only
175 bhp at 3500 rpm with 9-psi boost,
yet it will still reach three figures
(just about), if pushed and given
a long enough time to get there.
Number 9, the Birkin team car, was
probably the most valuable car on
the event. Although Bentley refuses
to disclose how much they paid the
late Victor Gauntlett for it in 2000
it was likely to be well north of
seven figures. It differs visually
from the homologation cars with a
chassis that's 12.5 in. shorter, narrower
bodywork and cycle style wings. A
stronger crank allows boost to be
upped to 10 psi increasing power to
240 bhp at 4200 rpm. That's sufficient
for a 120-ish top speed, enough for
Birkin to set a new Le Mans lap record
in 1930 of a remarkable, for then,
89.696 mph.
As valuable as these cars are, I was
instructed by Andrew Day, president
of the Bentley Drivers Club, and later
echoed by head of Bentley's Heritage
Collection, Richard Charlesworth,
to treat the cars firmly and with
respect. Being gentle just doesn't
work with vast drum brakes and non-synchro
gear boxes: as with the 8-Litre I
drove last year you need to double
de-clutch on the way up the gearbox
and down, but this time with a hefty
boot on the throttle to bringup the
revs. Try to ease the right-hand located
lever through the ratios just results
in gears clashing like some angry
mechanical beast chewing on them.
The most challenging change on both
cars was 2nd to 3rd, in both directions,
but because the engines rev so slowly
and have such a wide spread of torque
they will pull away in 3rd gear from
as low as 1000 rpm, although it can
be like a steam train grinding its
way up a long gradient. Once momentum
is gained, both cars were surprisingly
easy to pilot, the Birkin car the
nimbler, if that word can be used
with cars this big and heavy.
Both cars force you to re-evaluate
your driving style, demanding that
you read the road ahead and plan your
manoeuvres. Late braking and turn-ins
are a strict no-no, as they would
simply understeer into oblivion; brake
well in advance in a straight line
and be prepared to muscle that large
diameter, thin rimmed steering wheel
through the corners.
Electrical gremlins, centred around
modern fuel pumps, blighted both cars
during the event, more so the Birkin
car, so much so that Charlesworth
and I were the last to officially
finish this year's event. The final
indignity being a blown fuse within
sight of the finishing ramp in Brescia,
by which time our support crew had
long gone. Fortunately we managed
to jury-rig a spare fuse and Old Number
9 limped over the line at nearly 2
a.m. on the Sunday morning.
Little wonder then that the first
I knew of the magnitude 6.0 earthquake
that hit the region in the early hours
of that morning was when I went for
breakfast and saw images on the local
television news. |
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Source:
Road & Track
Posted: May 06, 2013 |
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Watch video here. |
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Source:
YouTube
Posted: Oct 25, 2008 |
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2007 |
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This car is the 17th
of 50 road-going Blower Bentleys.
Completed in August 1930 and sporting
a Vanden Plas four-seat tourer body,
it was Bentley's official demonstration
car in London. Bought back by Bentley
at the 1997 Goodwood Festival of Speed,
it was restored at Elmdown Engineering
in 2000.
As we blast along hedge-lined roads
near Bentley's factory (where the
car now resides) in Crewe, England,
our pilot is Ulrich Eichhorn, Bentley's
head of engineering. The 4398-cc four-cylinder
roars as Eichhorn shouts over the
wind and engine noise, pointing out
tht car's unique traits. One of these
is the "normal" pedal placement,
with the gas pedal to the far right.
Most Blowers had the gas pedal mounted
between the clutch and brake pedals.
Depending on revs and boost settings,
the engine delivers about 180 hp.
The Amherst Villiers-designed supercharger
is located in front of the imposing
radiator. Full boost arrives at 3900
rpm, and the big Bentley easily maintains
a steady 80 mph.
The ride is more comfortable than
you'd imagine. The 117.5-inch whcelbase
soaks up most bumps and transmits
only the occasional jolt to the cabin.
Eichhorn powers the car through sweeping
turns, the 21-inch Dunlop tires chirp,
and the worm-and-roller steering keeps
the huge green hood stretching before
us pointed in the right direction.
"Can you imagine driving this
car at Le Mans for 24 hours?"
yells Eichhorn, before punching the
gas pedal again. |
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Source:
"AutoWeek" magazine, Dec.
17, 2007
Posted: Dec 21, 2007 |
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Source:
"Octane", January 2006 issue
Posted: Jan 25, 2007 |
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2003 |
In
England in 2003 / Owned by a BDC member |
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Source:
"Queste" magazine, Winter
1999
Posted: Dec 20, 2006 |
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Source:
Unknown
Posted: Jun 18, 2008 |
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1931 |
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"This car appears,
driven by Jack Lambert (in his first
film appearance), the the 1931 film
"A Honeymoon Adventure".
This is available on DVD as Disc 2
of The Ealing Studios Rarities Collection
Volume 9.
Jack Lambert plays the chauffeur to
Benita Hume. There's some rather hairy
cornering, and I think that the car
clips a wall. It gets stolen by Harold
Huth at Craigenlarich (the real Crianlarich)
station, where Huth pursues the train
that Benita has got onto, heading
back to Glasgow.
There's even a splendid broadside
skid into another station.
The car certainly wasn't mollycoddled
in this film!" |
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Source:
Nick Dando
Posted: Aug 03, 2014 |
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1930: Tim
Birkin persuades the Hon. Dorothy
Paget to finance the manufacture of
a 4½ Litre supercharged Bentley. The
Blower Bentley has a supercharger
driven off the crankshaft. |
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Source:
"Queste" magazine,
Bentley Special Issue, 1984
Posted: Feb 01, 2007 |
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The first 25 production Supercharged 4½
Litre cars where Chassis Nos. SM3901-SM3925, all with
"smooth-case" blowers. The next 25 were Chassis
Nos. MS3926-MS3950 and had "rib-case" blowers.
Production Blower Bentleys had handbrake handles made
from rectangular stainless steel, whereas the five 4½
litre race cars for Tim Birkin had the "H" section
handle, but were drilled for lightness. |
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Source: Robert McLellan
Posted: Feb 20, 2008 |
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EARLIEST
RECORD OF HISTORICAL FACTS & INFORMATION |
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Chassis No. |
SM3917 |
Engine No. |
MS3933 |
Registration
No. |
GH 6951 |
Date of Delivery: |
Aug 1930 |
Type of Body: |
4-seater |
Coachbuilder: |
Vanden Plas |
Type of Car: |
119 |
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First Owner: |
CHANDLER P |
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More Info:
According to original Vanden Plas Coachbuilder
records, this car was originally fitted
with Body No. 1682 with a supercharged;
4-seater Sports Le Mans; green fabric/green;
7/1930.
Michael Hay, in his book Bentley:
The Vintage Years, 1997, states:
"D/7223. Vanden Plas body no. 1682.
Demonstrator. S/C changed to no. 145." |
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Updated: Jul 06, 2007
Posted: Mar 01, 2007 |
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Submit
more information on this car |
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BACK |
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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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[More] |
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CLUB TALK
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