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1929
Bentley 4½ Litre (Supercharged) |
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Original 1929 Numbers
Chassis
No. HB3402
Engine No. SM3901
Registration No. UU 5871
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This car - updated
Chassis No. HB3402
Engine No. SM3901
Registration No. UU 5871
(Updated with information from Bonhams. - June 2012) |
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"Paintings of
one of the Bentley Boys Tim Birkin." |
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Source:
Phillip Dutton White
Posted: Apr 09, 2015 |
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No.
1 Birkin Blower that hit 137mph in 1931
sold for £5,041,500
Bonhams,
Goodwood Festival of Speed - June 29,
2012 |
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June
29, 2012: Sold for £5,041,500
inc. premium
The Ex-Sir Henry 'Tim' Birkin, Hon.
Dorothy Paget-owned, Brooklands Outer
Circuit Lap Record Breaking
1929-31 4½-Litre Supercharged
'Blower' Bentley Single-Seater
Registration no. UU 5871, Chassis
no. HB3402, Engine no. SM3901
Bonhams auction date: June
29, 2012
Amongst all Brooklands habitués
of the 1920-30s, perhaps the most
glamorous and charismatic of all the
historic Motor Course's racing celebrities
was the diminutive Bentley-driving
Baronet, Sir Henry Ralph Stanley 'Tim'
Birkin. He combined his 'Bentley Boy'
high-society image with a fearless
driving talent and here we offer the
unique 'Blower' Bentley Single-Seater
in which he shattered the Brooklands
Outer Circuit Lap Record in 1931.
For an entire generation of British
motor racing enthusiasts, 'Tiger Tim's'
militarily-moustachioed, be-goggled
figure, in his neat wind cap, often
with a polka-dot scarf fluttering
in the slipstream, personified an
English ideal. This so-British hero
became the absolute epitome of Imperial
power, speed and daring...
But 'Tim' Birkin in truth embodied
far more than mere celebrity just
flirting with motor racing. He was
in fact intensely competitive, a born
sportsman who relished racing for
racing's sake, dedicated to maximizing
his chances on track, and committed
whole-heartedly to making the absolute
most of whatever natural talent he
possessed.
Despite the contemporary press image
of him as a fearlessly courageous
daredevil, Sir Henry described himself
as being "...quite small, and
I do stammer...in business that does
not interest me, I am hopelessly vague
and inefficient but on a subject in
which I am absorbed, just as hopelessly
talkative and meticulous".
With fellow enthusiast/racer Mike
Couper, Birkin & Couper Ltd was
established at Welwyn where it produced
the prototype 4½-litre Blower
Bentley in the summer of 1929. W.O.
recalled: "They would lack in
their preparation all the experience
we had built up in (our own) racing
department over 10 years. I feared
the worst and looked forward to their
first appearance with anxiety...".
Birkin ran his prototype tourer-bodied
car in the Brooklands 6-Hour race
on June 29,1929. The car retired.
At Dublin's Phoenix Park race two
weeks later the two supercharged Bentleys
finished 3rd and 8th. In the RAC Tourist
Trophy at Ards in Ulster, Bernard
Rubin's 'Blower' overturned while
Birkin, who had challenged W.O. to
act as his riding mechanic (the marque's
founder accepting), placed a worthy
second overall and won his class.
The third 'Blower', meanwhile, broke
its engine.
Birkin then retired from the Brooklands
500-Miles and the entire team retired
from the Double-Twelve race at Brooklands
in May 1930. W.O., embittered ? one
must remember ? by the collapse of
his company ? summed it up as follows:
"The supercharged 4½ never
won a race, suffered a never-ending
series of mechanical failures, brought
the marque Bentley disrepute and incidentally
cost Dorothy Paget a large sum before
she decided to withdraw her support
in October 1930...".
W.O. added the sting in the tail:
"Tim managed to persuade Barnato
to allow him to enter a team in the
1930 Le Mans (in which none survived)
and we were obliged, in order to meet
the regulations, to construct no less
than fifty of these machines for sale
to the public...".
W.O. assertion that the 'Blower' Bentley
"never won a race" is wrong.
The car offered here is the exception
? and it would not only become a multiple
Brooklands race winner, but also holder
of the Outer Circuit lap record there.
Birkin had been disappointed by his
failure at Le Mans 1929 and then decided
during that summer to make a firm
entry for the BRDC 500-Mile race at
Brooklands, using a car with the future
potential to break the Outer Circuit
lap record there.
Bentley Motors had been rocking in
the deepening recession when Tim Birkin
became attracted, unlike W.O. Bentley
himself, to the notion of supercharging
the 4½-litre Bentley. Those
were the great years of Bentley success
with consecutive victories in the
Le Mans 24-Hours race, but Birkin
hungered for greater power and more
speed as W.O. explained: "Tim
had a constant urge to do the dramatic
thing, a characteristic which I suppose
had originally brought him into racing.
