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    Tópico Bentley - Apresentação novo Continental GT



    Bentley Motors

    Bentley was founded by Walter Owen Bentley, known to all as "W.O." He was a born engineer, but his first experience was not with motor cars - it was trains. In 1905, aged 16, he set off on his bicycle to work at the Great Northern Railway Locomotive Works in Doncaster, northern England.



    Off duty, he soon abandoned the push-bike in favour of motor cycling and with his brother took to racing. In their first event, the London to Edinburgh Trial, they won a gold medal. W.O. raced at the Isle of Man TT event and Brooklands race track, near London.

    The internal combustion engine made sweeter music to his ears than steam trains and in 1912 Bentley's family found funds enough to buy a small company importing French DFP sports cars.

    It was on a visit to the DFP factory in 1913 that W.O. noticed an aluminium paperweight - and had the inspired idea of using the lightweight metal instead of cast iron to make engine pistons. The first such Bentley pistons went into service in aero engines for the Sopwith Camel, in service during the Great War.

    After the war, Bentley revived his motor car interests and in London set about development of a racing engine - Experimental Bentley No 1. "I wanted to make a fast car, a good car: the best in its class..." And he did. In the '20s, with the 3-litre, 85bhp engine providing speeds of 80 mph and more, Bentley Motors set numerous speed and endurance records, competed successfully at Indianapolis, the Isle of Man, and Brooklands - and became inextricably linked with the history of the famous 24 hour race at Le Mans. In the hands of the legendary Bentley Boys, Bentleys achieved Le Mans victories in 1924, 1927, 1928, 1929, and 1930 - taking first four places in 1929.

    Like many of the pioneers in the auto business world-wide, the Bentley's road to this year's podium at Le Mans has been a rough one. W.O. Bentley began his "automotive" career as a railroad engineering apprentice at the turn of the century and immediately got into racing via the motorcycle circuit, a common practice among young Brits before World War I.

    Bentley gravitated through an aviation engineering stint during that war and at its end, became determined to form an auto manufacturing company of his own. Bentley Motors, Ltd. was formed in 1919 with very little capital on hand, a plight that was to plague the company for the next decade.


    1920's

    Prior to the Great War the Bentley brothers sold the DFP that they imported from France. Walter Owen Bentley extracted more power from the engines and successfully raced these cars.

    The first Bentley was made in 1919 but not available until 1921. This 3 litre four-cylinder car was built in several versions (or "Labels", red label meant a short chassis, blue a long chassis and green a 100 mph special) up to 1927.

    The 3-litre model was very successful in competition with victories at Le Mans in 1924 and 1927. In 1926 the Speed 6 was produced and again won at Le Mans in both 1927 and 1930.

    Being a racer at heart, Bentley's first products were high- performance open cars that immediately established themselves as winners in the hectic world of European racing between the wars. Bentley cars won the 24 Hours of Le Mans four times from 1923 until the demise of the company in 1931.

    Actually "demise" isn't the correct word. W.O. Bentley had realized early on that there was a limited market for "sporting" and race cars, and to succeed, his company would have to make bread-and-butter vehicles that would pay the bills. To this end, his London-based company built rolling chassis that were fitted with very fancy coachwork bodies for wealthy clients. The last of the line was powered by a huge 8.0-liter six-cylinder engine. Besides the inevitable open sports car bodies, it was also fitted up with limousine, touring car and coupe bodies. Bentley had become a major competitor for Rolls-Royce and other British luxury car builders.


    1930's

    But the big Bentley couldn't have come at a worse time. The Great Depression was on and the privately-funded Bentley Motors, Ltd. was broke. Although Bentley himself was preparing a deal to sell the company to another firm, the deal was skated out from under him by Rolls-Royce in 1931. Although it was reported to have stuck in Bentley's craw, he became an R-R employee for a while. This began the era of the so-called Rolls-Bentley, cars that were more "sporting" than their R-R stablemates but by no means the Le Mans winners of the previous decade.

