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"1927 Bentley
61/2 Litre Sport Coupé :: Coachwork
by Surbiton Carriage Company
180 bhp, 6,597 cc single overhead
camshaft inline six cylinder engine
with four valve heads and twin carburetors,
twin ignition via Bosch magneto and
Delco coil, four-speed synchromesh
transmission, front suspension via
solid axle and leaf springs, rear
suspension via live axle and semi-elliptic
lear springs and four wheel mechanical
drum brakes with Dewandre servo assist.
Wheelbase: 11'
Power and Refinement:
As with all the great W.O. Bentleys,
the 61/2 Litre owes its existence
to the excellent original three liter
design. Lithe and maneuverable, these
early Bentleys had exceptional power
to weight ratios for the time. Sporting
drivers of the day quickly discovered
their potential, and before long they
were chalking up an impressive array
of victories in competition.
As has been proven ever since, success
on the track begets success in the
salesroom. The sporting reputation
of the three liter chassis led to
commissions for rather more luxurious
coachwork on the chassis, and Bentley
agents were only too happy to comply.
The results were mixed, at best. Enclosed
coachwork proved substantially heavier,
and corresponding performance suffered.
In addition, the short chassis could
not accommodate the demand for the
kind of coachwork Bentley’s new clientele
were demanding. A longer chassis addressed
the latter concern, but aggravated
the performance issue.
Clearly, a larger, more powerful chassis
was required if Bentley was to cater
to this new clientele while maintaining
the firm’s reputation as a sporting
marque. As a result, W.O. set about
designing a new engine; in essence,
it was the standard three liter four
with two extra cylinders grafted on,
and a slightly larger bore, displacing
41/2 liters. Success in the fine car
market required refinement, and a
six offered the inherent advantage
of greater smoothness, particularly
the lack of the rocking couples and
harmonics of a four, especially a
four as big as Bentley’s 3 Litre.
Eight main bearings provided both
durability and rigidity.
One of the most noteworthy design
changes was the replacement of the
vertical shaft camshaft drive by a
unique system whereby a crank driven
bevel gear turned a small triple-throw
crankshaft, which drove a similar
crankshaft on the cam, connected by
a set of three connecting rods. Although
unusual, the new system was much quieter,
worked well, and would remain in service
through the later eight liter cars.
The chassis frame was new. The brakes
were larger and used finned drums
for better cooling. It was introduced
at the Olympia Show in October 1925
in chassis form. The first demonstrator
was available the same month but the
first client delivery was not made
until March of 1926.
A prototype car wearing a Weymann
saloon body was constructed, and taken
on a European tour by W.O. Bentley
himself. In an interesting anecdote
taken from his autobiography, he relates
the story of an interesting coincidence
that would directly lead to the 6
1/2 liter cars. It seems W.O. was
driving at speed on a French road
along one leg approaching a “Y” intersection
when he noticed another car paralleling
him on the other leg, also driving
at speed.
Both cars accelerated and reached
the deserted country intersection
at the same time. Each took his side
of the road, running flat out and
side by side. Bentley realized that
his opponent was an engineer driving
the prototype Rolls-Royce Phantom
I. At the same time, the Rolls driver
recognized Bentley, and the race was
on. For a considerable distance, the
cars ran hard, with neither able to
gain a clear advantage. In the end,
the Rolls driver’s hat blew off and
he broke off the race and returned
to retrieve it.
Fans of the marque have long suggested
that the loss of the hat may have
been a secondary reason for breaking
off the chase. In any event, for W.O.,
the message was clear – his new car
would need more power if it was to
maintain its reputation as England’s
sporting marque.
He returned to the works and began
work immediately, with the simple
expedient of increasing the displacement.
By boring the cylinders to 100mm,
without changing the stroke, displacement
was increased to 6,597cc and the necessary
power was found, and before long,
the first experimental chassis of
the new 61/2 Litre Bentley was on
test. As it turned out, the larger
displacement – and the larger bore
to stroke ratio - suited the six cylinder
format well, and Bentley’s traditional
over-engineering ensured that the
engine would be durable – which of
course was to be demonstrated in a
very convincing way at LeMans.