His gaily vivid, restless personality
seemed to be always driving him on
to something new and spectacular,
and unfortunately our 4½-litre
car was one of his targets... Tim
used all his charm and persuasion
to induce first Amherst Villiers to
build a special blower for his 4½,
next Woolf Barnato" ? company
financier as well as leading team
driver ? "to give it his blessing,
and finally the Hon. Dorothy Paget
to put up the money for a works at
Welwyn" ? just north of London
? "and to buy and modify the
chassis".
At his Birkin & Couper Ltd works
in Welwyn, this special track-racing
'Blower' Bentley was then developed
alongside the road-racing endurance
sports cars. Captain ? later Lt. Colonel
? Clive Gallop was largely responsible
for the new track-racing car, while
working under his direction on the
project were foreman E.A. Jennings,
the Champion English racing walker
Whitcombe who was 'Tim' Birkin's riding
mechanic, Logan and Newcombe, who
were successively Bentley's chief
engine fitters; Browning, the chief
chassis fitter, and Billy Rockell,
the works' supercharger fitter.
The Bentley chassis selected as basis
of the project was of 10 feet 10 inch
wheelbase, chassis number 'HB 3402'
while the selected engine number was
'SM 3901'.
Amherst Villiers had designed the
supercharger and its configuration,
while the developed engine's enlarged-diameter
crankshaft, with 90mm journals, and
special rods were drawn and detailed
by Villiers' chief draughtsman, Tom
Murray Jamieson of later racing Austin
and ERA fame before his tragic death
at Brooklands ? as a luckless spectator
? in 1938.
The Villiers Roots-type supercharger
for this 'Blower' Bentley 'Track Car'
used a standard casing as on the sports
cars, but housing larger rotors to
increase boost. Otherwise, according
to Clive Gallop at the time, the engine
was the normal 4-cylinder with four
overhead valves per cylinder, actuated
by a single-overhead camshaft. The
cylinder-head ports were of course
highly polished, any engine fitter
within the Welwyn works who found
himself temporarily idle being put
straight onto this task. As much of
the cylinder head as possible was
also polished, but not re-machined.
Bench testing showed that fuel consumption
"...of methanol mixture of 0.79
specific gravity would be 1.2 pints
per bhp/hour". On track the finished
car's actual fuel consumption figure
proved to be 2.07 miles per gallon...
The body initially fitted to chassis
'HB 3402' was of '1½-seater'
form, with fabric skin stretched over
a spring-steel lattice framework.
The radiator was exposed while the
supercharger, dumb-irons and carburettors
were all partially cowled-in. This
brand-new bodywork was painted in
a rich mid-blue livery.
The Outer Circuit was no minor challenge
at that time, in 1929. The old concrete
bankings and straights were frost-heaved,
patched and bumpy. Fuel tank troubles
were anticipated, for the ageing Brooklands
Motor Course could mete out a fearful
pounding to cars running at way above
one hundred miles per hour. Consequently
a fuel tank design adapted from the
42-gallon Le Mans 24-Hour race type
was mounted by means of a Le Mans-style
cross-tube at the back which passed
through the tank and which was carried
within a rubber-lined trunnion on
each of the two main frame rails.
Clive Gallop then provided a third
mounting point using a plate shaped
to the match the front end of the
tank, carrying a nickel-steel pin
that accommodated the spider of a
Hardy-Spicer universal joint.
A structure rising from the chassis
then carried another spider which
coupled to that on the tank, thus
providing a flexible forward mounting.
Unfortunately, during practice on
the eve the 1929 500-Mile race, the
nickel-steel pin attached to the tank
sheared due to embrittlement when
it had been brazed into place ? not
at Welwyn, Gallop emphasized. He promptly
drove the damaged Track car back from
Brooklands to the Welwyn works for
repair, without mudguards, lamps and
starting handle and with a police
car following him right into the factory
yard!
It became obvious that in the time
available overnight an adequately
heavy new support could not be provided.
Instead, the suggestion of a young
mechanic named Hoffman was adopted,
in which a normal steel strap packed
with rubber and felt was placed round
the front of the tank, and then attached
to the chassis by reinforced angle
plates, welded into place.
Just after dawn on race day, Clive
Gallop drove the great car back to
Brooklands, Birkin ? who was in the
process of negotiating provision of
a substitute car from 'Babe' Barnato
? having been warned that it was on
the way. Clive Gallop saw, and held,
120mph along the Barnet Bypass road,
and the new car was finally delivered
to the Track just in time to be checked
over and readied for the race start.