    In 1930 the famous 4.5-litre was introduced using a development of the 3 litre engine. Fifty cars were built with the supercharger to meet Le Mans requirements for all competing cars to be available for sale to the public.

    By 1931 the company was in financial difficulties and was taken over by Rolls-Royce.

    In 1933 the 3.5 litre was announced, being a sports version of the Rolls-Royce 20/25. In 1936 the Rolls-Royce 25/30 engine was fitted and known as the 4.25 litre.

    Yet despite its racing record and public acclaim, Bentley Motors was beset by financial difficulty. By 1931 the golden age was over, but as closure loomed, Rolls-Royce stepped in to save the Bentley name - and a new era began.

    In the decade before World War II, the Bentley line became, in effect, the hot-rod Rolls-Royce. The Bentley chassis of that era started off life in the late '20s as a smaller Rolls that was originally conceived as a car for the up-and-coming executive. Aborting this concept as The Depression deepened, the company installed a slightly hopped-up 3.5-liter R-R engine and had more "sporting" body work installed. In this guise , it was quite successful and it quickly acquired the quasi-official title of "The Silent Sports Car."


    1950's

    A few cars known as the Mark V were built prior to the Second World War. After the war the Mark VI was introduced and in 1951 was fitted with a 4.5 litre engine and some versions were designated the R-Type.

    1955 saw the S-Type with an enlarged six-cylinder engine and a V8 from 1959 to 1965. This engine was used in the T-Series, which was the first Bentley with integral body and chassis.

    World War II devastated the British industrial complex and Rolls-Royce suffered too. The post-war Bentley Mark VI became literally a Rolls-Royce Silver Dawn with a different grill. In 1952, the R-R hot-rod concept was resurrected in the form of the R-type and in particular, the R-type Continental, a high-speed coupe designed for touring in Europe. In the years that followed, this program was expanded upon and included a turbocharged V8 that provided top speeds in the neighborhood of 150 MPH and 7-second 0-to-60 MPH acceleration times. This from a full-sized luxurious Rolls-Royce spinoff.

    The turbulent financial times of the '60s culminated with the company becoming part of the Vickers conglomerate which in turn recently sold the Rolls-Royce name to BMW and the Bentley name, factory and assets to Volkswagen. The resulting conflict between the two German giants has lead not only to massive law suits but corporate animosity between the two.


    THE YEARS 2000

    The Bentley Continental GT Luxury Coupe is produced since 2003 (6 liters / 560 hp)

    The Bentley Continental GT marked the start into the period of complete independence. For some 70 years Rolls-Royce and Bentley had been produced side by side until the final separation of both marques under the wings of different parent companies from 2003 onward. The Bentley Continental GT was the fastest genuine 4-seat car in the world - a sporting coupé without rival. Obviously Bentley remembered key elements from the past and blended these with future demands as regards an ambitioned thoroughbred sports car. As a result the new Continental GT combined finest Grand Touring traditions with some of automotive world’s most advanced technologies.

    The 6-litre twin turbocharged W12- engine’s power output was 552bhp/411KW. A significant fact was a maximum torque generated at just 1.600rpm. Never before a 12-cylinder engine had been employed on a Bentley motor car. The link between engine and wheels was provided by ZF-built six-speed automatic transmission. Via steering wheel paddles the driver can decide on Tiptronic actuation, i.e. choose between conventional automatic or clutchless manual gearchange. A six-speed automatic was a novelty on a Bentley, that could be said of 4-wheel drive and air springs used at each corner in place of conventional coils, too. Electronic traction control and electronic stability programme were fitted, of course. An ultra-sophisticated network of electronic control units processed information fed to them from sensors around the car and instructed engine, transmission, suspension and brakes to act in harmony.




