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<s>[INST] What details can you share about the following response? [/INST] 1929 In Retrospect By E. K. H. Karslake Published in "Motor Sport", December 1929 ANOTHER year has come to an end, another succession of epic battles has been fought out on road and track, and once more we may look back on the year that has passed and see how we stand for the future. There is no doubt that the 1929 season was eminently sucessful; we must see to it that the future is equally well filled with scope for the racing enthusiast. In the first place the point which stands out is that the race for standard cars has swept everything before it. Starting as almost a local affair in 1923, the Le Mans race has now become the cardinal event of the year. We have got our own Tourist Trophy on an assured footing. Ireland has started her own race, and the Italians in typical fashion have set the seal on their own idea of reviving almost the town-to-town races of the young years of the century. On the other hand, races for real racing cars have practically vanished from the calendar. The French Grand Prix has become an affair of very little importance, and the 200 Miles Race has faded. There is no doubt that the new type of racing has provided excellent sport. Entry lists are very much better filled than they were in the latter days of the Grands Prix, while the public are definitely more interested in comparing the performances of various cars which they can buy than they were in noting the success or failure of some novelty in design. The fact, however, remains that as a result of this situation, no special racing cars at all are now being built. In Italy alone have any successful races of the old type been run—the Targa Florio and the Grand Prix at Monza. Neither of these events, however, occasioned the building of new and special cars. The Targa Florio became a battle between the standard type Bugatti and the equally standard Alfa-Romeo; while the Monza race united a collection of sports models and old racing cars. Finally the Brooklands 500 Mile Race organised by the British Racing Drivers' Club witnes.sed a battle between modern production models and special racing cars two or three years old. This race alone showed how quickly things still move in the automobile world, for it was the modern sports car and not the racing car of yesterday which carried off the prize in a straightaway track race of 500 miles. This situation, however, is one that must give us pause. There is, without doubt, no better way of finding the weak points in a production model than in racing it against its rivals. No one can deny that the sports car race is an excellent idea, and ought never to be abandoned. On the other hand, one may ask how well we are going to get on without any races of the old type. What is going to be the effect of running no races for special cars? Take the outstandingly successful cars of this year— the 4i-litre Bentley, the big Mercedes, and the AlfaRomeo. The last-named especially may be taken as a good example of how we are using the lessons of the post-war Grands Prix. Would Alfa-Romeo now be building a car with a supercharged multi-cylinder double overhead camshaft engine, had it not been for the firm's experience in the Grand Prix races of 1924 and 1925? During those years the most advanced type of engine in the modem sports car was tried out, its weak points eliminated and the whole design brought to perfection. But this development of the modern engine could never have taken place with the same rapidity, had it not been for the special racing car. When Fiat appeared at Tours in 1923 with a supercharged engine of this type, would this or any other firm have dared first to sell 50 such cars to the public and then try out the design in racing ? One hopes not, for at Tours the Fiats all fell victims to their superchargers, and it was not until the next year that the device was really perfected. The lessons learnt at Tours in 1923 and at Lyons in 1924 are directly embodied in the Alfa-Romeo of 1929: but what advances in design are to be learnt to-day and incorporated in the sports cars of 1934? When the Mercedes won the Tourist Trophy at Newtounards this year, it achieved its victory over a course by nature winding and difficult and over wet roads— both features unfavourable to the large car. It won, however, on its road-holding because in fact its makers had so embodied their experience with special racing cars in the standard production, that they were able to make a giant car more easy to handle under difficult conditions than smaller machines developed only on the experience of their manufacturers in touring car races. The value of races of the old type is obvious to anyone who has given any attention to the matter, and examples from the past can be multiplied. How long would we have had to go on changing the tyres in the old-fashioned way whenever we had a puncture—and I know just what that means having scoured the continent from San Sebastian to Vienna at excessive speed in the days when the roads really were bad in an und.ertyred light car and the grilling heat of mid-summer—if Renault hd not realised that he could win the 1906 Grand Prix by using detachable rims, and thus set going the rapid advance of quick tyre changing, perfected by Georges Boillot when he evolved the integral flange type Rudge Whitworth hub-cap ? How long, too, would it have been until we got four-wheel brakes, if the same driver had not insisted on them for his 1914 Grand Prix Peugeot, and had left them to be developed on the standard cars built by Argyll ? Would we now have the super-charger fitted to so many standard sports models if Fiat had not used the device at Tours, and had left it to be evolved by Mercedes in the days when that firm was debarred from all the classic races ? If design is to go on advancing, we still need races for special cars, and the only objection to their revival would seem to be the reluctance of manufacturers to take part in them. I feel, however, that the solution to this problem lies in the reorganization of the Grand Prix. Why not revive the Gordon Bennett Cup idea, that is to say, make the contest one between nations rather than between firms ? Limit the entries to three cars for each nation, and let the race be run by the victorious country of the year before. I feel that under these conditions entries would soon materialise, and the old spirit of racing would return. With regard to a formula governing entries for the race, this has caused considerable difficulty in the past. The capacity limit has apparently outlived its usefulness, and the only alternative that I have seen put forward so far, is the fuel consumption race. This limit, as the only test of real efficiency, is obviously ideal in theory, but is very far from it in practice, as it spoils all the driver's fun if he has to close his throttle in the middle of a real good "dog-fight" because his fuel gauge does not look too healthy. What we are really aiming at, however, in the air even more than on land or water, is a good power-weight ratio, and I should suggest that the limit for our new Grand Prix race, should be one of engine weight. The engines would only have to be weighed some time before the race, and sealed by the examiners, and otherwise the designer would be given a free hand. However we can leave the actual regulations to be fought out by the real experts, and I will content myself by saying that I should like to see a race between Sunbeam, Miller, Delage, Bugatti, Fiat, Alfa-Romeo, Mercedes, Austro-Daimler and Minerva, using cars with supercharged twin-eight engines with the crankshafts geared together, working on the 2-stroke cycle, and each employing a different valve principle : these engines driving propeller shafts passing forwards through the crankcase between the crankshafts and driving all four independently, sprung wheels through de Lavaud-type infinitely variable gears. That should develop quite an interesting sports car for 1935! However, I seem to have wandered rather far from my original subject of a review of motor racing in 1929; and surely this subject has sufficient interest in it. From a national point of view, any one who was lucky enough to be at Le Mans for the 34-hours race this year cannot complain of England's performance. The Grand Prix d'Endurance is now the blue riband of the racing calendar, and in this event the big 6-cylinder Bentley driven by Birkin and Bamato showed its prowess by contemptuously holding the lead throughout and finally winning the race at the record speed of 73.6 m.p.h. One might well feel proud when one remembers that it is not so long ago that we all gasped at the Lorraine-Dietrich for winning this same race at 100 kilometres per hour. Nor was this all, for contemptuous to all other corners, if respectful to their big brother, the three " 41-litres " steamed in in line ahead formation behind the 6-cylinder. Bentley, always our great protagonist at Le Mans, set the seal for ever on the prestige of the British sports car on the continent. Italy, too, may well feel proud of her Alfa-Romeo. When the marque swept the board in the Italian 1,000 miles race, we began to look forward to a good season for the Milanese firm, and it was not long before the " Alfa-R's " had gained for themselves a reputation for invincibility in their class almost equal to that of the Darracqs some years ago. The Brescia-Rome-Brescia race was followed by the T.C.C. "double-twelve," when for two long days Ramponi with his 1500 c.c. Alfa-Romeo fought with the big Bentley, and just won on handicap at 76 m.p.h. in one of the closest races that has ever been run. The greatest triumph of the year, however, was undoubtedly the Dublin Grand Prix. In the light car section of this event Ivanouski on the Alfa fought with the Lea-Francis and came home a winner at 75 m.p.h. ; but not content with this, the same driver decided that he must give the 2-litre model a chance to win its spurs. This time it was the Bentleys that he had to contend with, but once more he proved victorious and put up his average to 76.4 m.p.h. The Alfa-Romeo has certainly had its share of victories, and well it deserves them. It is perhaps the most modem sports car built to-day, and the most efficient for its size. Something of the spirit of the great Ascari must live on in those magnificent little cars. Finally the great races of the season were brought to a climax by the Tourist Trophy. Some of us, impressed perhaps by the huge chain-driven veterans of the past, always suspected that Mercedes still made the world's supreme sports car. We were impressed with the 33-180 h.p. ; when the " 220 " appeared we rubbed our hands with glee, but when the 250 h.p. S.S.K. followed we just gasped and murmured "what next ? " And when Rudolf Caracciola brought his car home a winner of the 1929 T.T. at 72.82 m.p.h. over a course which was altogether unfavourable to his car, we realised that all our eulogies had been too faint. I may be wrong but I fancy that there has been a slight inclination in the British press to pass over the merits of the Mercedes' victory, and I do think that Caracciola's performance in the T.T. should live for ever as one of the greatest achievements in motor racing history. Some of us, at least will raise our tankards and cry "Hoch die Mercedes!" England, Italy and Germany may well feel then that their cars have acquitted themselves well this season. But what of Prance, one time the leader in all matters automobile ? France to-day seems definitely to have retired from the field of motor racing. This course may seem on the face of it to be very " pratique," but I think that it is a most short-sighted policy. Bugatti it is true won the Targo Florio, and when Albert Divo brought his car home at 46.27 m.p.h. he had achieved a magnificent performance, and that of Minoia on a similar car who finished second was also remarkable ; but then we can count on Ettore Bugatti never quite to let us down. Otherwise France has this year hidden her light under a bushel. At the Le Mans race the Bentleys scored a clean sweep, and their most dangerous rivals were not French cars, but American. In none of the other great races of the year has France made so much as a showing. All this seems to me to be terribly bad publicity. Time was, shortly after the war, when we used to gaze at the Hispano at Olympia and murmur "is not this perfection? "Do we do this to any French car now ? France by refusing to race is losing ground in the even keener race for automobile prestige. At Le Mans where were the Bugattis, the Boulogne Hispanos, the 3-litre Delages, the Peugeots, the big Renaults, the Voisins and the rest? At present, as is always the case in the winter, rumour is busy with the French cars that are going to compete next year. Let us hope that they materialise, for whatever happens, good a season as we have seen in 1929, 1930 must show us a better!</s>

<s>[INST] Who are the main participants in the following event? [/INST] AUGUST 18th, 1928, is a date that should rank high in the history of Motor Car Racing for, as everyone knows, it marked the revival of that one and only British Road Race, the Tourist Trophy. The entries were, considering the circumstances, large, but the withdrawal of the Bentley team was a disappointment to many, especially when one considers the very good chance they had of winning the race, despite the handicap. The withdrawal of the Salmson team caused a certain amount of sorrow to other manufacturers of cars of this size; the Riley people, in particular, were very interested to see how their cars would compare with the French 1,100 c.c. products. For this reason the absence of Scott's Amikar was regretted. However, from an entry list of 57, 44 starters cannot be considered bad.   Continued...</s>

<s>[INST] What details can you share about the following response? [/INST] FIERBERT KENSINGTON MOIR, like so many of our motoring personalities, was at first extremely reluctant to disclose the secrets of his horrid past, but with his back to the wall, and faced with. the threat of a fictitious life story (composed with. the aid of a faulty memory and a vivid imagination) he decided that perhaps the truth was preferable, and warmed to his "confession."   Continued...</s>