Incidentally, during this rushed delivery
to Weybridge, Clive Gallop had found
the Track car so tractable on the
public road that eventually a Welwyn-to-Brooklands
route was selected which included
London suburban traffic. If a spark
plug should oil up, Clive Gallop's
standard procedure would be to stop
on the hill at Putney Vale ? on the
stretch passing the KLG spark plug
factory ? where he would fit a fresh
plug and then roll-start down the
remainder of the gradient there.
When the big cars were finally flagged
away into that 1929 BRDC 500-Miles
race, 'Tim' Birkin in the 'Blower'
Bentley single-seater now offered
here, immediately set the pace, lapping
at over 121mph. A great duel ensued
between this 'Blower' Bentley and
Kaye Don's V12-cylinder Sunbeam. But
as it hurtled round the punishing,
high-banked Motor Course, the new
blue Bentley began to spray a thin
mist of engine oil from its bonnet
louvres, the droplets coating the
aero screen, cockpit coaming and driver's
head and shoulders. Birkin soon found
his hands slipping on the steering
wheel rim, and his vision diminishing
through coated goggles, so he tore
into the pits to clean up. The Clive
Dunfee/'Sammy' Davis Speed Six Bentley
took over the lead on scratch, while
on handicap small-capacity Amilcars
and Austin Sevens held the advantage.
By 90 laps George Eyston's Sunbeam
'Cub' was up into to second place
and after 108 laps it led overall.
Dudley Froy, partnering Kaye Don in
the big Sunbeam, also led before retiring
with a broken back spring ? the Brooklands
bumps offering no mercy ? and Eyston's
Sunbeam would also break a spring.
Having rejoined, 'Tim' Birkin in this
'Blower' Bentley single-seater then
encountered further trouble. The problem
of compensating for expansion and
movement between the exhaust manifold
and the silencer body-cum-pipe had
been countered by inserting a length
of flexible steel tubing "as
used in HM submarines" with a
backing applied to the car body to
insulate it from silencer heat. W.O.
Bentley had advised against such a
scheme and as the long race tore on
the localized exhaust heat degraded
both the flexible pipe material and
its pipe-backing, which crumbled.
This left the coils of metal to vibrate
and fracture, opening a hole in the
exhaust system from which violet flame
blasted onto the fabric body skin
and set it alight.
Birkin arrowed into the pits with
his new Track car trailing flame and
smoke. The fire was quickly doused,
but that day the car would race no
further...
For 1930, 'Tim' Birkin then decided
to attack track racing seriously with
the single-seater, which went on to
establish itself as one of the Brooklands
Motor Course's most charismatic cars,
campaigned by certainly its most charismatic
contemporary driver.
In its 1930 form, with Villiers supercharger
driven from the crankshaft nose and
inhaling through two huge horizontal
SU carburettors, the car's engine
developed some 240bhp on alcohol fuel
mix, some 65bhp more than a standard
'Blower' Bentley on benzole petrol.
Its rear axle featured a new nose
piece housing a special pinion which
provided a final-drive ratio of 2.8:1.
Fuel flow at full throttle was quoted
as being approximately one Imperial
gallon every 74 seconds...
Reid A. Railton had been commissioned
to design a new (fire proof!) aluminium
body to replace the flexibly-frame
fabric original, and it was hand made
for the car by A.P. Compton &
Co of Merton. The regulation Brooklands
silencer on the car's nearside now
bolted directly to the exhaust manifold,
without any flexible-pipe intervening.
Front-wheel brakes were deleted and
the car rode on 32-inch x 6.50 Dunlop
Racing tyres.
The first Brooklands Meeting of 1930
then saw Birkin battling against his
starting penalty, taking second place
in the three-lap Kent Short Handicap
race despite a slipping clutch and
with supercharger casing cracks hastily
plugged just before the start, using
Plasticene... His flying lap was still
clocked at 123.89mph. He then contested
the meeting's Surrey Short Handicap,
setting fastest lap at 124.51mph.
In the four-lap Kent Long Handicap,
Birkin then had the chance to overcome
his penalty, winning by one second
at 119.13mph average, and setting
fastest lap at 126.73mph. This was
the first race victory ever achieved
by a 'Blower' Bentley ? and while
Sir Henry, car owner the Hon. Dorothy
Paget and their supporters were delighted,
W.O. Bentley ? whose distaste for
supercharging was often declared ?
had perhaps mixed feelings.
Brooklands' Easter meeting then saw
Birkin campaign his single-seater
before a 20,000 crowd, winning the
Bedford Short Handicap easily at 117.81mph
and lapping at 134.24!