    Walter Owen Bentley

    Walter Owen Bentley, began his career as a railway engineering apprentice, strangely, so did Henry Royce, but the parallel ends there, for while Royce came from a very poor background and had to cut short his apprenticeship because his aunt could no longer afford the £20 annual premium, Bentleys family were comfortably off. His father was a businessman and they lived in Avenue Road, St Johns Wood, in London.
    His youthful enthusiasms were cricket and motorcycling (he raced a 5hp Rex at Brooklands in 1909) and in 1910 he bought his first car, a Riley V-twin two seater. He subsequently owned two Sizaire-Naudins, a single-cylinder model and then a four. He had a high regard for this make.

    After his time as a railway apprentice, he was a general assistant at the National Motor Cab Company in Hammersmith, London, then in 1912 joined his brother H. M. Bentley in selling French DFP cars. They were not particularly fast, but Bentley soon improved their performance by using lighter pistons made from 12% copper and 88% aluminium. Thus equipped Bentley's DFP's won several races at Brooklands and, with a new Bentley designed camshaft, took class B records in 1913 and 1914. His time for a flying mile was 89.7 mph, a creditable figure for a two litre car. The Bentley brothers persuaded DFP to adopt aluminium pistons in a production car, which they sold as the 12/40, though not many were made as they were launched less than a year before the outbreak of the First World War.

    During the war Bentley worked for theTechnical Board of the Royal Naval Air Service to improve the French Clerget rotary engine, where his experience with aluminium pistons was of great value.The modified Clerget designs bore his name, being called the BR1 and BR2 (Bentley Rotary).

    After the war, Bentley returned to the partnership of Bentley and Bentley, however, his ambition was to see a car bearing his own name and in August 1919 he formed Bentley Motors Ltd, a successor to another company of the same name which was concerned with sales. Nominal share capital was £200,000, but cash in the bank was only £18,575. The company was under capitalised from the start, and a mortgage was taken out to finance the building of a factory at Cricklewood in North West London. The first prototypes were not made there, but at New Street Mews, off Baker Street. This property belonged to J.H.Easter, who did body trimming for the DFP's.

    Bentley's right hand man was Frank Burgess,a former designer and works driver for Humber, who had been responsible for the twin overhead camshaft engine used in that company's 1914 Touring Trophy racing cars.
    Burgess brought a TT Humber to Bentley Motors, and some chassis features were reflected in the new Bentley. The engine, however, had only a single camshaft, driven by a shaft from the front of the crankshaft. There were four valves per cylinder and the dimensions were 80 by 149 mm, a long stroke even for those days. At 2996 cc, capacity was just under 3 litres,and the car was christened the 3 litre model. This was the first time a British car had been described in litres, and this puzzled many motorists who were used to horsepower.However the RAC horsepower rating of 15.9 would have made the engine seem smaller than it was, for the rating system was calculated on the bore and took no account of Bentley's unusually long stroke. The rest of the car was conventional, with a four speed gearbox controlled by a right handgear lever, semi-elliptic leaf springs all round and brakes on the rearwheels only (until 1924). It was announced in The Autocar in May 1919, the description being accompanied by a drawing by the famous artist F. Gordon-Crosby, as no car existed in the metal. A chassis was shown at London's first postwar Motor Show, in October 1919, but it was a non-runner; among it's drawbacks was the rather serious one of having no crankshaft.The starting handle was pinned on to an empty crankcase and the flywheel supported by a stub shaft a few inches long. An engine was running at New Street by Christmas (causing an irate Matron of a nearby nursing home to complain at the noise). Deliveries were promised for June 1920, but development took longer and and the firstcar was not delivered until September 1921. It was a two door saloon and the customer paid £1150 for the chassis,(the original price quoted in 1919 was £750.
    The cars soon lived up to the original announcement and those who went onto the two year waiting list, were more than satisfied. 21 were delivered in 1921, 122 in 1922, 204 in 1923, and 402 in 1924. The peak year was 1928 when 408 were delivered.