<s>[INST] What details can you share about the following response? [/INST] Motoring Sportsmen Mr. H. Kensington Moir By the Editor Published in "Motor Sport", March 1928 FIERBERT KENSINGTON MOIR, like so many of our motoring personalities, was at first extremely reluctant to disclose the secrets of his horrid past, but with his back to the wall, and faced with. the threat of a fictitious life story (composed with. the aid of a faulty memory and a vivid imagination) he decided that perhaps the truth was preferable, and warmed to his "confession." His first connection with motoring was established at the early age of fourteen, when he was apprenticed to A.B.C. Motors at their Walton-on-Thames factory. This was in 1915, when, of course, the activities of the firm were fully engaged on the manufacture of the successful A.B.C. aero-engines for war service. Two names at once suggest themselves to the mind in this connection, to wit, Granville Bradshaw and Jack Emerson, both of whom were engaged on the experimental side of the business. Jack Emerson it was who first sowed the racing germ in Kensington Moir's mind and doubtless imparted much knowledge which was to prove useful to the latter in after years. At the end of two years, Moir told some dreadful lies about his age, managed to get into the Royal Naval Air Service, and added a little flying experience to his growing store of knowledge. A year later he transferred to Commander LockerLampson's fleet of armoured cars—an interesting unit whose whole history, though little known, would prove a thrilling epic. The fleet consisted of forty Austins fitted with twin gun turrets and the whole party was dispatched to Mesopotamia, landed at the head of the Persian Gulf, and proceeded by " road " to Bagdad. The nature of the " roads" in the one time Garden of Eden is best left to the imagination, a faculty which will not fail those who have ever read about Persian travels and campaigns. From Bagdad the convoy continued to motor in a north-easterly direction until on the shores of the Caspian Sea, near Baku, and 1,300 miles from their railhead, they encountered Johnny Turk, who had reprehensible designs on India. The 40 cars and 700 British. troops were enjoying the doubtful support of 4,000 Armenians, so that their task could not have been all milk and honey. However, as everyone knows, the Turk was stopped, which was all that mattered at the time. While in this salubrious spot, Moir made the acquaintance of P. 0. Kennedy, who was a well-known motorcycle speedman in the early years after the war, and a successful Oxford representative in Inter-'Varsity events. It is interesting to note, also, that at a later date Kensington Moir became P. G. Kennedy's brotherin-law! A few months after the Armistice, Moir had the misfortune to be invalided out of the service and returned to England. On recovering his normal health, Moir joined the experimental department of Straker-Squires at their North London works, which were at this time engaged on the well-known 6-cylinder model, Hitherto, our subject had never had any connection with racing, but shortly after joining Straker's he was given the opportunity of handling a car in competition with a rival. This match was the outcome of a private wager between Mr. Squire (who is " K.M.'s" uncle) and the owner of a hotstuff 30 h.p. French car, and actually took place on a quiet stretch of public road. The Straker-Squire, driven by Moir, defeated its opponent, whereupon Mr. Squire decided that the car should perform at Brooklands in the hands of its successful driver. Kensington Moir was therefore given a job after his own heart and, by patient experiment and hard work, developed the Straker-Squire engine until it was a wellknown performer at Brooklands. Frequenters of the track will remember the black and white striped car which featured prominently in races during 1920, 1921 and 1922. The engine had a capacity of 3900 C.C. and eventually lapped the track at 104.9 In 1921, however, Moir joined the Zenith Carburettor company and, while continuing to race the StrakerSquire, his chief occupation was the tuning of carburettors for the various manufacturers who fitted this instrument. During 1922, besides both the above activities, Moir featured on the first Aston-Martin racing cars and managed to annexe numerous " firsts " in races and hill climbs throughout the country. He drove the famous " Bunny " A.-M. in the I.O.M. Tourist Trophy that year, but unfortunately retired after covering only 13 miles—owing to its short wheel base the car was inclined to be a handful at speed on bumpy roads. In the 200 Miles Race of that year, again on an AstonMartin, he put up the most praiseworthy opposition to the all-conquering Darracq team, but again suffered elimination when running fourth to the latter, at the hands of a petrol tank which came adrift. Another outstanding achievement during this busy year was the establishment of the first world's records (as opposed to class records) by a light car. In *conjunction with Clive Gallop and S. C. H. Davis, Kensington Moir drove an Aston-Martin for 16 hours at approximately 75 m.p.h. This drive was so uncomfortable that all three drivers earnestly prayed for the motor to " burst," from half-time onwards, but fortunately for its reputation, and unfortunately for them, it would not! Incidentally, two of these records are still standing, which makes the performance all the more remarkable. In the 200 Miles Race of 1923, " K.M. " on an " A.M.," setting off at a most exhilarating and tactless speed, led the field for exactly seven laps when, as was to be expected, the engine " passed out" so that Moir once more became a spectator. It was during this year that Moir began the series of successes which earned for him a great reputation as a hill-climb expert. Driving the Straker-Squire, he made the fastest time of the day at the famous Caerphilly Hill (where Raymond Mays shed a wheel) and also the fastest light car time on the Aston Martin. Other 1923 achievements included driving and finishing at Boulogne and the bursting of two back tyres at Aston Clinton, causing a considerable deviation from the road! Shortly after this occurrence, Kensington Moir joined the staff of Bentley Motors, Ltd., in the capacity of service manager, but his activities also included a certain amount of experimental work and racing. In 1924 he broke the record for Caerphilly on a Bentley, making the fastest time of the day. This success (to anticipate) he repeated in 1925 with the same make of car. In 1925, Moir was a member of the Bentley team in the Grand Prix d'Endurance at Le Mans and had a thrilling duel with the early 3-litre Sunbeam driven by Segrave. For the second and third hours our Bentley driver held the lead, but a miscalculation of petrol consumption caused his retirement soon after, since replenishments were not allowed till a certain time had expired. During this and the following year, Kensington Moir, besides driving Bentley cars, was mainly responsible for the firm's racing programme and tactics, while he also organised successful attacks on world's records which were made during the period. In his capacity of team manager for Bentley's, Kensington Moir has become quite a well-known figure at all the more important long distance racing events, where his cool but authoritative instructions have undoubtedly saved many valuable seconds of replenishment delays. Bentley depot organisation in a race, in fact, is well worth studying and copying by rival concerns, and much of its efficiency is directly due to " himself. Latterly, Moir returned to his post of service manager at Bentley's, though not neglecting the racing side of the business in any way, and in this position he remained until the end of 1927. He is now sales manager to Messrs. Gaffikin Wilkinson and Co., Ltd., who deal mainly with Bentley and Lagonda speed models, and we have no doubt that his genial and breezy personality will ensure as great success in the selling business as his skill and nerve have secured him at the racing game.</s>

<s>[INST] What event is described in the following response? [/INST] It is a matter of conjecture whether Dr. J. D. Benjafield owes his popularity to his achievements in bacteriology, in which science he has done so much to relieve suffering mankind, or to his meteoric rise to fame in the ranks of the genuine amateur racing motorist. We have had the pleasure of witnessing him at work in his laboratories, where virulent organisms are obedient to his will and almost begin to suspect that he has succeeded in cultivating some potent form of Speed Virus, with which he has secretly innoculated the car he affectionately calls "Baby Bentley."   Continued...</s>

<s>[INST] What details can you share about the following response? [/INST] EXCELLENT weather conditions helped to make the Essex Six-Hours Race the success it undoubtedly was, and a considerable crowd enjoyed a fine day's sport. The entry of forty-six provided a very representative field, with an international flavour, as Italian drivers were competing on Alfa Romeo cars, Campbell and Lord Curzon were on Bugattis, an AustroDaimler team was entered, and a German entry was present in the big 36/220 Mercedes. There were few non-starters, notably Miller's second entry-the Delage to be driven by Clowes, the fourth Alfa Romeo, Leitch's four-seater Lea-Francis, and Major Harvey on his Alvis.   Continued...</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] The Essex Club are to be congratulated on their enterprise in organising the first British race on the lines of the famous Grand Prix D'Endurance. The exigencies of Brooklands prevent the holding of 24 hour races, but as a trial venture, the 6 hour race proved extremely illuminating. A few minutes before 11 o'clock on May 7th the competing cars were lined up along one side of the finishing straight, while drivers and mechanics fidgetted nervously on the other side of the concrete.   Continued...</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] The Junior Car Club who conceived the idea of organising a British twenty-four hour race, deserve all the credit they have been given for taking such a bold step as to run a race of this kind for the first time in the history of British Motor Racing.   Continued...</s>

<s>[INST] What details can you share about the following response? [/INST] The sporting car, as a class, has characteristically more distinction than that possessed by touring types. Being essentially out of the ordinary, and representing the result of concentration upon a design intended to emphasise particular motoring qualities, the sporting car usually has quite an individuality of its own. Some sporting cars, of course, are much more conventional than others ; whilst there are those which seem to stand quite apart from orthodox standards.    Continued...</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] This year (2013) was the 90th anniversary of the very first 24 Hours of Le Mans. At 4 PM on May 26, 1923, shortly after the onset of a rain shower, the starter's flag fell. And as the assembled cars — of which only one, a Bentley 3.0 Sport like the one photographed here, wasn't built in France — scrabbled away on the roughly surfaced road, the rain turned to hail.</s>

<s>[INST] What details can you share about the following response? [/INST] The inaugural enduro at Le Mans was billed as the first of three trials for the Rudge-Whitworth Cup, the idea being that after three years of competition, the winner would be decided at a final run-off. The concept would not see the end of the decade and its description in The Autocar gives some idea as to why it didn't find traction:</s>

<s>[INST] What is the main topic of the following response? [/INST] "He would have been a clever man who could have indicated what constituted the basis of the Rudge-Whitworth Cup. A minimum distance had to be covered in the two rounds of the clock, this distance being in proportion to the size of the engine and rising from 503 miles for the 1100cc Amilcar to 968 miles for the big French Excelsiors. All those covering this distance would qualify for the following year's race. Such a basis, however, left the race without a winner, and was as unsatisfactory for the drivers as for the public."</s>

<s>[INST] Who are the main participants in the following event? [/INST] It was the entrants who, in effect, blew a raspberry at the idea that this would be a sedate reliability trial. As The Autocar's correspondent noted, approvingly:</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] "The first half hour indicated, however, that the great majority of the competitors had no intention of handicapping themselves by any considerations of a minimum distance, and that for a number of them it was going to be a race throughout."</s>

<s>[INST] What is the main topic of the following response? [/INST] Heavy rain made the 1923 Le Mans 24 Hours a miserable experience for all concerned — none more than Bentley drivers John Duff and Frank Clement, who raced without helmets or goggles throughout. Duff, born in China to Canadian parents, was a colourful character who had, amongst other racing activities, acquired a 1908 Fiat Grand Prix car which he had campaigned at Brooklands until its engine blew in half. Having disposed of the Fiat's remnants (to a fellow racer who would rebuild it with a 22-litre aircraft engine…) in 1922, Duff set his sights on the newly announced 24-hour race at Le Mans and entered a Bentley 3.0 Sport under his own name for the first edition of the vingt-quatre heures. In this enterprise he would be partnered by Bentley test driver Frank Clement, who duly gave the car its first test run along the company's preferred route: out of the workshop and north up the A5 towards Stanmore, where Brockley Hill stood as a test of each Bentley's ability to accelerate under load.</s>

<s>[INST] Who are the main participants in the following event? [/INST] W.O. Bentley himself? He thought the race was a terrible idea, and only revised his opinion after witnessing his car giving ‘em what for. Duff and Clement kept the leading Chennard et Walcker cars honest in the opening hours, but as darkness fell a stone penetrated one of their headlights. Chennard et Walcker offered to give them a spare, but Duff and Clement elected to continue, reasoning that they would lose more time in stopping to change the light — with only one person allowed to work on the car at a time — than they would in muddling along with the holed one working intermittently. By dawn, the Bentley was two laps down on the leader. Duff took the wheel at 9 AM and set lap record after lap record in pursuit of the two cars ahead, but shortly before midday the Bentley sputtered to a halt. A stone had holed its fuel tank. Duff made best speed on foot back to the pits—a distance of three miles — while the stewards determined that Clement could borrow a bicycle to pedal back to the stranded car with what petrol he could carry once Duff had arrived. This he did, thoughtfully slinging the bicycle into the back of the Bentley so it could be reunited with its owner once he brought the car in.</s>

<s>[INST] What details can you share about the following response? [/INST] Repairs cost over two hours, and while Clement broke the lap record once he returned to the course, there would be no catching the leaders. Bentley would have to settle for fourth place. Shifting the date to June for 1924 delivered better weather. Bentley won, but then in 1925 fell foul of a rule change which dictated that all cars had to run with their soft-tops erected until the first fuel stop, a minimum of 20 laps. Bentley hadn't calculated the effect this would have on fuel consumption. The car photographed here (well, most of it — few cars of the period are fully original this long after the fact) stopped at the Pontlieue hairpin, out of fuel. Bentley went on to dominate the race in the second half of the decade, breaking the domestic monopoly on the entry and setting the annual enduro on its way to legendary status.</s>

<s>[INST] Who are the main participants in the following event? [/INST] At a VSCC Silverstone race meeting in the last '98 season, having had his own car scrutinised, a club member was having trouble with the Scrutineer over his daughter's car. Nothing mechanical — car fine — but dispute over distinct shortage of daughter, whose presence was demanded. He'd already explained it was impossible for her to attend — she was a nurse on night duty and couldn't arrive for another hour or more, but well in time for practice. The intransigent Scrutineer remained so. My friend tried another tack: pointing to one of the increasing number seen at our meetings of 60 feet-long Formula One-type motorhome/transporters at the smart end of the Paddock, he suggested, "Let's suppose I'm one of those five mechanics you see now spewing out of its rear, and their boss-owner-entrant is just finishing breakfast before leaving the London Hilton before being flown in his private plane to land on the Silverstone airstrip in an hour; meanwhile his mechanics will be bringing his two cars for you to inspect." The 'Scrute' had enough savvy to take the point, and capitulated.   Continued...</s>

<s>[INST] What details can you share about the following response? [/INST] With its focus on one of the world’s most prestigious automobile manufacturers, it’s not surprising that this book about Bentley automobiles is now in its third edition. Enthusiasts the world over have always respected all that company founder W.O. Bentley had achieved, and long admired the cars that bore his name. The most interesting aspect of author Johnnie Green’s hardcover book is that it isn’t just another historical review of an auto company’s formation and about those individuals who managed it; rather, it’s about the cars themselves, which is very refreshing as that’s what we’re all mainly interested in. Among its 322 pages you will discover hundreds of photos of Bentley automobiles. Page after page of nothing but black-and-white photographs showcase nearly all the different models that Bentley produced, as well as all the special coachbuilt bodies that adorned Bentley chassis. Each photograph has its own caption that identifies the car and its coachbuilder, as well other pertinent details, which oftentimes includes the name of the car’s first buyer and country that it was shipped to. The nearly 600 photographs are arranged according to model, beginning with chapter one on the 3 Liter models, followed by the 6-1/2 Liter cars, then the 4-1/2 Liter models, Supercharged 4-1/2 Liter, etc. Other chapters are dedicated to “Vintage Bentley in Action,” “Mark V and Corniche” and the “S” and “T” Series models.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] For admirers not only of Bentley but of prewar cars in general, as well as big saloons and coachbuilt specials, this is one of those books that you really must have in your library. Because it’s mainly all photos and captions, it’s an easy read, which is welcoming for those occasions when you don’t have a lot of time to read anything too in-depth. First published in 1969, with subsequent reprints in 1973, 1974 and 1978, and with the Third Edition released in 2003, this is a product of England-based Dalton Watson Fine Books, which it most certainly is. New copies of some of the earlier versions can still be found and bought for around $50 to $60, with used copies going for about $35. But whatever price you pay, trust me, you will greatly enjoy this book, and quickly find it to be one of the most important - and fascinating – books in your library.</s>

<s>[INST] Who are the main participants in the following event? [/INST] Ettore Bugatti famously derided them as being the fastest trucks in the world, but snide comments couldn’t stop the rumbling racing cars from Bentley Motors from collecting countless wins and trophies in the 1920s.</s>

<s>[INST] What event is described in the following response? [/INST] One of the most famous cars from the British automaker’s early days is, ironically, also one of the company’s least successful models in terms of racing glory. By the time the supercharged ‘Blower’ Bentleys hit the track, the team’s glory days were quickly fading.</s>

<s>[INST] Who are the main participants in the following event? [/INST] Against the odds, Bentley Motors racing cars had scored overall victory at the 24 Hours of Le Mans in 1925, followed by a stretch of four wins in a row from 1927 to 1930. Known for their robust build quality, and piloted by the brave ‘Bentley Boys’ racing squad, this early success cemented the brand’s legend.</s>

<s>[INST] What details can you share about the following response? [/INST] The supercharged ‘Blower’ models were an attempt to quickly boost horsepower and keep the team competitive against the likes of Bugatti and Alfa Romeo. While they didn’t rack up as many wins, the Blower Bentleys are some of the most coveted classic cars in the world.</s>