As the late, great Bill Boddy recalled
in his definitive 'History of Brooklands
Motor Course 1906-1940' - "Plug
troubles foiled Birkin's hopes in
the Dorset Lightning Short Handicap
but he turned out again for a 3-lap
match race against Dunfee's GP Sunbeam.
Sadly Dunfee's car had thrown a rod,
so Birkin came out alone, to attempt
to beat Kaye Don's lap record. The
Bentley was in grand trim, roaring
very high round the Byfleet banking,
dropping to the Fork in a puff of
dust, clipping the verge by the Vickers'
sheds and going onto the Members'
banking each time with that characteristic
and disturbing little snake that those
who saw the car in action are not
likely to forget. From the notorious
bump" ? where the Hennebique
Bridge near the end of the Member's
Banking had subsided slightly into
the River Wey ? "... it leapt
some 70 feet, clear of the Track,
onto the Railway Straight. It was
a grand sight, Birkin's scarf flirting
with the fairing behind his head as
he held the car to its course. The
'Blower' Bentley certainly provided
as great a thrill for the onlookers
of the 1930s as had the V12 Sunbeam
and the 'Chittys' for the 1920s...".
'Tiger Tim's heroic driving that day
had seen the Bentley Single-Seater
lap in 1 minute 13.4 seconds, 135.33mph,
beating Don's existing outright record
by 0.73mph. On its standing lap the
Single-Seater had lapped at 133.88mph,
then completed its succeeding three
laps at 134.60, 134.60 and finally
the new record 135.33mph.
Birkin then contested the following
Bedford Long Handicap race, but with
his new lap record conferring an "owes
20secs" handicap he was unplaced,
despite equaling his new record on
two consecutive laps...
Sir Henry 'Tim' Birkin's Blower Bentley
single-seater was plainly Great Britain's
fastest track racing car of that time.
After that day's racing he promptly
flew back to Le Touquet to claim the
dinner that 'Babe' Barnato had promised
him that morning if he could break
the Outer Circuit lap record.
At the following BARC Club Meeting,
the great car was off form, issuing
clouds of smoke on the startline and
Birkin lapping at a ? for him - measly
126.73mph. The car ran poorly again
in that day's Racing Long Handicap
before retreating to Welwyn after
a poor day out.
Kaye Don first equaled the new Birkin
Bentley record in his V12 Sunbeam
at Brooklands' Whitsun Meeting, and
then shattered it by lapping at 137.58mph,
a 2.25mph improvement.
The Hon. Dorothy Paget then entered
Birkin to drive the Single-Seater
again in the Brooklands August Bank
Holiday meeting, only for the fuel
tank to split, causing his retirement
from the feature 'Gold Star' Handicap.
High winds and the threat of rain
then made high speeds impossible in
the Brooklands Autumn meeting ? but
Birkin and the Single-Seater reappeared
for the BRDC 500-Miles on October
4. A front tyre burst at top speed
during practice, which both car and
driver survived despite "some
astonishing subsequent gyrations".
Birkin shared the drive with George
Duller but the car ran badly and neither
enjoyed the experience, their car
"sounding like a motor cycle"
and finishing a tardy ninth. So the
1930 Brooklands season closed, with
Kaye Don and his V12 Sunbeam holding
the Outer Circuit lap record...
The Hon. Dorothy Paget loved being
involved with competition, but only
if she was on the winning side. That
winter she withdrew her backing from
the 'Blower' Bentley endurance racing
team, but retained the successful
Single-Seater. The BARC Whitsun Meeting
in 1931 saw the great car's return
to Brooklands, but again Birkin's
best efforts with it were overshadowed,
lapping at a best of 128.69mph in
the Gold Star Handicap, then 131.06
in the Somerset Senior Long before
retiring.
Birkin consulted George Eyston, and
at his suggestion fitted a PowerPlus
vane-type supercharger in place of
the Villiers' Roots-Type. Not until
that year's August meeting would the
Single-Seater return to the historic
Motor Course, but a gusty wind hampered
attempts by both Birkin and Gwenda
Stewart in the 2-litre Derby Miller
to attack the Kaye Don lap record.
Birkin's best attempt running alone
as part of a special record attempt
feature within that August meeting
was clocked at 134.97mph, but later
that afternoon in the London Lightning
Long Handicap race he clocked an improved
136.45mph despite the gusty wind.
'Tiger Tim's great friend and fellow
'Bentley Boy' Dr J.D. Benjafield was
then entrusted with the Single-Seater
for the 1931 BRDC 500-Miles, only
for its engine to break a valve and
the great car to be retired. Birkin
wrote: "The few days before this
race were not without their thrills...when
I was coming off the Byfleet Banking
at about 130, the auxiliary petrol
tank caught fire and flames began
to lick the legs of my overalls....
the cockpit certainly did become rather
hot. So I switched off the engine
and put on the brakes; but before
the car stopped, I had to climb out
of the seat and, perched on the back
of the car, steer as best I could
from a crouching position. I jumped
off once it was safe and put out the
fire. But the cockpit and my hands
were both burnt...". The original
Villiers supercharger then replaced
the PowerPlus.