    Success in Motor Racing ensured that everyone knew more about Bentley than any other sporting make, to add to this, well known figures such as, Prince George, Gertrude Lawrence and Beatrice Lilliewere among Bentley's customers.
    Not having their own coachworks, Bentley recommended some virtually standard bodies, the open four seater tourers were mainly made by Vanden Plas, whose premises were close by, other coachbuilders were soon asked to work on the 3 Litre chassis, and a variety of styles were soon to be seen, from open two seaters to landaulettes.
    Although Bentley saw his cars primarily as fast tourers, the demand for closed coachwork made him realise that more power was needed. At first he considered a six cylinder engine on the lines of the 3 litre, but a chance encounter with the prototype Rolls-Royce Phantom 1 in France convinced him that an even larger engine was required and the six cylinder car ended up with the dimensions of 100 by 140 mm, giving a capacity of 6597cc.

    The chassis differed in a number of ways from the 3 litre; the cone clutch was replaced by a plate clutch, the differential was much heavier and four wheel brakes were used, the drums of which were finned as opposed to plain. The main difference in engine design was that the camshaft drive was by three - throw coupled rod rather than the vertical shaft of the smaller model.
    In 1928 came the sporting version known as the Speed Six. The Speed Six was probably the most successful racing Bentley, with two consecutive wins at Le Mans, but it also carried formal coachwork.Two Speed Sixes were used as patrol cars by the Criminal Investigation Department of the Western Australia Police Force, probably the only Bentley Police cars in the world. Carrying Bolton saloon bodies, they served from 1930 to 1947; when they were withdrawn from service it was said; "There has hardly been a major crime committed in this State which has not been affected by one or other of the Bentley's.

    Bentley firmly believed that there was no substitute for litres and far prefered to enlarge an engine than to supercharge a smaller one. The 8 litre engine was essentially that of the 6 1/2 with bore increased to 110 mm, giving a capacity of 7982 cc. Output was 200 or 225 bhp according to the compression ratio. Two wheelbases were available, the longer being 13 feet. Nevertheless, an 8 litre could exceed 100 mph unless fitted with too heavy a body. These were varied as on any other Bentley chassis; Saloons, limousines. coupes, at least one sedanca de ville, and a few open tourers.

    The Bentley company was seriously undercapitalised from the start and would probably have collapsed without Woolf Barnato's intervention in 1925. This was effectively a takeover, for Barnato held 109,400 £1 preference shares and 114,000 one shilling ordinary shares. In contrast, W.O.Bentley held six thousand and three thousand shares respectively, though his brother H.M.Bentley and one or two others also had some stake in the company. In June 1931 the company's debts were such that it could no longer continue trading; Barnato's fortune had been eroded by the depression and he was no longer willing to support Bentley. A receiver was appointed, and it was expected that Napier would aquire Bentley, especially as W.O. had been having discussions with the company about a new twin overhead camshaft sports car. However, they were outbid to the tune of £20,481 by a mystery group called the British Equitable Trust Ltd. They were acting for an unknown company, and Bentley learnt only several days later (from cocktail party conversation overheard by his wife) that the company was Rolls-Royce.

    The sporting image of the new Bentleys resulted in a dramatic improvement in sales. In 1986, when the group sold 2603 cars, the ratio between Rolls and Bentley was 60:40 and in 1991, with lower overall sales of 1731, the ratio was approximately 50:50. The three models, Eight, Mulsanne and Turbo R, made up the Bentley range in 1992, joined by a new and more individual coupe, the Continental R. The letter designation was chosen as an evocation of the R-type Continental of the 1950s and the new car is in the same spirit, a limited production, higher-performance car sold at a price considerably above that of the saloons.The four-seater coupe body was designed by Ken Greenley and John Heffernan and was derived from a show car of 1985 called the Project 90. The engine was slightly tweaked to give greater power and torque, output now being an estimated 333 bhp. Two years' production had already been sold before the examples were delivered, and some orders were placed only on sight of photographs. In September 1992 there arrived a new variant called the Brooklands. Priced at £91,489, it replaced the Eight and the Mulsanne S and featured a new bonnet and green badge harking back to the vintage GreenLabel Bentleys, new air dam and alloy wheels. Inside the electric column-mounted gearchange was moved to the floor.