<s>[INST] What event is described in the following response? [/INST] Two years ago, a 4.5-liter Blower Bentley sold for approximately $8.5 million at auction.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Bentley is bringing a 1930 Blower Bentley once owned by Sir Henry ‘Tim’ Birkin, one of the most famous of the Bentley Boys. The other was formerly a company demonstration car, which explains the car’s relatively roomy Vanden Plas Open, Sports Four Seater bodywork.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] As is often the case amongst our members, my first Bentley was a 3-litre. More years ago than I care to recollect, I was enabled to pay the then vast sum of 49 gns. to Rowland Smith by the fortuitous occurrence of obtaining three winners at Alexandra Park. Having had 1/- e.w. cross doubles on the three in question, I netted nearly £20 for an outlay of 6/- With this bag of gold fallen into my lap, I set off with the idea of buying a Salmson, Amilcar or similar small vehicle, but on seeing the Bentley, at the then very reasonable price, I could not resist it. The brake linings were new and Rowland Smith, free, gratis and for nothing, replated the battery. It was a long chassis car with the single Smith carburettor. The carpets were perfect, the hood excellent, a complete set of good side curtains, upholstery of red leather in fine condition and the body itself, made by Freestone & Webb, rigid and firm as were the wings. She was not beautiful and had a maximum of about 71 m.p.h., but I had endless enjoyment by being her proud owner. These were the days before I ventured to Bentley Motors or High Priest "Mac" and I myself did what I could on the car with the able help of one, Charlie Nuttall (who did the restoration of Black Bess the Bugatti for Col. Giles). Charlie certainly knew where to get things done on the cheap and I remember with nostalgia such costs as 32 teeth welded on the flywheel at the price of 6d, per tooth, two M.L. magnetos completely overhauled for 30/-, etc.  Continued...</s>

<s>[INST] Who are the main participants in the following event? [/INST] If the Vauxhall Prince Henry was the first British sports car, the one which most readily springs to mind at the words "vintage sports car" is the Bentley, and particularly the 3-litre. Yet when the Bentley was announced in May 1919, there was no car in existence, nor would there be for several months. Walter Owen Bentley, or W.O. as he was always known, had come up with the design after working on locomotives and aero engines, as well as selling French DFP cars. As an illustration, he used a drawing by the Autocar artist, F. Gordon Crosby He described to Crosby the car he had in mind and then gave him a free hand. The winged B emblem and famous pointed radiator were Crosby's, the rad a modified form of the DFP's which became more rounded in the Bentlevs.     Continued...</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] The focus of our January 2014 newsletter was whether the oil filter and circulation system on an early 3 Litre (or any other Vintage Bentley) be maintained as original or can it, or should it be improved or replaced? Read this article below. This topic has generated significant interest and we are updating this page constantly with feedback received from our readers:</s>

<s>[INST] What is the main topic of the following response? [/INST] Julian Ghosh - Feb 11, 2014 Dear Robert, I know we are united by a common language but notwithstanding that, it is easy to make assumptions. Placing a modern filter in to the main oil gallery will result in a considerable pressure drop due to the ensuing restriction. No modern car system does this but instead filters the relief flow from the pump. Clearly the flow rate of modern pumps is higher than those of 90 years ago but engines nowadays require more flow to cool the oil because one can run at continuous high speed more readily. We have an arrangement whereby the oil to the overhead gear on a Bentley engine only is filtered,which appears sufficient, since the oil is circulated so many times. Apropos filters on carburettors; please bear in mind that there is a secondary function, which is to silence the intake roar. Hardly significant on a Bentley but good reason to fit such things on modern cars. I guess you will not have any evidence to support undue engine wear after 90 years on a Bentley engine due to lack of an air filter but needless to say fitting such a device will alter the mixture strength</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Christopher Jonas - Feb 11, 2014 Dear Robert. Thank you so much for the brilliant Newsletter. I read every word with interest! The most fantastic engineer is Steve Wynne, so anything he says or writes is golden info. Many thanks again.</s>

<s>[INST] Who are the main participants in the following event? [/INST] Chris Tutton - Feb 08, 2014 Air-Filters on Carburetors I cannot understand why anyone should be in any doubt over the non-use of air-filtration at the time in motorcar development 'we' seem to be concerned with. S.U Carburetor Company supplied their air & fuel mixing devices, to several makes of motorcar over many years during and after Bentley Motors. Riley, MG, Bugatti, Wolsey to quote known names, certainly never used air-filters. The Twin Slopers used on the Bentleys were never intended in any case for air -filtration. Any one who has worked in tuning and air induction with combustion engines, will know that any filter added to an air-intake, impedes air flow, yes, even today, the same rule applies. 'Rams' are used to improve air-flow, and that is before we talk about supercharging the air-induction. Leave the Bentley-Engine alone, it was very well designed by his Master and does need changing because 'we find it odd'!!!</s>

<s>[INST] What details can you share about the following response? [/INST] Gregory Porter - Feb 08, 2014 Robert, No W.O. Bentley came with air filters. The covers on HG5 SU that were fitted to 4.5, Speed Six, Blowers, 4, and 8 litre are flash bowls. They help prevent fire. The modern air filters that can be fitted are very good. My dad fitted K&N filters to his 4.5 before it taking the car to South Africa in 1995. In all reality you really don't need air filters on a 3 Litre. I would recommend them if you are going to do some serious rallying, or if you are going to race the car.</s>

<s>[INST] What details can you share about the following response? [/INST] Dave Lyons - Jan 05, 2014 Many thanks for sending me your informative newsletter. I am the lucky owner of a late 1930 4.5l genuine short chassis (AD3651). Still with its original Harrison open body. It has been restored and refurbished a number of times and is currently in very good condition both mechanically and bodily. I do indeed have a cartridge oil filter system which works very well. The car is fitted with a D-type box. We are based in Cape Town South Africa, where there are very few cars. Your cars for sale column gives a good indication of the value of these cars. I would imagine an unmolested car like ours may attract a premium. Many thanks again for your input. Have a great 2014.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Chris Tutton - Dec 30, 2013 My late father Eric Tutton did have some mechanical problems with the cars (XU 3281 / KD 123). However, in your latest newsletter, you refer to oil lubrication problems with the 3 litre. I have to say that there was never, I repeat never, trouble with the lubrication of those engines! Even with the greater-stressed 3/4 1/2 that we ran did that engine suffer the complaint that you mention! Boiling water and cross-shaft gears maybe. Yours, Chris Tutton</s>

<s>[INST] What details can you share about the following response? [/INST] Whit Ball - Dec 28, 2013 Good evening and Happy New Year to all, Oil is always good to have on start up. I fitted an Accusump 3 quart 'Pre-oilier' to 946 in 2000, the engine was finished just barely (isn't that always the way?) in time to load on the boat for the 2000 BDC tour to Italy and back — plus the Yanks did an early bit in France to start it all off. You can find Accusump listed for sale on most USA race car sites, as they have saved many an engine while on the track. Basically it works this way. Hook up the one tube to the largest oil inlet you have (left rear of block as I remember it) mount shut off valve AT THE ACCUSUMP INLET, this should be a 1/4 turn valve and can be hooked to a pull/push cable [or they can supply an electric open/close valve and a toggle switch will work it). Fill the engine with oil, run it, till a little warm, with zero pressure in the tank (rear mounted tire fill stem and pressure gauge you will be familiar with by now) add 2 quarts to the engine oil and run it again, when warm, open the valve — watch the cars oil pressure gauge — it will drop, rev slightly to bring it back to your normal operating pressure, the rev a bit more, and if the gauge shows more shut the Accusump valve. You now have either 2 or 3 quarts of oil in the pressure tank (still with zero pressure) and if you bought a 3 quart unit you are now that quart low in the engine. Refill the engine if needed. Put air hose to the tire fill on the back of the tank, careful — you want about 20 pounds more than your normal shown pressure only. Check to see that all the oil is inside where it belongs, and you are set to try it. With all normal starting systems set to just push the button for start (sorry, my Smith's starter pull knob is still on the dash but for decoration only). Open the valve, watch the dash pressure gauge and give it a moment past the normal full pressure showing and you have an engine full of oil, so hit start, you can most likely watch the gauge go down, and before it bottoms out, come right back up. KEEP THE VALVE SHUT. When your temps are all to normal, again rev it just a bit for higher for a bit of extra pressure, and open the valve, when the pressure shows the same level again, shut the valve. Takes more writing than work, and I think it is well worth it. For the money I also added a full flow [Fram HP-1] racing size openings, [bigger openings=smaller pressure loss], I did not put a back flow [one way flapper valve] in the line, tie it in on the engine side of the filter, and be sure the feed hose for the filter does not go downhill all the way back to the sump — or the hose and part of the filter will be empty, and take a good bit of oil just to get any to the engine. Another way, would be to get an electric diff/trans oil cooler pump, tap into the sump, feed into the block inlet above the pump, a bit slower, a bit less pressure, but there will be enough oil to do the lube it needs to. How long would my new engine have lasted without it? Don't know, but I haven't done anything to the insides now for 13 years, and still it almost takes a 4.5L with a 'fan' to pass me — bet someone will be wanting to test that in Maine this May. Bring it on. Hope this was of interest.</s>

<s>[INST] What event is described in the following response? [/INST] Steve Wynne - Dec 28, 2013 First thank you for your news mail which I very much enjoy receiving. I am writing in response to your first item regarding oil filters. I too don’t like the look of the modern spin on conversion, so I have constructed my own, which works well. I rebuilt my engine some 205,000 klm ago and fitted the filter then. It comprises of 2 Mercedes Smart Car filters on top of each other, which nicely fit in the original housing, they are a little tall so I made a simple brass cap extension, which I think looks fairly period. Now before anyone makes a comment, I know the oil is flowing through the filter in the wrong direction, but it makes no difference as the filters are very sturdy, and as I say in 205,000 klm, mine have shown no problems. Another good feature is unlike a cartridge you can examine the filters for particles which will warn of any on coming problems. The filters as easily available and cheap as chips, so if your engine is old (not just rebuilt) I would suggest changing them every 1,000 miles for the first 5 times, and if they remain reasonably clean and unclogged, then like me 5,000 will be OK. Here are pics of another couple of good mods which I have done.</s>

<s>[INST] What is the main topic of the following response? [/INST] First is the water pump, which as you know with the string gland either leaks or, or worse, loads and wears the cross shaft. 2 sealed bearing 28mm X 15mm X 7mm + a lip seal 28 X 15 X 8 just fit in the housing without any mods. My shaft was a little worn so I fitted a thin sleeve, which is a simple job even with the most basic lath. Cost about $30 all in. Just started to drip last week, so next time will change at 200K not 205K! Other good mod was fitting rubber tips to my float needles on Brass Sloppers. Amy, my 100 mph car, used to do around 18 mpg (UK gallons) After the mod I now get 25 mpg.(35% improvement) I could always smell fuel when traveling at a bit of a lick, so put it down to vibration making the needles dance and flood. You buy a set of modern SU float needles and jets, thread the needle, drill and tap the brass one, also drill and tap the float bowl, and screw in the jet. Of course you have to reset the needle height, which is simple. That’s my two pence worth, and if any one wants more information they can mail me direct. If it is of interest, my background is I trained as a Maintenance and toolroom fitter, and later ran a World Class motorcycle race team. I have rebuilt quite a few Bentley engines for friends as well as my own. Good luck and keep up the good work.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Sidney Farnsworth - Dec 28, 2013 We installed a Filter on our 4 1/2. If memory serves me correctly the biggest concern was to ensure the oil pump was adequate to maintain a proper flow through it. We use strictly 50 weight non detergent oil, as difficult as it is to obtain sometimes.</s>

<s>[INST] What is the main topic of the following response? [/INST] Roley Fraser - Dec 28, 2013 Robert, the whole subject of mods comes up every now and then. In my opinion, it depends whether you want to keep originality or to have a car which is easy to drive and maintain. When I owned YM 57 I had several mods: Hydraulic front brakes, electric fuel pump, overdrive, coil ignition a 16 gallon tank and an alternator. These mods were made for a car that was easy to drive for long journeys, and a great deal less worry about things going wrong. I never bothered too much about originality as I never looked on the car as an investment — but as something to enjoy. I believe that since I sold her YM has been rebuilt to be as near original as a 3/4.5 "bitsa" car can be, so presumably is being treated as an investment — more's the pity! With all good wishes for 2014.</s>

<s>[INST] Who are the main participants in the following event? [/INST] James Medcalf - Dec 28, 2013 Dear Robert, These pictures show early 3 lt Oil Filter which I modified some 30 years ago. You have to turn the filter 180 degrees in order to get the oil from pump to the outside of the filter element.</s>

<s>[INST] What details can you share about the following response? [/INST] The square sealing ring that comes with the early Land Rover Oil Filter Part Number RTC 3183 can be fitted into the filter end cap. This modification has been covered on the Jimmy Medcalf Technical days over the last 25 years so it quite widely used. My kindest regards and very best wishes for the New Year. Jimmy (J D Medcalf, BDC President)</s>

<s>[INST] What is the main topic of the following response? [/INST] Ed Gehringer - Dec 28, 2013 Hi Robert, I had an early 3L (1924 - Chassis 528), on which I installed a coil and oil filter on the near side.</s>

<s>[INST] Who are the main participants in the following event? [/INST] This car never let me down on tours through the Alps, the NAVBM, two Nova Scotia tours, and many on the west coast. It was so easy to change the Fram filter and know that the 50W oil was always clean. I like the mag/coil setup as well; the car started very quickly and always performed well. The only drawback was the small autovac, which on very long, gradual grades would sometimes run dry, requiring a stop on the shoulder to allow it to recover. Happy 2014 Robert. Ed</s>

<s>[INST] What details can you share about the following response? [/INST] Gregory Porter - Dec 27, 2013 Dear Robert, my dad John Porter was the guy who started fitting pre lube system to Bentleys. It was a good system and eliminated the risk of dry starting a motor. The outfit that made the pre lube pumps went out of business. When it comes to oil filters my thoughts are very in favor. Modern engine oil is not designed for white metal engines, and any protection that can be added is a good idea. The modern oil filter kits sold by the club are simple, and they also do not effect a cars originality. They in fact make the car more useable. Sincerely, Greg Porter</s>