Come that year's Autumn Meeting and
in the Cumberland Senior Long Handicap
Birkin finished third after starting
from scratch, after which he continued
for two extra laps to attack Don's
137mph lap record, yet again falling
just short at 136.82mph.
For 1932, the Single-Seater was re-sprayed
red in place of its original blue
and its engine was re-bored to 100.5mm,
providing a capacity of 4,442cc. The
new season opened on Easter Monday,
but four days prior to that meeting
Birkin attacked the Kay Don Outer
Circuit lap record and broke it at
last ? raising the mark to 137.96mph.
In the subsequent Easter meeting,
John Cobb's V12 Delage just edged
out the now re-handicapped Lap Record-holding
Single-Seater to win by 0.2 sec from
Birkin, whose best lap was at 134.24mph
compared to Cobb's best of only 128.36.
Out again in the Norfolk Lightning
Long Handicap, Birkin nearly lost
control of the great car on his second
lap, as it skidded viciously under
the gusty wind as it shot out from
beneath the Members' Bridge. Birkin
and the Bentley then won for their
third time at Brooklands, averaging
122.07mph and lapping at 134.26.
The BRDC later held a 100-mile Outer
Circuit race, in which Birkin held
the advantage in his heat until the
Single-Seater's right-front tyre stripped
and he made a pit stop, finishing
fourth. He then led the Final at half-distance
but only until "...the long red
car came round misfiring and spluttering,
took on water, boiled and retired
a lap later with the cylinder block
cracked". Another retirement
was then posted in the 1932 Whitsun
Meeting.
At a special Brooklands day organised
in aid of Guy's Hospital, Birkin subsequently
won the Gala Long Handicap and equaled
his former lap record of 137.96mph.
In the six-lap Duke of York's race
the Bentley threw the tread from its
right-rear tyre which flailed high
over the heads of spectators round
the Members' Banking...
The threat of rain at the August Meeting
persuaded Birkin not to run the Single-Seater
in one race, but in the 3-lap invitation
event for 100 Sovereigns, Birkin in
the Bentley confronted John Cobb in
the V12 Delage. The French car was
the faster starter, leading by 3.8
seconds completing the opening lap.
But on lap 2 'Tiger Tim' flashed round
at 135.70mph and was just 1.2 seconds
off Cobb's tail.
Bill Boddy: "The crowd was on
its toes... And round they came, the
Bentley gaining, yard by yard, on
the Delage. As Birkin hurtled off
the banking the 'bump' shot his car
well clear of the Track and the padded
rest on the fairing behind his head
came adrift, to fly, a small dark
object, high into the air. In a supreme
effort, Birkin caught Cobb and drew
ahead, winning one of Brooklands'
most intense races by a mere one-fifth
of a second, or about 25 yards. He
averaged 125.14mph and that glorious
last lap was run at 137.58mph (0.28mph
below the record)." Out again
in the Hereford Lightning Long Handicap,
Birkin swept around at 136.45mph,
being classified second at the finish."
Despite his Brooklands heroics, in
1932, Birkin wrote of the Motor Course:
"I think that it is, without
exception, the most out-of-date, inadequate
and dangerous track in the world...Brooklands
was built for speeds of no greater
than 120mph, and for anyone to go
over 130, without knowing the track
better than his own self, is to court
disaster... The surface is abominable.
There are bumps which jolt the driver
up and down in his seat and make the
car leave the road and travel through
the air". He concluded this onslaught
with the line "If I could find
anything true to shed an attractive
blur over all Brooklands' diseases,
I would make use of it at once; but
there is nothing at all..." He
was a brave man, then, to unleash
this 'Blower' Bentley Single-Seater
there as fearlessly as he did...
In the sports-racing 'Blower' Bentleys,
Sir Henry had already set a record-breaking
pace at Le Mans in 1930, and that
same year ran his 'Blower' in the
French Grand Prix at Pau in southern
France ? describing it as being akin
to "a large Sealyham surrounded
by greyhounds", yet finishing
an astonishing second overall. But
by 1931 Bentley Motors and the 'Blower'
project were in collapse and Sir Henry
was instead racing private Alfa Romeo
8C-2300s shared with his friend Earl
Howe, actually winning the prestigious
Le Mans 24-Hour race for the Italian
marque. But early in the 1933 racing
season 'Tiger Tim' burned his arm
at Tripoli in Libya while running
a Maserati 8C at Tripoli in the Lottery
Grand Prix. Already ailing with recurrent
malaria ? first contracted during
his World War 1 service ? this British
hero was quickly overwhelmed by septicaemia,
despite tremendous efforts to save
him by his friend and loyal supporter
Dr Benjafield. And Sir Henry died
in a London hospital three weeks after
the Libyan incident, on June 22, 1933
? aged just 36.