    Experimental 1


    Blower Bentley


    1-2-3-4 em Le Mans


    R Type


    Continental R


    Continental T


    Hunaudiéres


    Reintrodução do nome Bentley Motors Ltd. como na fundação
    Editado pela última vez por JRodrigues; 17 September 2007, 20:35.

    #2
    Bem, o Hunaudiéres é lindo. Será q algum dia vai passar á produção?

    Comentário


      #3
      Bentley em Le Mans

      rewe, June 13th 2002…. A late May day in 1923 and a 3-litre Bentley leaves London for the coast. On board are two drivers, one mechanic and a few spares. Spool 79 years and one fortnight to an early June day. As you read this another Bentley is on its way to exactly the same place: Le Mans. This time, of course, it will be cradled gently from within its purpose built transporter and, as far as spares are concerned, there will be at least enough to build an entirely new car.

      But the aim, then as now, is the same: to win Le Mans. Of course, 79 years ago, the Le Mans 24-hours was not regarded as the world's greatest motor-race. It was a little local gathering, attracting - with just one notable exception - an entirely domestic field. Nor was that exception a works machine, but the private transport of London Bentley distributor, John Duff. Sure, his teammate, Frank Clement was a Bentley employee and the only professional racing driver the works ever hired, but WO himself wanted no part in it. He dismissed idea of racing twice around the clock as quite mad and was convinced that none of the cars would last.

      But then he did a very odd thing. Having effectively dismissed Le Mans as a fool's errand, he let guilt get the better of him. He knew that, whatever his reservations about the race, he should be there and, at absolutely the last possible moment, he took the Friday night boat to France. Had he not caught that boat, the entire history of Bentley and Le Mans could have been very different. Had he not caught that boat, the Bentley EXP Speed 8 prototype that is on its way to Le Mans, as you read, would very likely not exist.

      WO, you see, did not want to be at that race, a point of view considerably reinforced by a particularly grim train journey across France. Yet by midnight and just hours after the race had begun, he was convinced that Le Mans was quite the best event he had ever attended. He decided that, come what may, a Bentley would be back the following year with full works support. As it transpired, Duff and Clement damn near won all by themselves; they led and set fastest laps at will but a holed fuel tank relegated them to fifth at the flag.


      The rest of the story is British automotive legend. Duff and Clement duly won in 1924 in a car that, while still technically a private entry, was prepared in the works by works engineers. The '25 and '26 races are known in Bentley circles as the black Le Mans as a catalogue of bad luck and poor judgement denied the factory victory at its first two attempts.

      The 1927 attempt so nearly went the same way with the much fancied new 41/2-litre Bentley crashing at White House trying to avoid another car slewn across the road and then collecting the other two works cars. Just one, the 3-litre of Sammy Davis and Dudley Benjafield was able to extricate itself from the wreckage and, with a bent chassis, one headlight, a smashed wing and numerous other problems, it set about one of the greatest comeback drives in Le Mans history. It won by a margin that, to this day, has not been exceeded.

      Tim Birkin

      The 1928 race was barely less eventful with the same 41/2 that had crashed in '27 winning with Woolf Barnato and Bernard Rubin at the wheel. Sometime before the end of the race the car cracked its chassis, causing the entire contents of the radiator to drain away - with temperatures off the clock, Barnato nursed the car over the line. One more lap and it's unlikely he'd have made it.


      Tim Birkin takes the Pontilieue Hairpin in Old Number 1 Speed 6 in Le Mans, 1929

      By contrast, 1929 was a procession, the four works Bentleys, led by the new Speed Six proving so much faster than the rest of the field that they cantered to an utterly dominant win. Irritated by WO's constant instructions to slow down, Jack Dunfee enquired 'do you want me to get out and push the bloody thing?' Tim Birkin and Woolf Barnato cruised around to victory.