<s>[INST] What event is described in the following response? [/INST] Donald Day - Dec 27, 2013 Dear Robert, Thank you for your interesting email. Regarding oil filtration: If the engine has been converted to run on modern shell bearings, oil filtration of some form should be introduced: if it is still running on white metal, it is not necessary to modify anything. The best improvement to a 3-litre's oil system is to double the speed of the pump - for which we can supply the appropriate crankshaft and oil pump shaft gears. My own 3-litre has no oil filtration, a double speed pump which gives about 60 psi continuously, has shell bearings for its much stronger modern connecting rods and modern case hardened crankshaft but still has white metal mains and has run satisfactorily for the past 18 years. I do hope this helps. With best wishes for the New Year, Donald Day</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] David Morley - Dec 27, 2013 I made this modification six years ago and it has worked extremely well since. (I added it to the BDCL forum at the time.) The original filter is just a gauze which only removes the big bits! Since fitting the filter, sludging in the sump is cured and the oil stays cleaner longer. Oil pressure is unaffected and it has the advantage of fitting within the original casing so does not detract from the vintage look. If required there is a version of the filter with a bypass valve, though regular oil changes should remove the requirement for this.</s>

<s>[INST] What is the main topic of the following response? [/INST] The filter is a Mahle OX17 there are several equivalents but I've been told that the FRAM parts are not as good in construction or filtration. This filter is about 1" longer than the recommended Land Rover part. In my case the filter casing was orientated so that the flow was from outer to inner, I don't know if this is normal, but it's a simple matter to rotate it until the pipes fit this way around. All I had to make were two locating discs, the bottom one of which I machined to take a rubber seal, but a bead of RTV allowed to cure first is just as good, this located around the lip on the bottom end casing which centralised the original gauze filter. The materials were chosen by their availability from the scrap box! I took the opportunity to clean out the sump at the same time and found about a quarter inch of sludge in the bottom. It may be that I have a good oil pump but the pressure comes up about 10 secs after starting and goes straight to 40lbs/sqinch as it always did. once the engine is hot it falls to about 25 on tickover. This is just the same as it was before fitting the filter. Thanks for the magazine and a Very Merry Bentlying!</s>

<s>[INST] What details can you share about the following response? [/INST] Should the oil filter and circulation system on an early 3 Litre (or any other Vintage Bentley) be maintained as original or can it, or should it be improved or replaced? There have been several attempts in the past and apparently with good results. One disadvantage is that originality is altered. In some cases, drastically. There have been several replacement filter systems suggested in the past. Going a step further are the modifications that were done to The Great American Racer, an early 3 Litre owned by Dick Burdick that has made several rally runs across the United States. The objective was to limit engine wear and increase reliability with a modern oil pump/filter system on chassis 392. View photos of this system on his chassis page. When the engine is started, the pressure is instantly high and remains high at idle and under acceleration and deceleration. It is not just a modern oil filter. His mechanic said a modern oil filter alone would not work because it would restrict flow efficiency. A modern oil filter needs a pressurized system. Vintage Bentley owner and restorer Alan Smith made these comments, which readers will find of interest: "A few years ago some American Bentley owners such as Bill Porter fitted pre pressure oil systems to their engines. These systems used an external oil pressure source that would pressurize the oil system prior to starting up the engine, the theory being that this would minimize engine wear as the engine normally rotates several times before the oil pressure pump is able to bring the system up to pressure. Looking at the photos of Dick Burdick's car I can see that the oil filter system is the same as on my engine in that he has fitted a full flow oil filter but there is something else that I can't identify but I suspect that it is an external pressure device. The modern full flow oil filter that I fitted to my car is the same system as on a modern car but on a modern car the filter is fitted to the side of the crankcase to an internal oilway. I don't know anyone that has fitted this external oil pressure system, the only way to know if this system does work is to do comparison tests on an engine that is fitted with the system and on an engine that is not fitted with this system. I suppose it's just too much work so we will never know! Perhaps you can ask the mechanic if such tests were carried out but I bet that they weren't, so this theory is really unproven. The filter system that you have (on your car) at the moment is fine, is full flow but liable to failure if water is in the oil. The solution is to fit a full flow external oil filter which has a bypass fitted such as the one on my car, making sure that the filter is mounted in the correct direction relative to the oil flow (direction arrows on the filter nozzles will show this). As regards wear on start up, a good synthetic multi grade oil will help but as nowadays the cars are just languishing in the garages and never taken out — this problem with wear is really just academic." My response was that my discussion with Dick Burdick's mechanic/restorer was about 20 years ago and the Burdick museum was closed and the cars sold. I would think the subject of filters and oil pumps is worthy of discussion. After all, we do not want our engines to wear out and technology has changed. Is there a better way or was W.O. Bentley's way adequate? What are your solutions? Do you have a revised system? Is there one being produced to our cars?</s>

<s>[INST] What is the main topic of the following response? [/INST] The reader may perhaps consider this title a little dramatic but a document has come into my posession that can throw some new light over the demise of Bentley Motors. This new document, of which I will apprise the reader shortly, set my mind racing and I started to reread all the relevant Bentley literature. There is a difference between just reading through a book and reading to obtain information from a book. Innocuous statements out of context can be read in a different way when a particular theme is being pursued. In this article I will write down my conclusions but ask any reader who has better knowledge to come forward and enlighten us where there is any doubt about the subject matter. There can be no doubt that Bentley Motors went into receivership and was acquired by Rolls Royce, but there is a doubt about some of the events leading up to this. There are four main participants in this drama and I will categorise them into two groups — the conspirators and the pawns.</s>

<s>[INST] What is the main topic of the following response? [/INST] The Conspirators</s>

<s>[INST] What event is described in the following response? [/INST] Woolf Barnato Woolf Barnato came from a humble backround but was born into fabulous wealth. His wealth would naturally bring him into contact with the upper classes, but in the snobbish eyes of high society he would be looked down on, considered an upstart, a nouveau riche. This naturally would affect his personal outlook and probably made him very scrupulous about his public image. Barnato was a complex character and in WO's opinion although a fine sportsman he had a different side when it came to business. Like other people in the same position, Barnato sought to overcome the class barrier by participating in sport and car racing, and posessed the talent and drive to excel in these activities. When the opportunity came in 1926 to rescue Bentley Motors. He was probably flattered and saw that it would do him no harm to be part of the company and probably thought that he could turn the fortunes of the company around. He exacted a price for this by devaluing all the existing pound shares to one shilling. What Barnato did not realise was that WO would resist his attempts to devalue the marque by introducing cheaper non-sporting models into the range. In Barnato's eyes, WO was not suitable to be managing director and was eventually replaced by one of Barnato's so called cronies. In 1929 WO had reached a personal crisis, brought on by years of overwork, his failing marriage, the death of Burgess, the endless stress of the board meetings where he resisted the efforts of the other directors to initiate policies that he did not agree with. The 4-litre side valve engine was a failure and WO would not take the lead to put this right. 1929 showed a profit for the company and the start of the 4 Litre design proper with the engine using the Ricardo patent 'high power' cylinder head under the supervision of the new chief designer Barrington. 1930 saw intense activity in the drawing office putting the finishing touches to the 4 litre design and also in the engine shop where the prototype engines were assembled and tested. The 4 litre was rushed into production and surely met the aims of the board as a luxury non-sporting car. However, Bentley customers had come to expect some degree of performance from Bentley cars, so the 4 litre must have been a disappointment to them. The other aim of the board to reduce the cost of manufacture was not possible without reducing quality and technical specification and in some respects the quality of the 4 litre is better than previous models. What had happened was that Bentley Motors had produced a car without the sporting pedigree the customers wanted and at a price that was more than the specification of the 4 litre warranted. The board hadn't listened to WO and paid the price for it. One of the probable reasons that Barnato had taken over the company in 1926 was that he could see that being associated with a glamorous upward moving high profile company with considerable racing success would do his reputation no harm. He would also be able to race the factory prepared cars as much as he wanted. Conversely, in 1931, Barnato would have seen that the downturn in the fortunes of Bentley Motors could affect his public personna in a negative way. This is something he would not like. In 1930, after the win at Le Mans, the official racing programme was halted. One good reason for this, apart from financial, was that despite the win at Le Mans, the Bentley cars were becoming outclassed by cars such as the Mercedes which trounced Bentley at the Irish Grand Prix and the Alfa Romeos similarly at the Ulster Grand Prix both in 1930. There seems to be no record of Barnato racing after his Le Mans victory in 1930. Barnato had probably made a personal decision to retire from racing, perhaps through family persuasion, although he continued to construct racing cars in private with Wally Hassan. So that his main reason for continuing to support Bentley Motors was removed. As we know, by now, the Wall Street crash was affecting the luxury car market in the UK and Barnato faced having to continue to keep the company afloat with money from his own pocket. Rolls Royce Ltd Royce was suffering from bad health and was leading his design team from offices in Sussex and the South of France, alternating between the two. Bentley Motors was a thorn in Royce's side. We have all read in the Review reports by RR personell in which grudging praise is given to the 6½ litre although also commenting on the rough edges of the car. Of course RR designs had a much longer gestation period than the Bentley products because RR had a much more stable economic base, whereas the economic climate at Bentley Motors dictated a minimum of time to produce new models, which would account for this discrepancy. Bentley cars benefitted from the racing successes which gave the cars that certain cachet that the RR products could never have. Royce kept a close eye on developments at Bentley Motors and when the opportunity came along to shut down the company he took it. Royce never had any intention to continue the manufacture of Bentley cars, all he wanted in his final years was to eradicate the Bentley threat. However, as we will see, things didn't go exactly as he planned. The Pawns WO WO was undoubtedly a pawn in this game. His life and livelihood had been Bentley Motors, and to avoid the company going under in 1926, he and his fellow shareholders had to accept a deal dictated by Barnato, which devalued their shares from one pound to one shilling. Which in WO's case wiped out his capital although he was still receiving a good salary from the company. Barnato very astutely made it a condition that WO sign a service contract which tied him to the company. The importance of this will become apparent later. WO says that he and Barnato were friends, perhaps Barnato was friendly enough to WO's face, but in reality although keeping WO on as chief engineer, because of the conflict of policy between WO and the board, Barnato would consider him unfit to be managing director and replace him. WO didn't have much going for him after the Barnato takeover, basically he became an employee of Bentley motors. His share capital was not sufficient for any control of the company, his position as managing director was just as a figurehead. The public perception of WO was that he was a rich and successful man, after all he lived in a posh house (rented) and drove around in the latest Bentley (belonging to the company) and of course he was the managing director of a famous company (in continual financial trouble). Because of his pathological shyness he was not a social animal and I can't imagine him doing the Charleston at the Cafe De Paris. He was vulnerable to the attentions of women who made the going and became married to a society lady who loved the round of coctail parties. WO was not the kind of man to make small talk at parties, he was, I think a workaholic and spent too many hours at work. The marriage was an unfortunate mistake and ended in a messy divorce after the company went to RR. In 1929 WO was suffering the chagrin of a doomed marraige, the board would not listen to him about the future of the company, his friend and chief designer Burgess was terminally ill. The company was in dire straights. The picture I'm trying to paint here is that WO was a man in crisis, no longer in control of his destiny, he was being forced to do things by the board which he considered to be wrong and he just refused to carry out the instructions of the board when asked to design the pushrod OHV for the 4 litre engine. Barnato would have seen WO as a problem, it's doubtful that they were real friends. In a way Barnato did WO a favour by letting the firm go under as WO writes in his autobiographies that he spent some happy times working for RR testing the Derby Bentley prototypes often abroad with his new wife Margaret. Ricardo Ricardo lived not far from Royce, whilst I don't think that they were actually close friends, they enjoyed family picnics together and sailed together on Ricardo's yacht the Pearl. Ricardo depended on Royce for work for his consultancy so was vulnerable to pressure from Royce to reveal details of the work he was carrying out for Bentley Motors. Recently I discovered the following letter written by Ricardo to Elliott one of Royce's senior engineers based at Royce's sattelite office near Chichester. The original is not good enough to copy but here is a verbatim transcript.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] C. Elliot Esq., Elmstead, West Wittering, Nr. Chichester. My Dear Elliot, Forgive me for not having replied before to your letter of the 18th. The B .M .E .P. of the six – cylinder Bentley engine is not as high as it aught to be or as we had got either on our experimental cylinder here or on their single – cylinder , but the results you have are those which were obtained straight off the reel from the first engine built, and when rigged up with a silencer, and all conditions as nearly as possible as they would be in the car. Not only the engine but the whole chassis is new, and Bentleys were very anxious to get the engine on to the road to test out the chassis as soon as possible. Finding that the engine gave the maximum power which we and they had anticipated, they took it off the test bench without any further tuning and started on their road tests. They have promised later either to let us have an engine here or to let us play with one on their test – bed, when I hope to do a good deal better, for we have not yet tried a single one of the many variables such as valve timing , compression ratio, etc . Bentleys tell us that under no circumstances can the engine be made to detonate and that it is very smooth running, from which I infer that we could probably afford to increase the compression ratio - our own tests indicated that we could go above 6:1 on ordinary Shell petrol.</s>

<s>[INST] What details can you share about the following response? [/INST] Yours Sincerely,</s>