His former backer, the Hon. Dorothy
Paget, retained the Single-Seater,
unused, until 1939, resisting all
offers from would-be buyers until
Bentley enthusiast Peter Robertson-Rodger
blew-up the engine of his ex-Birkin
French GP 'Blower' Bentley at Donington
Park, and he managed to charm her
into selling him the track car, to
use its engine in the sister Birkin
car. Then came World War 2. The number
one 'Blower' engine was then returned
to the single-seater, which Robertson-Rodger
decided to convert into a two-seat
roadster.
Bentley mechanic Bill Short did the
conversion work during the war, and
the project was finally completed
in the late 1940s using a two-seat
body designed by Robertson-Rodger
and made by Chalmers of Redhill. This
new body retained the single-seater's
appearance in side profile, complete
with pointed tail. Bentley specialist
and VSCC luminary John Morley subsequently
worked on the great car, and when
Peter Robertson-Rodger died in 1958
he bequeathed the Single-Seater in
his will to Mr Morley.
Meanwhile, boyhood Birkin fan and
Bentley enthusiast 'Rusty' Russ-Turner
had been a long-term admirer of the
car. He recalled: "I had never
lost my fascination for that car and
one day I was at the Bentley Drivers'
Club Hendon driving tests meeting
when a fellow member mentioned rumours
that the Birkin single-seater was
going to be sold to America.
"I went to see John Morley who
said that nobody in England seemed
to want it. In fact, they all seemed
afraid of it. So after long negotiations
we came to an agreement and in the
summer of 1964 I collected it from
his garage at Colnbrook, west of London,
and drove it home to Leatherhead.
It carried the 2-seat body but Morley
had also sold me the original track
body as part of the deal. When I climbed
behind that wheel it was the realization
of a dream. Ha, I was wearing a white
silk shirt, and by the time I got
home I was soaked in oil from head
to foot!"
He described how he had found that
the great car's engine bearings were
badly worn and its dry-sump system
scavenge pump on the nose of the supercharger
had been re-piped to feed an oil-cooler
under such pressure that the excess
oil squirted everywhere. He painstakingly
rebuilt the car and ran it for several
years with its Robertson-Rodger 2-seat
body in place while the single-seater
aluminium shell sat on the floor of
his garage.
"Its cockpit was just too tight
for me..." he recalled, "...
and one day I climbed into it, there
on the floor, and couldn't get out
? I had to stand up, wearing the thing
like a skirt. Eventually we found
that by making a minor modification
and cutting out just one spar behind
the seat we could gain about four
inches, and that was just enough for
me to squeeze in".
With this unobtrusively modified original
body remounted on the famous old chassis,
front wheel brakes replaced by Robertson-Rodger
and some other minor concessions to
road equipment, the Birkin single-seater
emerged as a splendidly long-legged
vintage motor car of the most colossal
distinction.
It remained quite tricky for many
would-be drivers to enter, and cramped
once seated within. 'Rusty' Russ-Turner
found the pedals demandingly confined
with the centre throttle and right-side
brake, while cockpit heat was always
high as hot air wafted back from the
engine compartment. The aluminium
body paneling "...warms up nicely
in sympathy with the massive exhaust
and Brooklands silencer along the
left-hand side. He found the brakes
excellent although "...one does
have to make arrangements when approaching
a corner". The car was absolutely
at home at anything above 70mph at
which it became "delightfully
stable". The standard D-Type
Bentley gearbox he rated as being
"as good as any" while he
also owned the original track-racing
gearbox which he found contained the
"rounded-off straight-cut gears
preferred by Birkin...". 'Tiger
Tim' either could not or would not
double de-clutch and he liked to snatch
the gears straight through. "They
called them Mangle Gears and this
explains the fantastic background
gear noise which was so characteristic
of the car when it was being raced",
he explained.
Gearing represented 36mph per 1,000rpm,
and the rev limit was set at 4,000rpm..
"...although it can get very
expensive around there", he warned.
'Rusty' Russ-Turner suffered a fatal
heart attack at Silverstone while
racing the car, after which it was
acquired by George Daniels, enjoying
his protection and preservation ever
since. Mr Daniels recalled how he
came to buy the car: "Jack Sears
telephoned and told me the Birkin
Single-Seater was for sale and he
thought it would suit me. I knew I
was going to have to make a hard decision
so I eventually went down to see it
and there it was in all its glory.