      But boring though that race was, were it not for WO's race strategy, it is entirely possible that Bentley would not have won its final Le Mans the following year. It faced the might of the works Mercedes team and, in Rudi Caracciola, Germany's greatest driver until the era of Michael Schumacher. Happily for Bentley, Mercedes had based its plans to beat the Bentleys on the latter's pace from the 1929 race; and as Mercedes would discover to its considerable cost, this gave little indication of the speeds at which the Bentleys could travel if they had to.

      The first surprise for Caracciola came on the third lap of the race when Tim Birkin, driving one of his beloved supercharged 'Blowers' came past at 125mph with two tyres on the grass and a third in tatters. Then the battle was taken up by Barnato in the same Speed Six with which he had won in 1929. It took many hours but by forcing the Mercedes to use its clutch engaged supercharger more and more of the time, it was eventually broken. Barnato and his teammate, Glen Kidston swept to Bentley's historic fifth and most recent win.

      At first it seems hard to see why all this matters so much to Bentley today. All the Bentley Boys are long since gone and the cars they raced then have little more than four wheels in common with those they race today. And yet it does matter, desperately. And spend any time at Bentley and you know it goes deeper than the veneer of historical awareness touted by most car manufacturers today. The cars may now been built in Crewe rather than Cricklewood but talk to anyone who works there and you will find a fundamental and unshakeable belief that racing is as much part of Bentley as the winged 'B' mascot. And that's odd because, before last year, no works Bentley had raced for 71 years.

      In fact, the explanation is simple and it's all down to WO. The founding features he gave the marque that bore his name are exactly the same as those that define the Bentley philosophy of today. He determined that a Bentley should offer a blend of speed, strength and quality unrivalled anywhere in the world and it is these principals to which the marque aspires to this day. And Bentleys must race: WO may have thought 24-hours a little excessive at first but racing was always part of his plan - indeed he took part in the 1922 TT himself, before any car raced at Le Mans.

      So by going back to Le Mans Bentley is, in fact, doing only what comes naturally and if some still ask why Bentley is returning perhaps the more pertinent question is why on earth it has waited so long.

      Simply put, when the bankrupt Bentley was bought by Rolls-Royce in 1931, ownership passed to a company with no history of or interest in racing. Racing was not part of the Rolls-Royce culture and while privateers continued to race Bentleys - some even made by Rolls - at Le Mans, the marque's great racing heritage was consigned to an interesting footnote in the history books.

      But while it is true that Bentley's return to racing comes as a direct result both of the enlightened attitude of its new owner, VW, the road back to Le Mans actually started 20 years ago. In the late '70s, Bentley was almost dead. As a brand it had no identity and as an entity it existed only for those who wanted a Rolls-Royce with a less ostentatious badge - and they accounted for just four per cent of production. But the decision in 1982 to turbocharge the Mulsanne saloon made the apparently moribund marque do something quite unexpected and, in its own way, thoroughly unbelievable. It got up and ran.

      Soon, with the introduction of the Turbo R and two door Continental ranges, Bentley was outselling Rolls-Royce. The spirit of WO, it seemed, was not dead but had merely been sleeping. But while many at Crewe through the '80s and '90s would have loved to return Bentley to Le Mans, financially it never looked likely. In retrospect that was perhaps as well: grossly under funded attempts by small sportscar manufacturers to take on the world's best and most generously funded sportscar teams rarely have pretty consequences.

      So thanks are due to VW for making it possible for the spirit of WO to live once more.

      If you were at Le Mans last year, you will know what that means. The team turned up with a brand new car from the tyres up, save an engine derived from one used by its arch-rival and VW stablemate, Audi. Significantly and, some thought in-advisedly, the Bentley EXP Speed 8 prototype was closed and the only one of its type in the race. A closed car is more difficult to engineer, slower at driver changes, potentially heavier and forced by the regulations to use narrower tyres than its open opponents. But the rules also give it more power and, in its shape, a theoretical aerodynamic advantage.