<s>[INST] Who are the main participants in the following event? [/INST] The letter is the unsigned duplicate carbon copy obtained when the typist typed out the letter after dictation by Ricardo. What Ricardo is saying here is that the BMEP of the engine is lower than it should be. Which means as the torque and horsepower are a function of the BMEP the torque and horsepower would be lower than expected. The maximum power, which is not quoted, is claimed by Bentleys to be as anticipated. This seems evasive and the comment by Bentleys "that under no circumstances can the engine be made to detonate" is completely opposite to the results obtained from the tests Ricardo carried out on engine VA 4092 supplied to them by Bentleys on 08/06/31. Were Bentleys misleading Ricardo? The letter is written in a friendly conspiratorial style revealing the relationship between Royce and Ricardo and shows complete disregard for the secrecy agreement which is always in place between the consultant and the client (Bentleys). According to the text of the letter, Elliott had already obtained the test results from the first prototype engine, which Ricardo had obviously received from Bentley Motors, and Ricardo's apology at the beginning of the letter was probably due to having had a reminder call from Elliott. Royce must have been very concerned about what Bentley Motors were doing to make Ricardo break his secrecy agreement with Bentley. Although I believe that an honourable person like Ricardo would have asked permission from Bentleys before disclosing any information to Royce. The letter sounds reasonably hopeful about the 4 litre's performance and possibilities and probably gave Royce a few worries. But this was not really the true situation. Ricardo's patent for the high power head was taken out after CIS, a subsidiary of Chenard Et Walcker of Genvilliers a suburb north of Paris, who were the agents for Ricardo's patents in europe, developed a version of Ricardo's sidevalve turbulent head where the inlet valve was located in the head and the exhaust valve in the block. This was called the High Power Head and was the configuration incorporated into the 4 litre engine. This was not the first so-called F head developed by Chenard, the difference here was, that Ricardo's patented sidevalve Turbulent Head had been used as the basis for the High Power Head. The Turbulent Head was limited to a maximum compression ratio of about 6 to 1. The High Power Head had the advantage that larger valves could be used as now the valves were not side-by-side and that it could attain a higher compression ratio. Chenard Et Walcker in 1927 had developed a 1.5 litre engine incorporating the High Power Head which was installed into a model called the tank, obviously based on the famous Bugatti tank coachwork. So far I haven't been able to find out the power output, but it was raced at Le Mans, and was quite powerful being capable of a top speed of 129 km/h. The 9cv, as the engine was designated, remained in production until 1935. What I'm building up to here is why was the Bentley engine so troubled when surely Ricardo had all the information he needed from Chenard to ensure a success for Bentley. I have a suspicion that Ricardo was not as helpful to Bentley Motors as he could have been. This suspicion is reinforced by some of the drawings that Ricardo issued to Bentley. The first drawing showing the cross section of the cylinder and head is ok but the inlet valve is too near the piston closely following the sketch included in Ricardo's Patent No. 280,544. Other drawings such as a layout for engine mountings based on coil springs has been designed by someone, probably a young graduate, who has a theoretical background but little practical experience. Needless to say, Barrington did not adopt this system for the 4 litre. Either Ricardo did not put his best men onto the 4 litre project, or they were the best that he had available. Ricardo designed a 3 litre engine for Lagonda in 1930 that was never put into production. This engine achieved a power output of 100 hp, that is 33 1/3 hp per litre. Therefore, interpolating for a 4 litre version, the hp would be 133 1/3. The 4 litre bentley engine had an official output of 120 hp, however I cannot find a test result that shows more than 110 hp. Can we trust the official figures? Evidently the power output of the 4 litre was 23 hp lower than it should have been. The 4 litre did not achieve it's potential, that is sure, but the reason for this is not so sure. The Coup de Grace The accepted version of events around the demise of Bentley Motors is: 09/06/1931 Carruth, on behalf of Barnato, telephones Sidgreaves MD of RR about merger. 10/06/1931 Carruth writes letter to Sidgreaves about merger. 15/06/1931 Barnato refuses to make the monthly interest payment to the London Life Association. There remained 15 days grace to make the payment before the mortgage was called in. 17/06/1931 Sidgreaves writes letter to Carruth seeking more information. 18/06/1931 Carruth replies to Sidgreaves including amongst the information the status of WO's contract with Bentley Motors. "Mr W.O.Bentley is under contract as Chief Engineer of the Company for life so long as royalties amounting to not less than 1,000 pounds per annum are paid to him & rdquo;. Presumably in answer to a question by Sidgreaves. 24/06/1931 Sidgreaves writes to Carruth giving the decision of the RR board which met on the 23rd deciding against the merger. 10/07/1931 Barnato appoints Carruth as his receiver. Patrick Frere appointed receiver for London Life Association. 28/07/1931 Financial Times reports that Napier are interested in purchasing Bentley Motors. WO allowed to start work on the proposed new Napier Bentley. 09/09/1931 With the negotiations for the purchase of Bentley Motors well advanced, the decision to wind up Bentley Motors taken. Montgomerie the company secretary appointed as the liquidator. Secret negotiations are started between Barnato and RR for the sale of Bentleys. 20/10/1931 Sale of Bentley Motors to Napier approved by the court. Preliminary contract drawn up. 17/11/1931 In court Napiers outbid by British Equitable Trust acting on behalf of RR. Rolls Royce are now the owners of the company. 1934 Barnato becomes director of Rolls Royce. Having, according to WO, bought a considerable number of RR shares before the liquidation of Bentley Motors. So there we have it a sad sad story, but let's look at a slightly different version of events. Barnato refuses to pay the interest on a mortgage to The London Life Association due on the 15/06/31. This is before the negotiations with RR on the merger had been concluded. Either Barnato had decided to let the company go no matter what happened with RR or he had already made a private agreement with Royce about letting the company go into liquidation. Barnato was the key person in this drama, he could have kept the company going by radical restructuring, but he didn't do this, he obviously just wanted to get rid of the company. Royce wanted to end the Bentley threat to RR and Barnato was the one person who could make this possible, as he basically owned both Bentley Motors and WO himself. However Royce didn't want to buy the company as a going concern, it would be too expensive, as he had no intention of continuing production of the Bentley designed cars. He wanted Barnato to put Bentley Motors into receivership so he could buy it for a song. Not only would he aquire the company, but thanks to the service contract, could also keep WO from starting up again elsewhere. There would be no point in him buying the company and liquidating it without being able to prevent WO from just starting up again with another company. Why would Barnato let Bentley Motors go into receivership? As this would have been seen as a negative action reflecting on his wealth and public image, something we have noted that Barnato was probably very sensitive about. There must have been a very compelling reason for doing this, as he was not just going to lose face, but also a great deal of money as well. In his statement to the press, Barnato makes it quite plain that his decision to put Bentleys into receivership is financial, he is clearly, for some reason, taking all the blame for the demise of the company on his own head, perhaps as agreed with RR to deflect attention from their future actions. As has been suggested by others including WO, Barnato either was allocated or bought RR shares before calling in the receiver, as of course when the dealing in Bentley shares was suspended on the stock exchange, it would have been very likely that the RR shares would increase in value. Royce had speculated that there would be no interest by third parties in buying Bentley Motors, however he was wrong, Napier's interest was a bigger threat than ever to RR. So again Barnato was involved in secret talks with RR to secure the sale of Bentley Motors, this was acomplished on 17/11/1931, WO's hopes were finally dashed and when the dust had settled, Barnato went on to become a director of RR in 1934 presumably for services rendered. Postscript Some time has passed since I wrote this article and in the meantime my mind has been churning over the events that I have written down. Relooking at the letter sent by Ricardo to Elliott which was written on 27 April 1931 and the date that Barnato approached RR about a merger on the 9th June 1931. There were just over five weeks between the two events. Barnato surely did not suddenly decide to approach RR about a merger on the 9th June, he must have been looking for an honourable way out of ownership of Bentley Motors for some time, and possibly approached Royce informally at an earlier date. There is a possibility that Barnato, intending to sell Bentleys to RR and in order to make the company more desireable, ordered WO or Barrington to give some misinformation to Ricardo knowing of the relationship between him and Royce, or perhaps Ricardo asked WO confidentially if he could pass on information about the 4 litre to Royce and was given incorrect information to pass on. The only information that Ricardo posessed, apart from the single cylinder test results and the first Bentley engine test (which he did not witness) was hearsay, and the engine power curve given to him by Bentleys could have been doctored to reflect the single cylinder output. What has raised my suspicions is the line in the letter "Bentleys tell us that under no circumstances can the engine be made to detonate". Why make this statement unless Elliott had asked the question? This answer is clearly untrue as the engine given to Ricardos for test on the 8th June exhibited chronic preignition and this, apart from the need to improve the poor torque and power output, was the main goal for the test engineers to eliminate. Recently I had the pleasure of reading Diana Barnato Walker's excellent book "Spreading My Wings". There was not a vast amount of information about her father Wolf Barnato, however, she reveals that Barnato was a very talented sportsman who kept wicket for Surrey, was a top shot, could beat anyone at tennis, he rode, swam, skied like a bomb, played golf and liked to box. He was undoubtedly a tough guy, a man's man but could be moved to tears on occasion, notably, when Clive Dunfee was killed at Brooklands.</s>

<s>[INST] What is the main topic of the following response? [/INST] Barnato clearly had a weakness for the fair sex, his affair with June, the actress, led to the divorce from Diana's mother. He remarried in 1932 to Jacqueline Queagly of San Francisco, the daughter of a Californian coal magnate. They were divorced in 1940. WO wrote in his autobiography that on the 11th July, when the Times newspaper broke the news about Bentleys going into receivership, Barnato was in America engrossed in Business and personal matters (WO was hinting at something here). Others have said that Barnato was pursuing an American lady at that time. We now know that he was actually in the UK on this date, but what I'm leading up to is possibly the real reason for Barnato's haste to get rid of Bentleys. As we know, Barnato never raced after his victory at Le Mans. Even if the Bentley cars were no longer competetive, with his wealth he could afford to buy any car that he wanted and continue racing after the liquidation, but he didn't. Barnato still toyed with the idea of racing by having Wally Hassan rebuild Old No One with an eight litre engine and construct the Barnato Hassan single seater racing car built from Bentley parts, but he never raced it himself. By doing this, Barnato showed that he still wanted to race but was prevented from doing so for some reason. In Wally Hassan´s autobiography "Climax In Coventry" he devotes a chapter to his employment with Barnato. Several very interesting points emerge, Hassan tells of being summoned to Ardenrun by Barnato just after the sale of Bentley to RR, and being offered a job looking after Barnato's cars. During the conversation, Barnato mentions that although he was no longer chairman of Bentley Motors, he was still on the board of directors of RR (This was in 1931 and contradicts the accepted date of Barnato's directorship of RR). Hassan also confirms that Barnato was still rich and mentions the polished brass nameplates of Barnato's companies adorning both sides of his London office door. He also tells of Barnato obtaining an eight litre engine from RR to put into Old No. One, which shows that Barnato must have had some considerable influence at RR. Another anomaly is that when Barnato called Hassan to his office in 1936 and gently let him go by offering to use his influence to get Hassan a position at RR, one of the reasons Barnato gave to Hassan for this decision was that he had not raced since the death of Clive Dunfee at Brooklands whilst driving Old No One in the BRDC 500 mile race on 24th September 1932. Actually Barnato had not raced since Le Mans 1930 and used other drivers to drive his racing cars although Hassan does mention that Barnato did some test driving. Usually people give up racing for reasons such as an accident or decrease of competitiveness, this did not apply to Barnato, he was a superb driver in his prime. That is why I suspect that the reason he gave up racing and Bentley Motors was because of a promise to somebody, possibly a woman. One should never underestimate the power of a woman over a testosterone driven man. History is littered with examples of powerful men that were putty in the hands of a beautiful woman. My theory is that Barnato was smitten with Jacqueline Queagly who was a mormon and wanted to marry her, which he did in 1932, and that she would only agree if he gave up racing. In order to prove this to her he planned to get rid of Bentley Motors as quickly as possible, this would explain his haste. After all, Bentley Motors was probably only a small part of his portfolio, and had outlived its usefulness to him. In his statement to the press Barnato gives financial reasons for letting Bentley Motors go into receivership. Put yourself in his place, being a tough guy, the last thing you would want the public to think, would be that you were doing all this this just to win a wife. Better the financial reason (which most people consider to be untrue). I don't think that Barnato originally intended that Bentley Motors be killed off, but once started, the sequence of events led up to this happening. Perhaps there is someone out there who can confirm this theory, but just think about it if it were true, what an irony, Bentley Motors killed off for the sake of a woman.</s>

<s>[INST] What event is described in the following response? [/INST] Read Alan Smith's blog dedicated to the vintage Bentley. Click here for Alan Smith's Vintage Bentley Spares.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Reading of other's experiences with vintage cars has filled me with nostalgia for one of my own of long ago — surely one of the most entertaining high performance cars ever made — a supercharged 4½-litre Bentley.</s>

<s>[INST] What event is described in the following response? [/INST] "I shall always remember my first sight of the 'blower'. I had an ordinary 4½-litre at the time and had driven up to H. M. Bentley's in Hanover Street to discuss some modification — and there in the showroom stood the perfect car, a 4½ with a shining black open four-seater body with screen folded flat and two aeroscreens in position: I had to have it and a deal was struck. 'H.M.' had had the engine stripped and new bearings fitted as well as everything else possible done and I started off with a virtually new car and drove it 75,000 miles with only normal decoking and brake relining having to be done in the course of them." — Owner of JB 1850 in the 1930s    Continued...</s>