The new 61/2 Litre model debuted on
the company’s stand at the 1926 Olympia
Show – a grand display featuring a
sectioned 61/2 Litre engine, a 61/2
Litre Barker Sedanca deVille and two
3 Litre models on display.
TW2713: The Surbiton Sport Coupé
The example offered here, chassis
TW2713, was delivered in April of
1927 to a Mr. S.E. Parkes of the United
Kingdom, fitted with wonderful custom
coachwork by The Surbiton Coach &
Motor Works, known as Surbico. Little
is known of this builder, although
their works tended to be sporting
– including a boattail body on an
earlier three liter chassis. There
may also have been another connection
to Bentley – Woolf Barnato is reported
to have ordered a Sunbeam saloon in
1926, fitted with Surbico coachwork.
Originally built to standard six and
a half liter specifications, TW2713
has been updated to Speed Six configuration,
including the proper cylinder blocks
and twin carburetor setup as designed
by porting expert Harry Weslake. While
such updates were often performed
by the factory, there are no records
to indicate when the work was done,
or who was responsible for it.
TW2713 was part of the Manx Motor
Museum on the Isle of Man for many
years, and is illustrated during this
period on p. 59 of Johnnie Green’s
book, Bentley: Fifty Years of the
Marque.
Although there is no record of intervening
ownership, in the 1980s the Speed
Six was exported to America, at which
time it was in running condition,
with solid, complete, and presentable
original bodywork. After a certain
amount of re-commissioning, its new
owner used the car in a variety of
driving events.
In the early 1990s, the present gentleman
owner, a noted Australian collector,
acquired the car. Intending to prepare
it for comprehensive touring, he undertook
a full mechanical and chassis restoration.
The engine’s internal components were
carefully matched and balanced, and
all machine work was carried out to
the highest standards. When fired
today, there is no mistaking the thunder
of the big Bentley six, but the vendor
reports that the engine does not simply
sound superb, it is also in first
rate running and driving condition.
While the chassis restoration was
underway, the decision was made to
commission a full professional cosmetic
restoration of the coachwork, during
which the original body was carefully
restored and recovered in the correct
black fabric. At the same time, the
hood and fenders were refinished in
a high gloss black, while the plating
was restored to similarly high standards.
The original bucket seat interior
was fitted with flawless new hunter
green leather, and the dash, instruments,
and remaining interior trim were also
renewed.
RM has had the opportunity to examine
the restoration carefully, and can
report that the workmanship is truly
exceptional, as are the brightwork,
trim and paint finishes. The accuracy
with which the restoration was completed
is equally remarkable. Every detail,
from wiring and plumbing to instrumentation
and trim has been carried out so as
to be indistinguishable from the original
workmanship – a task greatly facilitated
by the outstanding originality of
the car.
It is unfortunate that a great many
of these wonderful Bentleys suffered
at the hands of later owners. In wartime
and postwar England, petrol was both
scarce and expensive, and big prewar
Bentleys were virtually unsaleable.
A great many found their way to breaker’s
yards, where many were lost completely.
Consequently, very few of these magnificent
cars have survived the years intact,
having never deteriorated, and still
possessing their original chassis,
drivetrain, and coachwork. TW2713
is one of these rare cars.
Of the remaining original cars, most
carry mundane saloon coachwork – in
part because so many were built that
way. Fortunately, “mundane” is not
a word anyone would use to describe
TW2713.
The coachwork, executed to a one-off
design, is nothing short of startling
to behold. Sometimes coachwork is
referred to as “handsome” or “sporting”
or “interesting”. While all of these
certainly apply, they are woefully
inadequate to describe the aggressive
and powerful lines of this breathtaking
Bentley. Indeed, with its low windows,
raked windshield, louvered side valances
and cycle fenders, fabric-covered
body, and large sunroof, it has a
presence that has been compared to
other legendary Bentleys – like the
Gurney-Nutting sport coupe often referred
to as the “Blue Train”.
Today, TW2713’s exceptional provenance,
wonderful restoration, and stunning
design combines with its eligibility
for every Bentley Drivers Club event
to make it a prize very much worth
pursuing – though in the end, sadly,
only one will succeed." |
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