I told Jack I couldn't afford his
price but made him an offer, and eventually
he came back to me to say that Rusty's
widow Audrey had told him she wanted
me to have the car and I've been racing
it ever since..."
It is now offered here as an exceedingly
potent reminder of a magisterial period
of British racing history, a machine
with a unique place in racing history,
and the exception to the W.O. Bentley
'rule' that "...the supercharged
4½ never won a race".
The Bentley comes with road equipment
including wings, an extensive history
file including correspondence, road-registration
documents and large format photo album.
For history to be valuable it must
be examined in proper perspective,
and the Brooklands 'Blower' Bentley
Single-Seater is one 'Blower' that
suffers not at all under closer scrutiny.
This car is absolutely a British,
and a Brooklands, icon. |
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More
about No. 1 :: Bonhams
news after the sale |
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Source:
Bonhams
Posted: Jun 28, 2012 |
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2006 |
In
Isle of Man in 2006 / Owned by a BDC member |
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Source:
1001 Images of Cars by
Jerome Bureau, 1993
Posted: Jan 31, 2007 |
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1973 |
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1 |
2. |
3. & 4. |
5. & 6. |
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1. The famous Blower Bentley Single Seater photographed this summer [1973] in the trim it raced at Brooklands, twice breaking the absolute lap-record and following the tradition of earlier ultra-fast outer circuit cars such as the 350-hp V12 Sunbeam, etc. The outside handbrake that Birkin used to steady the car before it snaked into the bankings, the outside gear lever, and early-vintage-type chassis bracing wires, can be seen. Great credit is due to the present [1973] owner “Rusty” Russ-Turner for re-fitting the racing body and so splendidly restoring the car to its former glory.
2. Cockpit of the Bentley with the tachometer well placed before the driver and the panel well stocked with smaller instruments. The figures, in r.p.m. and m.p.h., on the big dial, give food for thought!
3. & 4. The intake and exhaust sides of the Bentley’s engine, which is, externally, a normal 41/2 litre power unit. The cylinder block is prone to crack and has been several times expensively replaced. The electric fan is a modern addition, as the radiator would otherwise boil in traffic jams.
5. & 6. Truly a slim single seater! Russ-Turner had to alter the cockpit in order to get in, being a bigger man than Sir Henry. The body is a beautiful example of Brooklands streamlining, thought to have been made by Compton’s of Merton, although some evidence points to it being and Arrow body.
Read article |
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Source:
Motor Sport magazine, October 1973 (Made available by Peter Quilley)
Posted: Nov 22, 2018 |
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1964 |
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'Rusty' Russ-Turner
bought the car in 1964, in sad condition,
and with two-seater bodywork, which
was replaced within a couple of years
after substantial rebuilding by the
original track body. The car went
on to look resplendent in red. |
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Source:
Article Brooklands
Superstar in "Thoroughbred
& Classic Cars" magazine, March
1982
Posted: Aug 22, 2008 |
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1960 |
Click
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"Attn: Mr. Robert
McLellan
I am contacting you with regard to
an article written in the U.K. Daily
Mail newspaper Saturday June 30th
2012 about the recent record sale
at Bonhams auction house of a 1928
Red Blown Bentley registration mark
UU 5871.
As a young artist living in London
in the 1960s I supplemented my small
income by drawing vintage motor cars
using free hand with penand ink. I
specialised in Bentley motor cars
and have had a number of my drawings
used professionally.
In 1960 I went to "Southgate
Motors" London where, at the
request of the proprietor Mr Sydney
Lawrence, I made a drawing of a 1928
British Racing Green Blown Bentley
registration mark UU 5871, which I
was told had been raced by the famous
Tim Birkin. The owner of the car was
Mr John Morley and it had been converted
during its life from standard 3 litre
to the blown 4.5 litre, had two seats
and full road specification headlights,
horns, mudguards, etc. I was guest
passenger in the same car, which was
driven to the Bentley Owners' Club
Concours d'Elegance held in Hyde Park
later that year.
I failed to understand how two very
different Bentley models could bear
the same registration mark. However,
a chance visit to your website in
an effort to throw light on the matter
resulted in my learning that the full
road specification green Bentley had
been re-built as a single-seater racing
car, sprayed red and re-registered
as UU 5871.
To my amazement, an excerpt from issue
No. 122 of the Bentley Drivers Club
Review reproduced on your website
actually describes my visit to Southgate
Motors in 1960 to sketch UU 5871." |
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Source:
Mary P. H. Burgoyne (nee Taylor), Isle
of Bute, Scotland
Posted: Jul 14, 2012 |
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on thumbnail for larger view |
1 |
2 |
3 |
4 |
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These photographs
are from Motor Sport magazine, 1957.