      Two cars were entered, driven by a new breed of Bentley Boy - hardened professional racers in place of the carefree playboys of the '20s. The two team-leaders were Martin Brundle and Andy Wallace, both already Le Mans winners - Brundle a veteran of 158 Grands Prix and Wallace the most successful British sportscar racer of his generation. The team came together brilliantly and the car had already proven quick and reliable in testing. Everything seemed fine, so long as it didn't rain. They'd had hardly a lap of wet weather during testing but now storm clouds gathered over Le Mans.

      Estimates vary over how many of the 24 hours passed in the pouring rain, some say as few as fifteen though most estimates are near twenty. No-one, however, disputes these were the worst conditions to visit Le Mans in living memory.

      Brundle had led the race in the early afternoon thanks to his skill and some brilliant pitwork, but by suppertime his race was run. The aerodynamics were force-feeding water into an electronic actuator that told the gearbox when a new ratio was required. It eventually refused to issue further instructions, inconveniently as it was in sixth gear on the approach to a second gear corner. Brundle's teammate

      Guy Smith did his best but burned the clutch trying to crawl around the corner. Which left one car and 21 hours to run. Then it, too, refused to change gear.

      Happily, it stuck in fourth gear and was just able to recover to the pits where a 20 minute stop cured the problem, the path of the incoming water being blocked by the top of a bottle of Evian. Rejoining some way down the order, the rest of the race was classic Bentley fighting spirit, battling back up the leaderboard to third behind the two invincible works Audis at the flag.

      All those who saw it knew the atmosphere as Andy drove the car over the line would never be repeated, not even if and when Bentley wins the race outright. The hope had been to get a car to the finish; the reality was the team had returned Bentley to the podium of Le Mans after 71 years and at its first attempt. And when the drivers appeared on that podium not in their race suits but in white overalls, goggles and flying helmets the tears flowed freely. This was their homage to the founder, the man without whom none of these extraordinary events would ever have happened and whose memory that day they had honoured like it hadn't been honoured since Barnato and Kidston stood there with lit cigarettes in 1930.

      Yes, Bentley is going back to Le Mans to sell cars, just as WO went to Le Mans to sell cars but it is also going because that is where it belongs. It has taken a lifetime but Bentley, finally, has come home.

      1924


      2001

      Comentário


        #4
        http://dieselstation.com/wallpapers/...itling-006.jpg

        Comentário


          #5
          ja tinha procurado na net a historia da bentley pra por num post q aqui ouve com todas as marcas e sim senhor grande historia que esta marca tem.

          Comentário


            #6
            A família actual

            Continental GT


            Continental GTC


            Flying Spur


            Arnage T


            Arnage R


            Azure

            Comentário


              #7
              Para mim a beleza do cábrio e a classe pura dos Arnage é qualquer coisa de........FENOMENAL!!

              Comentário


                #8
                Uma marca de excepção que merece ser preservada como genuino património automóvel da mais alta qualidade.

                Nos EUA, sobretudo na Florida (Miami) e na Califórnia (Beverly Hills), a Bentley tem muito mais saída e apreço que a Rolls Royce, sobretudo pelo património desportivo da marca.





                Comentário


                  #9
                  Todo o requinte é pouco, num Bentley



                  Mas a velocidade também vem incluida

                  Comentário


                    #10
                    Sempre achei a Bentley como o RR mais desportivo. Para o texugo q gosta de conduzir!

                    Comentário


                      #11
                      E o Arnage Drophead já foi confirmado como futuro modelo

                      O progenitor


                      O filho

                      Comentário


                        #12
                        E não se esqueçam: a Bentley é muito mais que luxo do mais elevado quilate: é também perfomance extrema e no mais simbólico dos lugares: Le Mans.