<s>[INST] What details can you share about the following response? [/INST] Bad Säckingen, 26th - 30th of June Every generation has its own racing heroes and being traditionally motorsports addicted, Great Britain has one every decade. Whereas today the youth might cheer for Lewis Hamilton, it was Nigel Mansell in the late 1980s, Jim Clark and Jackie Stewart in the late 1960s and 1970s, or Sir Stirling Moss and Nike Hawthorn in the 1950s, who are well known today for their racing abilities. That was the case even more so before the war, when the cars were still painted in the national colour scheme rather than team colours or sponsor liveries. National pride was very important in racing. Apart from the ideology of the late 1930s when Dick Seaman was driving the Mercedes-Benz Silver Arrows, victories of local drivers on domestic cars were front page news in the papers. In the mid-late 1920s one company in particular won laurels on the international long distance races: Bentley. Without the sponsorship of today´s racing the works-prepared entries were often financed by wealthy gentlemen drivers racing for fame and sportsmanship rather than fortune. Best known among them were without doubt the Bentley Boys. Led by Woolf Barnato, who was also chairman of Bentley Motors at that time, the gang including Dr. Benjafield, Glen Kidston and Bernard Rubin, lived a celebrity live in Central London and on the international race tracks. Although Woolf Barnato might have been the most successful of them with three successive Le Mans victories, unquestionable the most talented was Sir Henry “Tim” Birkin.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Birkin was born in 1896 to a wealthy aristocratic family in Nottingham. He took his first steps in racing in 1921 but because of his young family (he married 1921 for the first time and had two daughters) it was not until 1925 before he returned to the race circuit with his first own 3 Litre Bentley, a VdP bodied Speed Model. He raced under his own entry for the next year, and even the death of his older brother Archie did not prevent him from racing, very much to his family's dislike. After various successes he became part of the Bentley Boys, racing a fully works-prepared 4.5 Litre in the 1928 season in Brooklands, Le Mans and the Nürburgring. Unlike “Babe” Barnato, Birkin had a rather slender appearance and he was stammering, but behind the wheel of the heavy Bentley he showed impressive driving abilities. His philosophy in racing was certainly different to the one of W.O.Bentley, who wanted to win races in the slowest possible speed as to not overstress the car, whereas Birkin could be always found in the lists for lap records. This different philosophy also led to what is today considered Birkin’s biggest achievement, the development of the famous Blower Bentley. W.O. had the opinion that nothing but the increase in the displacement could bring the needed performance without impairing the reliability. As a result, the works team entered a race version of the 6.5 Litre straight six for the 1929 season after the 3 and 4.5 Litre 4-cylinder the years before. That was despite the fact that the Speed Six was never intended for racing, having been designed to carry heavy coachwork when introduced in 1926. Birkin on the other hand was of the opinion that the future of racing was in the technique of supercharging the 4.5 Litre unit. As this was not done by the factory race department, Birkin had to raise outside money, finding a sponsor in Dorothy Paget. The work was eventually done in his own shop with the design of Amherst Villiers' Supercharger. As the cars were not ready in time for the 1929 season, Birkin shared the drive in the new Speed Six with Barnato, giving him his first victory at La Sarthe. As soon as the new cars were finished Birkin entered the Blower in various races but unfortunately not with the best results, as the car was not yet fully sorted. Several smaller problems left just few arrivals but nevertheless a duo of Blowers was intended to race at Le Mans in 1930, therefore Birkin had to convince Barnato to finance a production run of 50 Blowers for the homologation. The 1930 race saw the first appearance of the Mercedes-Benz works team with a supercharged 710 SS raced by Rudolf Caracciola, a winning combination on many circuits at the time. As W.O. was still not convinced of the reliability of the Blower, he set out a team order that was very close to Birkin’s temper: the duo of Blower Bentley had to chase the Mercedes into racing and force him to retire to get a trouble free victory to the Speed Six. Birkin and Caracciola played the game and set several lap record in the early stage of the race. One of the most famous motives in automotive art of that era shows Birkin’s Blower partly off the track to pass the white elephant. As intended by Bentley the Mercedes retired after overstressing the engine by running the supercharger too often; but so did Birkin’s Blower Bentleys, later giving Barnato the second victory on the very same car as the year before, the famous “Old Number One”. Birkin kept on racing the Blower achieving his best result in at the Grand Prix of Pau, when he defeated a bunch of favoured Bugattis to come home second in front of an astonished crowd. Apparently this led Ettore Bugatti to state “Mr. Bentley builds the fastest trucks”. Although the intended success of the Blower was never achieved and Dorothy Paget lost interest in the project by the end of the year, selling all but one of the cars, the Blower Bentley today is one of the most iconic pre-war cars in existence. The production cars are very well valued in the millions and the most famous of the team cars, the No.1 single seater, just changed hands at last year's Bonhams Goodwood FoS sale for more than 5 Million GBP. Built as a track racer this car set the outer lap record in Brooklands when Birkin was pictured airborne on the bumpy track at full speed with flying scarf (his trademark). This might be one of the most important cars representing the era of the Cricklewood Bentley, only surpassed by the double Le Mans winning Speed Six. But Birkin’s racing career did not end with the end of the Bentley racing programme, Birkin moved on and bought an Alfa Romeo 8C 2300, the car to have in the early 1930s to compete at race tracks all over Europe. Birkin paired with another well-known gentlemen driver, Lord Howe to win Le Mans a second time. Birkin also drove a Maserati at the Tripoli GP in 1933, where despite being a privateer he demonstrated driving performance on par with the great works drivers Nuvolari, Varzi and Campari. Unfortunately this was also his last race as he burnt his arms on the exhaust pipe of the Maserati and died the 22nd of June 1933 either from an infection or Malaria (depending on the source). Birkin is known to have lived his live at “Full Throttle”, which is also the name of his autobiography.</s>

<s>[INST] What is the main topic of the following response? [/INST] The Rally (June 21-30, 2013) 80 years after Tim Birkin passed away, a small but selected group decided that it would be a good idea to organize a rally to honour the race driver and mastermind behind the Blower Bentley. The Birkin Celebration Rally was divided in two parts starting with a wreath-laying ceremony on his grave in Blakeney, Norfolk and a meeting at the heart of British Motor Racing in Brooklands. After the British part, the meeting was followed by a 4 day continental tour with base in Bad Säckingen at the German-Swiss border. This had been the location for the Blower Rally 2010 organized by the Weibel family, long-term Blower-owners and masterminds behind the Birkin Rally. Bad Säckingen is the ideal starting point as it leaves wonderful possibilities for touring the Black Forest, the Alps, the Jura and the Alsace, offering a large range of diverse driving experiences and cultural impressions. On Tuesday evening 23 cars with owners coming from USA, UK, Germany, Switzerland, Austria and even Australia were lined up in front of the hotel for the start at the next day. As the organizers are rooted in the Bentley scene it came at no surprise that most of the cars were from the Cricklewood era, including two of the production Blowers, 3 and 4.5 Litre, Speed Six and even a very rare 4 Litre model. When Bentley was struggling financially, due to slow sales after the depression of the very expensive 8 Litre, a new model was introduced with the 4 Litre engine in a shortened 8 Litre chassis to be sold at a lower price. Unfortunately this came too late and just 50 of them were built (the same amount as Blower Bentley). Today many think that the 4 Litre engine is not powerful enough for the heavy chassis, so several of these were rebuilt into 8 Litre VdP Tourer configurations, leaving this original Saloon a rare survivor. But not only Bentleys were invited, as the intention was to bring together various ‘birkinesque’ cars, meaning cars Birkin raced with or against. A Mercedes-Benz SSK represented the opponent of the 1930 Le Mans race, a Bugatti T35 B - just as the cars Birkin raced against at Pau, and an original Fox and Nicholl Team Talbot 105, like one that had come in third at Birkin’s 1931 Le Mans victory. Fellow Lord Howe was president of the Bugatti owners club back in the time and raced a T43 in the Tourist Trophy just as present. On Wednesday the first tour led through the Black Forest with a first stop in the morning at the Schluchsee. With different roads to choose from along the way, those who took the “shortcut” through the romantic “Alptal-Canyon” were rewarded with no less than 177 curves and 6 narrow rock-cut tunnels. Although described to be for the “light sporty cars” this “adventure route” was also taken by the 4 Litre Saloon showing that this would have been the better choice for all cars. Eventually the cars arrived from different directions at the first short coffee stop. For some reason, some participants always seemed in a hurry and the last cars barely arrived as the first ones already left for the drive through the forest, heading towards the lunch stop on top of a small pass overlooking the region. The journey in the afternoon led back to St. Blasien, where the cars had the privilege to be parked in the middle of the historic “Kurpark” next to the famous White Dome (the 3rd biggest in Europe!). Entrants could enjoy a guided tour though the dome while enjoying an outstanding and very touching organ concert by Eiko Maria Yoshimura. The cars were admired by numerous spectators in the meantime. Thursday was supposed to be the highlight of the week with the tour through the Swiss Alps. During the Blower Rally of 2010, the destination was the Klausenpass which is also location for the famous hill climb that will be revived in 2013. This year the chosen passes were the Grimsel and the Furka. Just as in 2010 the weather forecast was not the best and the visibility was not as hoped for. The first leg to the impressive art-nouveau Paxmontana hotel in Flühli Ranft in central Switzerland was cloudy but dry. However, driving up the hill at the Grimsel Pass, the cars entered into the low clouds with limited visibility, cold temperatures around zero degrees and snowfall on top of the pass. For the organizers this was the worst scenario imaginable when they discussed the tour a few days earlier. Yet, once there the participants shunned the plan B which was to take a tour bus in case of bad weather. Clearly, Franco and Kathy Weibel underestimated the adventurous spirit of their friends. As a few of them had previously done tours along the likes of Peking-Paris, they could not be shocked by the weather conditions, some even considered it great fun! One has to keep in mind that most of the entrants have done countless rallies in their “classic car lives”, but those with extreme conditions are those forever burned into memory! Maybe a drive through “ordinary” rain would have spoiled the fun but driving through snow at the end of June is certainly a story to be told for ages - not just in Australia. Despite being given the choice to return directly back to the hotel after lunch, no one took the way back but all drove to the next pass, the Furka. First the visibility was limited to a few meters but soon the drivers and their passengers were rewarded with a most enjoyable view of the Central Alpine mountains including Furka Pass in front. On the way up the Furka Pass, a few cars from this year's Peking-Paris just came the opposite way – what a wonderful encounter! The weather was great to the top of the pass with clouds again on the other side. Finally all the cars arrived at for a lovely arranged British "tea time" at Hotel Waldstätterhof at the Lake Lucerne, most drivers smiling – but also a little tired from the challenging drive. Although there was an option to take the motorway back to the hotel, many preferred the longer way around the lakes. With that, the last cars arrived at sunset, just in time for beer on their free evening. Some of the cars had stayed in the parking lot that day and didn’t drive the Alp day, presumable because of the weather forecast. Certainly they missed the best part of the rally. A surprise guest in the evening was the Bugatti T57 Ventoux which arrived to replace the T35B that did not finish the day due to technical problems. Friday led participants to the Swiss-French border in the beautifully wild Jura Mountains, an area mostly unknown to outsiders. Unlike the Alps with harsh rock above the tree line, the Jura offers some nice chain of green hills and the drive was in perfect sunshine. The first stop was in the historic town centre of Laufen for coffee break and aperitif, followed by the exquisite lunch stop at the Chateau Pleujouse on the Swiss side of the border. Some of the cars were parked in the inner yard of the ancient building, accessible through a narrow gate, giving a good photo opportunity. On the way back to the hotel the convoy stopped for a scheduled visit of the Louis Chevrolet Watch factory. Many hadn’t realized that the famous U.S. car empire Chevrolet was founded by a poor but mechanically highly talented emigrant from the poor Swiss Jura Mountains. Experience shows many classic car lovers to also be keen watch collectors, with a foible for mechanic watches as this reflects the same spirit as the workmanship of a pre-war car. In the evening, the owners had the chance to present their cars to the public in the nearby castle park during a get-together with other vintage car enthusiasts dressed in period fashion thus finalizing the day in style. Tim Houlding, the Bentley Historian from the Birmingham region and Klaus Morhammer a car historian from Munich, where presenting the cars in a most competent but also humorous and entertaining way. All guests coming to the castle park were very pleased and grateful for the opportunity to not only see the cars, but also to learn so much about them, the era when they were built, and the individuals.This event within the event turned out to be a great success. Saturday was the last day of the rally and led into the Alsace for about 100 km to Eguisheim, the destination for the day. Eguisheim is a unbelievable picturesque medieval wine-village attracting tourists and wine connoisseurs from afar. After a warm welcome the entrants had the possibility of a wine tasting in this wine region and guided tour through the historic village. The cars stayed in the city for most of the day, so the drivers didn't have to worry much about alcohol. After returning to the hotel, the final dinner with a subsequent party concluded the rally. Between the courses of the very fine meal, traditional regional music entertained the participants. First came a very loud and wild intoxicating “Guggemusig”, a 22 member strong carnival band with all sorts of wind instruments and drums. This was followed by a classic Swiss jodel trio from the Jura region who gave examples of much more discrete sounds. The organisers, Franco, Kathy and Werny Weibel for the Continental Tour, and Adam Singer, Penny Miller, Philip Strickland and Tim Houlding for the UK leg, had prepared the event for two and a half years with all enthusiasm for every possible detail. The effort lead to a great success which will stay in best memory to all who participated. After all the big events during the summer 2013, it was refreshing to visit smaller tours and meetings organized by enthusiasts for like-minded, that don't suffer the financial pressure of have to earn a profit and without obligations to sponsoring companies that often are associated with these sorts of events. Certainly minor glitches can happen with non-professional organizers (as they usually happen with professionals, as well) but these are part of the charm. It was easy to see that the entrants are less spoiled than one might have thought and that need not always be a special star-awarded dining establishment, as the social aspect is the most important aspect for this size and style of rally. The organizers succeeded to gather a homogeneous group who enjoyed the tour through the surrounding landscape. Maybe some of them were not as deeply interested in the life of Tim Birkin, but even without this background it was a most enjoyable meeting. We have put together a gallery with the continental part of the rally featuring all the cars over the various days.</s>

<s>[INST] What event is described in the following response? [/INST] Maybe it's the word 'boys' that makes the phrase ring. We know they were men, but somehow it's the image of schoolboy larks which cements the legend of the Bentley Boys. It's rooted in the time, too: the 1920s, when men with inherited wealth didn't have to work, paid racing drivers were rare and the amateur ideal was still admired. Who were these grown-up boys? There was no strict qualification: if you were asked to drive for the works you were part-way there, but it was as much an informal social club as a team. We know them now as party-goers; yet they were regular winners. How did these contrasting elements co-exist? Most of the Boys were Bentley owners already racing their own cars. They loved the off-duty pranks, but they respected team discipline: as WO Bentley said, if they had not, they would lose their place to one of the numerous contenders for it.    Continued...</s>

<s>[INST] What event is described in the following response? [/INST] After the heavy rains and flooding we started the Colorado Grand today driving from Conifer to Vail where everybody is gathering. Derek MacNeil is my trusted co driver again, his second Grand. Leaving Conifer I turned over the steering wheel to him to get his brain adjusted to the Bentley gearbox. After about 45 min he found all the gears without brushing the teeth, he even managed to shift from 4th straight into 1st, we stopped for coffee and I could relax. There is still a bit of monsoon moisture left in the atmosphere, so we had a couple of sprinkles, but we should be basically dry for the rest of the week. Some 250 people participate in this event, 100 cars plus board members, motors/state troopers who keep us safe, a mechanics crew, luggage van, photographers and a film crew. The Grand is celebrating its 25th year and we have 25 pre war cars, incl 5 Bentleys. They are: 1923 3 litre Steven & William D Binnie, 1927 6.5 litre Ron & Ryan Rezek, 1928 41/2 litre Thomas & Kathie Rutishauser, 1931 4-8 litre Kurt Furger & Derek Macneil, 1931 8 litre Mark Hyman & Bryan Joseph. We just went to the drivers meeting and the chief state trooper warned us not to overtake a school bus with flashing lights or cross a yellow line under any circumstances. The penalty is a trailer back home.</s>