Accompanying text for Photo 1 reads:
The line-up for one of Brooklands'
most exciting outer-circuit races
the fourth heat of the 1932
British Empire Trophy Race. From left
to right: Cobb's 10½ litre
Delage, Birkin's "blower"
Bentley, Eyston's 8-litre Panhard,
Brian Lewis' Talbot 105 single-seater;
Jack Dunfee's 6½-litre Bentley,
and Hebeler's Talbot. Cobb won the
final from Eyston, at 126.37 m.p.h.
(Car No. 46 in Photo no. 1 is Birkin's
"blower" Bentley
i.e. Chassis no. HB3402.)
Accompanying text for Photo 2 reads:
Hero worship! Newcombe steers the
"blower" single-seater 4½-litre
Bentley out of the Paddock, watched
by a keen crowd of spectators. Sir
Henry Birkin, Bt., walks beside the
car.
Accompanying text for Photo 3 reads:
The "blower 4½" Bentley
single-seater during the 1932 British
Empire Trophy Race, in which it retired
with a damaged cylinder block. Note
the huge Villiers supercharger, the
two big S.U. carburetters above it,
and the oil pump for the dry-sump
lubricating system.
Accompanying text for Photo 4 reads:
The 4½ litre single-seater
Bentley raced by Sir Henry Birkin,
Bt. It set the lap-record to 135.33
m.p.h. in 1930 and broke it again
during 1932, at 137.96 m.p.h. It is
seen here in its final form. Note
the fillers on the tail for the fuel
and oil tanks, and old-style chassis
bracing. The air-scoop protruding
from the radiator cowl is just visible. |
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Source:
Motor Sport magazine, 1957
Posted:
Oct 21, 2008 |
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1946 |
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On Feb 17, 2010,
Clive Benton wrote:
I have a large painting of the ex-Birkin
'Blower' Bentley that once lapped
Brooklands at 137.58 mph. It is, however,
depicted in later road-going guise
with replacement two-seater green
bodywork, which its new owner had
fitted after buying it from Dorothy
Paget in 1939.
It is quite detailed and shows a bespectacled,
pipe-smoking driver with attractive
blonde companion sat beside him and
the number UU 5871 displayed on a
rectangular registration plate on
a front mudguard. The artist has initialled
the watercolour R.R. and dated it
1946.
Can anyone supply details of the cars
post-war competition history and ownership,
prior to its acquisition and restoration
by Dr George Daniels? Also, can anyone
please identify the artist?
On Feb 22, 2010, Clive Benton
added:
I have since discovered more information
from one of the articles posted on
your excellent website: 'Brooklands
Superstar' by Doug Nye (from Thoroughbred
& Classic Cars - March 1982).
From this I was also able to deduce
that the artist in question must have
been none other than Peter Robertson-Roger,
who fitted the two-seater body in
the first place! |
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Source:
Clive Benton
Posted: Feb 27, 2010 |
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Late
1940s - 1964 |
Click
on thumbnail for larger view |
Birkin's single-seat Blower Bentley
at a Bentley Drivers Club meet (Date
unknown) |
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Line drawing by D
N Sykes |
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Source:
Overton Vehicle Overhauls
Posted: Apr 16, 2007 |
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Source:
Terry McGrath
Posted: Sep 08, 2008
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"Chassis No. HB3402
Engine No. SM3901
Registration No. UU 5871
I can't say where or when this photograph was taken although the engine had been removed from the car at the time." |
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Source:
Dave Simpson
Posted: Jul 15, 2015 |
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EARLIEST
RECORD OF HISTORICAL FACTS & INFORMATION |
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Chassis No. |
HB3402 |
Engine No. |
SM3901 |
Registration
No. |
UU 5871 |
Date of Delivery: |
No info |
Type of Body: |
4-seater |
Coachbuilder: |
Harrison |
Type of Car: |
No info |
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First Owner: |
H.R.S.
Birkin |
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More Info: This car was purchased by Dorothy Paget
new for Tim Birkin to race. Supercharger
was added. VintageBentleys.org
Supplied to H.R.S. Birkin for supercharged
cars.
No. 1 Birkin Blower.
Michael Hay, in his book Bentley:
The Vintage Years, 1997, states:
"Supplied to Birkin for supercharging.
Harrison "BF" 4 seater then rebuilt
as Vanden Plas single seater (Vanden
Plas body no. 1632) then Thomson and
Taylor Single seater. Plain then ribbed
blower then Powerplus then Roots ribbed
again. Engine used to build that in
HR 3976 1939. 2 seater post-war by Chalmers
of Redhill cut down Speed Six radiator
reg NUL 618. Original body subsequently
refitted re-reg UU 5871." |
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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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