                        Comentário


                          #13
                          Do melhor que o Reino-Unido sabe fazer: GT's com grande estilo

                          Comentário


                            #14
                            O novo Azure é um orgasmo de classe e refinamento:


                            Comentário


                              #15
                              Uma serie que saio a pouco tempo
                              Bentley Arnage Blue Train Series







                              Comentário


                                #16
                                Bentley R Type Continental:

                                Lançado em 1952, era o automóvel de produção com 4 lugares mais rápido do mundo: 188 km/h
                                O motor era um 6 cilindros em linha de 4.6 litros com cerca de 150 cv.
                                Aqui na versão carroçada pela Mulliner:

                                Comentário


                                  #17
                                  Ai ai....

                                  Este pessoal quer ver se me da uma coisa ma:D

                                  abre um topico destes, fotos fantasticas e marca de culto....

                                  Sonhar é tão bom....[B)]

                                  Comentário


                                    #18
                                    Um dado interessante sobre a cisão entre RR e Bentley é que as duas marcas retornaram à condição de rivais exitente até 1931 quando a Bentley passou para o controle da RR.

                                    Desta época há até a lenda da corrida disputada W.O. Bentley e C.S. Rolls. Os dois senhores teriam se encontrado quando testavam suas respectivas máquinas e não resitiram em disputar para ver quem fabricava a melhor:D. Infelizmente não me lembro direito da história, se alguém souber fique avontade para contá-la;)

                                    Mas voltando ao assunto...
                                    É como se a Bentley tivesse saido so jugo RR, acordado após mais de 70 anos adormecida. Podendo agora trilhar uma linha estética distante da adoptada pela Rolls-Royce.

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                                      #19

                                      tenho ou não tenho bom gosto?

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                                        #20
                                        citação:Originalmente colocada por bentley


                                        tenho ou não tenho bom gosto?
                                        ???[)][)][)]...(tou brincando)

                                        ta bem tens bom gosto;)


                                        VOLVO 4LIFE

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                                          #21
                                          o Continental GTC ja passou à produçao?

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                                            #22
                                            Os remotos vencedores de Le Mans ainda na década de 20 do século passado!





                                            E também vencedores recentes de Le Mans.

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                                              #23
                                              Um perfil evolutivo

                                              http://seriouswheels.com/pics-2005/2...s-1280x960.jpg

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                                                #24
                                                è kuaker koisa de espetacular,sao lindos,e em conforto e class,nem se fala.
                                                A BENTLEY faz parte do grupo VW

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                                                  #25
                                                  citação:Originalmente colocada por SIBlack

                                                  è kuaker koisa de espetacular,sao lindos,e em conforto e class,nem se fala.
                                                  A BENTLEY faz parte do grupo VW
                                                  tttttttxxxxxxxxxxiiiiiiiiii,falei do grupo VW,ja vou levar com eles:D:D:D

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                                                    #26
                                                    Não tarda nada a VW pertence à Porsche, pois esta (dada a sua liquidez) pretende adquirir 20% (!!!) da VW!

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                                                      #27
                                                      citação:Originalmente colocada por Johnny E.

                                                      Não tarda nada a VW pertence à Porsche, pois esta (dada a sua liquidez) pretende adquirir 20% (!!!) da VW!
                                                      eu sei disso;)

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                                                        #28
                                                        Para ressuscitar este tópico







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                                                          #29












                                                          Carreguem nas imagens para aparecerem maiores

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                                                            #30
                                                            Blower Bentley


                                                            Este Bentley ficou afamado por ser um autêntico bebedolas de combustivel. Podia fazer médias de 100L aos 100km, tudo devido aquele compressor acoplado na frente. Quando este entrava em funcionamento, o piloto levava uma pancada brutal nas costas, era muita força junta daí "blower".Era também um dos carros mais rápidos da altura e durante alguns anos.;)

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