<s>[INST] What is the main topic of the following response? [/INST] Today we experienced temperature swings of 40-80-50 degrees. Left Vail around 8am heading thru Glenwood Canyon and over McClure Pass into Paonia for lunch, southwest of the state. It was around 40 degrees in Vail and sunny, so we headed out early morning thru the picturesque Glenwwood Canyon. Our first pass of the tour took us over McClure Pass into an agricultural valley where lunch was served in the small town of Paonia, 400 inhabitants. The ladies of Paonia made all the food...homemade cooking and lovely desserts, brownies, peach cobbler, etc. The kids had a day off school and helped with the serving, a very friendly lot. Locals, some with their old cars, came out in droves to admire the cars in 80 degree weather. Each town hosting lunch along the Colorado Grand route receives generous financial support from the organization for a community project and a $5000 college scholarship for a local graduating high-school senior. So the organization is always very welcome by the locals inhabitants. After lunch we headed towards Grand Junction over the Grand Mesa, climbing from 5000 ft to 10.000 ft. Had to stop on the top to put a jacket back on as it cooled down to 50 degrees. 20 miles before Grand junction we hit heavy rain on the I-70, no exits, so we had to drive on in shorts and got very wet! Had to change drivers on the fly as Derek's glasses and googles were fogged up. By the time we were in Grand Junction arriving in the parking lot the sun was out again and we started to dry up. All part of the fun!</s>

<s>[INST] Who are the main participants in the following event? [/INST] Last night after dinner we walked around the parking lot, always good fun to see and hear what happened during the day. Several cars were worked on under flashlights, a 1955 Maserati 300s race car stopped functioning when it started raining and had to be trailed in. After checking the magnetos and replacing the 12 spark plugs, 2 plugs per cylinder like the Bentley, the car started up again and the crew went off for a bottle of wine, most of the time it is simple stuff. Up to 40% of the cars get worked on a run like this. No wonder some folks bring their own mechanics along. We have done 350 miles now and are running good, spending $95 in gasoline a day or about 23 gls for 250 miles. The Grand is usually known for its expedient driving, not so yesterday. Heading from Carbondale towards McClure pass we were 4 cars (incl our Ghost collegue Sam in a 300SL) and our own trooper behind us ..we were waiting for the thumbs up, only to be surprised by a local police car pulling up in front of us escorting us to the next county line in slow motion! Great motoring today. We drove from Grand Junction into Utah along the Coloado river into Moab. Derek took the wheel first and enjoyed the empty roads so much that he forgot to take his foot off the gas pedal leaving a dozen other Granders in the rear view mirror. This run is one of the ten most scenic roads in the US as the road runs directly along the Colorado river. There are no guardrails (no room) and beautiful red sandstone formations left and right of the road. We all stopped along the way to take pictures. Lunch was in Moab, the weather a perfect 80 degrees. Like yesterday a great event with home cooking served outside in the park while the high school brass band entertained us. From Moab we ran back into Colorado on fairly fast roads. In Norwood, 20 miles from Telluride, we put on our wet gear as black clouds gathered. It did not take long for the rain to start, fortunately one of our motors ( trooper on a Kawasaki) escorted us, so we could follow his red lights thru the tight canyon. We are staying at the Peak Hotel in the ski resort area, the modern part of Telluride which has covered parking, a great relief. Tonight we will dine in old Telluride taking the Gondola down into the old down town area. A couple of cars already had to be trailered home, including one of the five Bentleys... it had an overheating problem which could not be resolved. The tour breakdown service works very well and if one is unfortunate enough to loose a car, Mercedes is providing five new AMG cars to allow the participant to proceed on the rest of the tour!</s>

<s>[INST] What details can you share about the following response? [/INST] Another great day of motoring and for a change all in the dry!! We were on the road for 11 hours. Drove into the historic old town of Telluride with another Bentley and took some pictures, then proceeded to Ridgeway for coffee at the True Grit Cafe ...the John Wayne movie was filmed here. All the towns folk were out and about and we entertained the people who were admiring the cars. We then proceeded to Cerro Summit between Montrose and Gunnison, only to get held up for 30min due to road construction. The subsequent run to Lake City, in the heart of the San Juan mountains, was wonderful motoring along the Gunnison river with the aspen trees starting to change color a little bit. Lunch in Lake City on the lawn was great with hundreds of people coming out. We only left at 3pm and enjoyed an extra coffee, cookie and cigar. Derek drove back to Gunnison, always followed by a trooper, but he got very good feedback as he only touched the yellow line a couple times, not too bad for guiding a heavy vehicle thru 100 tight bends. Arrived in Crested Butte around 5pm with the sun behind us, spectacular scenery. The remaining four Bentleys are running well, some points needed adjustment and we have a small oil leak between the engine and the dynamo which is in the front of the car - this can be fixed later. Our other mishap was my blown away cap, the troopers tried to recover it but the Grand Gazette which we get every morning reported that it looked like a run over beaver and it was not worth recovering.</s>

<s>[INST] Who are the main participants in the following event? [/INST] Perfect motoring weather again today, our last day on the Grand. 70 degrees max which allows the cars to run cool even uphill. Pam, our neighbor/photographer friend, joined us today for the run from Crested Butte to Salida for lunch, we have some some great shots.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Our roads this morning take us back on to Cochetope Pass (Pass of the buffalo in the Ute-Indian language) and then to Saguache, home of the 134 year old Saguache Crescent newspaper office where the last active hot-lead typesetting machine in the US can be seen. A little surprise setting out early morning in the parking lot - we had both put on shorts only to find that the temperature had dropped to 28 degrees during the night and the cars were all iced up.</s>

<s>[INST] What details can you share about the following response? [/INST] A superb run up and down the pass, we teamed up with another 8-liter Bentley and had a good time. At the coffee stop in Saguache Derek jumped into a 1961 Ferrrari 250 GT and I picked up a new lady co-driver, the Ferrari couple also live in Conifer. From there we crossed Poncho Pass, which was first crossed on horseback by Spanish explorers in 1779, and down into Salida on the Arkansas river. After the lunch in the park in front of the courthouse we headed towards Leadville with a 41/2 liter Bentley driven by a Swiss couple. Coffee was served at the Delaware Hotel in Leadville, all traditionally decorated. We made a couple more stops to take pictures of the changing colors. By then we were the last two cars at the finish line in Vail, where a music band and spectators welcomed us. Another 11 hours on the road, we are both a little sunburnt and cooked and now have to get ready for the last group dinner. The car ran very well and we had a very good time and made some new friends.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Probably the most famous vintage Bentley of all, the sinister-looking Speed Six Gurney Nutting Sportsman Coupe built for Bentley chairman Woolf Barnato in 1930 and today owned by American Bentley collector Bruce R. McCaw, took the Pullman Trophy for Best of Show at this past weekend’s 2013 St. James’s Concours of Elegance. For years, many believed that this Gurney Nutting Coupe was the car that Barnato drove in his famous March 1930 race against the Calais-Mediterranee Express, or as it was better known, the Blue Train; according to Bentley, however, McCaw’s research determined that the Gurney Nutting Coupe wasn’t built until after the race took place and that Barnato actually drove a Mulliner-bodied Speed Six saloon, now also owned by McCaw. McCaw displayed both cars side-by-side in 2001 at the Pebble Beach Concours d’Elegance, where the Mulliner-bodied car won third in its class and the Gurney Nutting-bodied car won the Road & Track Trophy.</s>

<s>[INST] Who are the main participants in the following event? [/INST] Other awards presented at the concours include the Pol Roger Award for The Most Elegant Gentleman or Lady Driver, given to Fred & Donna Anne Kriz; the Lockton Private Clients Award for The Most Historically Significant Car, given to Jonathan Turner’s 1925 Bentley 3 litre Team Car; the William & Son Award for The Most Elegant British Car, given to Dr. Terry Bramall CBE’s 1914 Rolls-Royce Silver Ghost Vanden Plas Torpedo Grande Luxe; the RM Auctions Award, given to Mr. & Mrs. Robert M. Lee’s 1937 Horch 853 Voll & Ruhrbeck Sport Cabriolet; the Royal Automobile Club Spirit of Motoring Award, given to Evert Louwman; and the Autoglym Biggest Shine Award, given to James Patterson’s 1939 Bugatti Type 57C Voll & Ruhrbeck Roadster.</s>

<s>[INST] What event is described in the following response? [/INST] In June of 2012, the 1929 Bentley 4 1/2 Liter supercharged single-seater – once piloted by Sir Henry “Tim” Birkin to a Brooklands Outer Loop record-breaking speed of more than 137 MPH – sold for 5,042,000 British pounds ($7,907,530) at Bonhams’s Goodwood auction. The price set a new record for the most expensive English car ever sold at auction, and little is known about its anonymous buyer except for this: He or she is not a resident of the United Kingdom. Now that latter fact has led the United Kingdom to block the car from leaving the country. Britain’s Arts Council earlier this month enacted a temporary export ban on the Bentley, citing what’s known as the “Waverley criteria,” guidelines established in 1952 to make the case for keeping British art and artifacts within the country. These guidelines cover three very specific areas of concern for British historians and museum curators: 1) History: Is the object so closely connected with our history and national life that its departure would be a misfortune? 2) Aesthetics: Is it of outstanding aesthetic importance? 3) Scholarship: Is it of outstanding significance for the study of some particular branch of art, learning or history? The vast majority of exports blocked by the Reviewing Committee are artifacts commonly found in art museums, not car collections. On the current docket are nine items, including four paintings (or other works of art), a tapestry, a ring that once belonged to Jane Austen, a collection of letters, a collection of photos and the 1929 Bentley sold at auction in 2012. Culture Minister Ed Vaizey blocked the Bentley’s export, under the guidance of the Reviewing Committee, on the grounds that it was "of outstanding significance for the study of motor racing and automobile technology in the first half of the twentieth century." As if to add further weight to his statement, Vaizey said of the car, “It would be a tremendous loss to the nation if this wonderful car, that so beautifully epitomizes the passion and glamor of motor racing in 1930s Britain, were to be exported overseas. I hope that a UK buyer can be found in the time now available so we can keep this magnificent piece of British racing history in the UK.” There’s no denying the fact that the Bentley in question bears both historical significance (it is, after all, a record-setting car) and strong ties to England. Its original owner, “Bentley Boy” Sir Henry “Tim” Birkin, is an iconic figure whom W.O. Bentley himself once called “the greatest Briton of his time.” The Bentley was even awarded “Car of the Year” honors at the 2012 International Historic Motoring Awards, held in London, England, in November. This isn’t the first time the Bentley has faced export, either. In 1964, the car was offered for sale, but little interest initially came from within England. When word came of an interested buyer in the United States, a sale was hastily arranged to “Rusty” Russ-Turner, a member of the Bentley Drivers’ Club Hendon. Since then, the car has passed through a series of owners, all of them residing in the United Kingdom. Its owner prior to the sale, watchmaker and car collector George Daniels, once called the car “An exceedingly potent reminder of a magisterial period of British racing history,” which perhaps explains why the Arts Council and Culture Minister Ed Vaizey are so intent on keeping the car in England. Not that the historic racer hasn’t left British soil in the past: To tease its sale at Goodwood in 2012, Bonhams did bring the car to various cities in the United States (including New York City and Scottsdale, Arizona), but this minor vacation from British soil apparently raised no objections. A permanent relocation, on the other hand, is an entirely different matter. The temporary ban on exporting the car will last until October 31, 2013. If a British buyer is willing to spend the £5,149,800 ($7,984,765) that the Arts Council deems a fair price for the car, it can and will be sold to a new owner (prompting, most likely, litigation from the current buyer). Should someone in Britain demonstrate “a serious intention to raise funds to purchase the car,” but fail to meet the October 31 deadline, the Arts Council has the option of extending the export ban until May 31, 2014.</s>

<s>[INST] What event is described in the following response? [/INST] There’s no denying the fact that the Bentley in question bears both historical significance (it is, after all, a record-setting car) and strong ties to England. Its original owner, “Bentley Boy” Sir Henry “Tim” Birkin, is an iconic figure whom W.O. Bentley himself once called “the greatest Briton of his time.” The Bentley was even awarded “Car of the Year” honors at the 2012 International Historic Motoring Awards, held in London, England, in November. This isn’t the first time the Bentley has faced export, either. In 1964, the car was offered for sale, but little interest initially came from within England. When word came of an interested buyer in the United States, a sale was hastily arranged to “Rusty” Russ-Turner, a member of the Bentley Drivers’ Club Hendon. Since then, the car has passed through a series of owners, all of them residing in the United Kingdom. Its owner prior to the sale, watchmaker and car collector George Daniels, once called the car “An exceedingly potent reminder of a magisterial period of British racing history,” which perhaps explains why the Arts Council and Culture Minister Ed Vaizey are so intent on keeping the car in England. Not that the historic racer hasn’t left British soil in the past: To tease its sale at Goodwood in 2012, Bonhams did bring the car to various cities in the United States (including New York City and Scottsdale, Arizona), but this minor vacation from British soil apparently raised no objections. A permanent relocation, on the other hand, is an entirely different matter. The temporary ban on exporting the car will last until October 31, 2013. If a British buyer is willing to spend the £5,149,800 ($7,984,765) that the Arts Council deems a fair price for the car, it can and will be sold to a new owner (prompting, most likely, litigation from the current buyer). Should someone in Britain demonstrate “a serious intention to raise funds to purchase the car,” but fail to meet the October 31 deadline, the Arts Council has the option of extending the export ban until May 31, 2014.</s>

<s>[INST] What event is described in the following response? [/INST] Bonhams will offer a significant vintage Bentley automobile at its upcoming Quail Lodge sale in Carmel, California on Friday August 16th, 2013. The car, a 1931 Bentley 4½-Litre Supercharged Le Mans Roadster, known by aficionados as a “Blower Bentley,” is considered the holy grail of Bentleys among well-heeled collectors. Just 50 production versions of the seminal classic were built in order to meet criteria required to race at the fabled circuit more than 80 years ago. The supercharged Bentleys have a special appeal to automotive enthusiasts, not only because of their rarity, but also due to their sheer audacity and the connection to the so-called Bentley Boys – race team drivers Sir Henry “Tim” Birkin and Woolf Barnato. In order to remain competitive at the time, W.O. Bentley was convinced he needed to develop an all-new six-cylinder engine. Birkin’s idea was to supercharge the existing four. Since the money keeping Bentley Motors, Ltd. afloat at the time belonged to Barnato, and since Birkin was able to convince Barnato of the efficacy of his idea; W.O. Bentley had little choice but to look the other way, and make room on the factory assembly line for the production of the special run of 50 cars. At $7,375.00, a bit more than $2,000.00 over the cost of an “unblown” Bentley, the price of entry kept production (and sales) to a minimum. Today, the small number of cars adds substantially to their value and cachet among collectors. And, thanks to the magic of supercharging, horsepower rose from 110 to a then-staggering 182 while giving the cars genuine 100mph performance on the open road. Consider it the 1929-31 version of today’s most powerful and exotic supercars. But supercharging an engine not designed for the added stress and power presented another set of problems. The prototype proved blindingly fast, but unreliable. So much so, that the Blower Bentley failed to make it to Le Mans in 1929. At Le Mans in 1930, the car set a new lap record, and then retired. The car did place second in the 1930 French Grand Prix; however, by 1931, the Blower Bentley became vastly more reliable and Birkin was able to establish the fastest lap ever – 137.9 mph – on Brooklands’ Outer Circuit in the spring of 1932. Regardless of its failures and successes, the Blower Bentley became inextricably linked to Le Mans. Bearing Chassis Number MS3944, the Bentley to be offered by Bonhams is one of only three production Supercharged Bentleys with its original Le Mans-spec chassis. More importantly, this Bentley has been owned by well-known enthusiast and British ex-pat, Charles R. J. Noble and his family for more than 55 years. Noble was so enamored with the marque, he would eventually own a hat trick of ex-Bentley Boy-owned cars as well as four of those equipped with the vaunted supercharger. Just five years after it was built, the Noble Bentley emigrated to North America and has remained there ever since. In 1938 it received its only restoration and at the time, was updated with the Brooklands-style two-seater racing body with external exhaust it wears today. When Noble purchased the car, he regularly raced it, driving it from New York City to Long Island’s Bridgehampton Race Circuit and back home. His wins included the prestigious 1967 Vanderbilt Cup. Authenticity, documentation, provenance, and long-term known ownership history are key factors driving record prices among the collector car community. Dr. Clare Hay, the foremost expert on vintage Bentley production, describes the car as a “rarity among rarities.” When delivered new, it was sold to a gentleman named Henry Leeson, a successful butcher who had shops in a handful of towns on the southern coast of the UK. The car offers evidence that Leeson must have done quite well as he proved himself a loyal Bentley buyer who seemingly always had the most sporting Bentley the company offered in his garage. Fast forward more than 80 years and the appeal and excitement generated by the Blower Bentley has only intensified. Bonhams sold the aforementioned Brooklands Outer Circuit Lap record-breaking 1929-31 4 1/2-Litre Supercharged Bentley single-seater driven by Birkin at its Goodwood Festival of Speed Auction last July for $7.87 million. There is no reason to expect less than enthusiastic bidding when MS3944 crosses the auction block on August 16th. Stay tuned. It’s certain to be one exciting and memorable ride.</s>

<s>[INST] Who are the main participants in the following event? [/INST] "He was fearless and he was always in a hurry, with the result that on many occasions he was deprived of victory because the desire for speed overcame his judgement and the endurance of his car," The Times wrote of Sir Henry. "Dangers, the need for caution, and the advantages of a waiting race were all sacrificed to the love of brilliant driving at high speed."</s>

<s>[INST] Who are the main participants in the following event? [/INST] Sir Henry, who was known widely by the nickname Tim, was famed as a top racing driver, always dapper in his trademark silk neckerchief flapping in the wind as he tore around Brooklands, the Nurburgring or Le Mans. Using the family fortune made through Nottingham lace, Sir Henry travelled the world, living the glamorous life of a 1920s racing hero as one of the "Bentley Boys". But he did not drive to win - he raced for the love of speed and to improve the standing of British motorsport, according to his great-great-nephew Sir John Birkin - a filmmaker who worked on a 1995 drama starring Rowan Atkinson as Sir Henry. "Sailing, shooting and cars was what he lived for and he spent, really, all the family money on it," Sir John said. "He wasn't the sort of guy who won all the races, he was more concerned with maintaining the lap speeds and records. "On one occasion, at Le Mans in 1928, he managed a lap with an average speed of 85mph. All on three wheels because one had blown out. "That's the kind of guy he was." Sir Henry was an unassuming, shy man who suffered with a stammer but his love of motors and speed began at an early age, according to Sir John. At the family home in Ruddington Grange, just outside Nottingham, he was bet £15 he could not design and build a vehicle which would make it all the way along the drive under its own power - about three quarters of a mile. At every third along the route he was met by someone holding a £5 note - he used the money to buy his first proper car. Severed head When Sir John went back to the family house, long since demolished, he found a stable with the words "every day, in every way, faster and faster" daubed on a wall by Sir Henry. And a favourite family tale involves Sir Henry driving a Bentley up the staircase of the Savoy Hotel during a glitzy dinner. Despite the roaring 20s and living the life of a motoring hero, it was not all smiles - his wife left him, taking the children, after becoming tired of playing second fiddle to his driving. And Sir John believes his relative would never have got into motorsport had it not been for the tragedies of World War I.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Sir Henry was commissioned into the Royal Warwickshire Regiment and then the Royal Flying Corps, the precursor to the RAF. Like other men of his generation, his experience of war left him with a zest for life and no fear. Racing drivers in the 1920s had a short life expectancy. According to his family, he was once racing at Brooklands when he saw an object bounce across the track. He said to himself 'what could that be?' before realising it was a competitor's head - it had been severed in an accident. Despite his own success on the racecourse and holding the record lap time at Brooklands in Surrey - regarded by some as the birthplace of British motorsport - Sir Henry felt British sports car-makers were falling behind their Europe competitors. 'Every schoolboy's hero' It was this belief that drove him to try to persuade WO Bentley, then head of the luxury car company, to develop the supercharged Blower.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] But the Bentley boss was not interested, and so Sir Henry chose to sink much of his own money, and that of several supporters, into developing the four-and-a-half litre supercharged Bentley. It was a huge success on the track and he finished second at the French Grand Prix at Pau in the vehicle. According to Bonhams, which sold Sir Henry's Bentley Blower at Goodwood Festival of Speed last year, a recent test drive revealed it was still "on song". It was owned by the celebrated watchmaker and vintage car collector Dr George Daniels, and fetched £5,149,800 - sold to an anonymous bidder from outside the UK. The car, and the man behind the wheel, were once the talk of a nation - it was the vehicle James Bond drove in the first novel Casino Royale. "He was a big hero at the time, someone every schoolboy will have known about," Sir John said. "I still meet men in their 80s who knew of him - they speak of him in awe and say they followed his story. "He had the right image, was very English and very self-effacing. "We just wish he hadn't spent all the money!"</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Sir Henry's racing days, and spending, came to an end after an accident driving in the Grand Prix de Tripoli in a race which he ultimately finished third. He suffered a serious burn to his arm that became infected and developed into septicaemia, a blood infection, which led to his death in June 1933, penniless and in a London nursing home. He is buried in Blakeney, Norfolk.</s>

<s>[INST] What event is described in the following response? [/INST] It's probably best not to agree to drive an unfamiliar car at night in the rain when the car's owner has been over-served and can't safely be at the wheel but that's what I did the first time I drove an 8-Litre Bentley. After the Bentley Drivers' Club final-night banquet in British Columbia, I was asked to drive one of the members' cars back to a friend's home. I doubt I'd have agreed had I'd known I'd be driving one of the 100 8-litre Bentley cars ever built.    Continued...</s>

<s>[INST] What is the main topic of the following response? [/INST] The 8-litre Bentley is the car considered by many to be Walter Owen Bentley's masterpiece, as well as one of the finest examples of the thoroughbred motorcar. It followed a succession of Bentley automobiles whose impact on the motoring world is held in high esteem to this day and is all the more amazing considering the twelve short years of the company's existence.    Continued...</s>

<s>[INST] What is the main topic of the following response? [/INST] Bentley Motors competed in the 2013 Mille Miglia with two unique 4½ Litre Supercharged “Blowers” – a 1930 Le Mans race car belonging to perhaps the most famous and daring of the Bentley Boys and a company demonstrator that is still going strong even after nine decades on the road. The No. 2 Team Car – raced at Le Mans by Captain Tim Birkin – was brought by Bentley Motors in 2000 and has been regularly campaigned across the world by the company ever since. Richard Charlesworth, Bentley’s Director of Royal and VIP Relations, who has helped prepare the car for its third Mille Miglia challenge at Bentley’s Crewe headquarters, explains, “This is a fantastic car to drive and remains extremely rapid as well. We take great pride in making sure all the cars Bentley owns continue to regularly compete or run and are not museum exhibits, which is very much the Bentley way, and we are all looking forward to the unique Mille Miglia experience.” The car is perhaps best known for its epic duel with a 7 litre ‘Kompressor’ Mercedes (also supercharged) at Le Mans in 1930 with Birkin putting his off-side wheels on the grass as he completed a typically daring pass of his Mercedes opponent Rudolf Caracciola at 120mph. The Blower immediately threw one of its rear tyre treads, but somehow Birkin carried on to set the fastest lap. Sadly Birkin’s campaign ended after 82 laps but the immense pressure he applied to the Mercedes is wildly credited with assisting his fellow Bentley Boys Woolf Barnato and Glenn Kidston to win the race in their Bentley Speed Six. The second Bentley Blower that participated in the 2013 Mille Miglia was completed in 1930 and is fitted with a Vanden Plas Open, Sports Four Seater body. It was owned by Bentley Motors as a customer demonstrator car before passing into private ownership. An early review praised it as, “a car with the strongest possible individuality and it is certain that it is immensely likeable no matter what angle one may regard it.” Repurchased by Bentley Motors in 1997, the car turns heads at Bentley customer events across the world and is still faithfully fulfilling demonstration rides well into its ninth decade. “There are currently over 100,000 miles on this elegant Blower Bentley but we’re certain it has completed many more than this. However, everyone at Bentley is confident the car will run for many, many years to come,” commented Charlesworth.</s>

<s>[INST] What event is described in the following response? [/INST] Completing the specifications for this Bentley 4½ Litre Blower (Chassis No. SM3917) review was the simplest of tasks. I simply referred to a framed line drawing I have had on my wall since I was 10 years old. WO Bentley might not have agreed with supercharging his 4½-litre model, but the result is surely the quintessence of Bentley lore that every schoolboy should know. Sir Henry “Tim” Birkin and his Blower Bentley are one of the most gallant man and machine partnerships, up there with Horatio Nelson and the Victory, Guy Gibson and his Dambusters Lancaster and Andy Green and Thrust SSC. In the 1930 Le Mans 24 Hours race, Birkin, dubbed “the greatest Briton of his time” by none other than WO himself, took on the mighty works Mercedes-Benz SSK and its lead driver Rudolf Caracciola. How he overtook the German ace at the end of the Mulsanne straight, on the grass at 125mph, throwing a tyre tread, but contemptuously keeping his foot in, is the stuff of legend. He didn’t finish the race and it’s arguable whether he actually made a difference (works Bentley Speed Sixes came first and second), but this is a fable impervious to mere details.</s>

<s>[INST] Who are the main participants in the following event? [/INST] Birkin had to go behind WO’s back to get the approval to build 50 road Blowers (built between 1927 and 1931) and five additional race cars. Woolf Barnato, Bentley’s chairman and majority shareholder, agreed and Birkin corralled the wherewithal from wealthy racehorse owner Dorothy Paget. Amherst Villiers designed the supercharger and the standard 4½-litre cars were converted in a workshop in Welwyn. When Birkin beat almost the entire field of Bugatti GP cars at the French Grand Prix at Pau later in 1930 (he came second in what’s generally acknowledged to be his finest race), a highly miffed Ettore Bugatti was moved to observe that Bentleys were the fastest trucks in the world. That reputation is only reinforced at the first glance at this 1.7-ton behemoth, one of the 45 surviving road versions of the Blower. The car was the subject of an Autocar magazine road test from 19 September 1930, although back then it had a different body. “The Appeal of Immense Power Linked with Great Docility,” summed up the test’s standfirst – they liked it.</s>

<s>[INST] What event is described in the following response? [/INST] Our test took place on last week’s Mille Miglia, the re-enactment of the famous 1,000-mile Italian road race that ran on 24 occasions between 1927 and 1957. First impressions are that although the replacement fabric-over-ash-frame body by Vanden Plas is minimal, the car looks enormous. Which, at 14ft, 4.4inches long, it is. Most of the visual bulk is at the front, starting with the supercharger and tall radiator, so the impression is of a muscle-bound bulldog. You have to shuffle bottom across from the passenger side into the driver’s seat and the dustbin-lid sized steering wheel sits in your lap. Green leather bucket seats are plumply upholstered and surprisingly comfortable. You can’t see the wings, although the massive headlamps help place the front. The enormous handbrake is outside the body and the four-speed gear lever is inside on the right. Thankfully the throttle pedal has been converted from the centre to the right. You sit high and exposed, but the vistas across the roofs of the proletariat’s more modest transport stretch into the distance. At the wheel of the Blower you are gradually transformed into a character from those famous Russell Brockbank cartoons and find yourself pondering the advisability of a moustache and, perhaps, a pipe.</s>

<s>[INST] What details can you share about the following response? [/INST] The dashboard is splattered with Jaeger and Smiths instruments including a chronometric revcounter that scurries up and down the scale like a frightened bird. Starting involves groping under the dashboard for the electrical master switch, pulling on a Bakelite fuel switch, tugging on the brass magneto switches and the ignition quadrant, then thumbing the big black starter. At idle, the engine sounds like chestnuts popping in the oven. Bentley D-type gearboxes are not for the fainthearted and even experts rasp cogs – there’s a small time window to double declutch up or down. I never got from second to third completely, but experience breeds confidence and the clutch is light and positive. Strangely, you don’t hear the supercharger from the driver’s seat, but the exhaust note more than compensates. The big four-pot blows a raspberry so rude it could come from a strip-club band. Where the Speed Six is refined power, the Blower is a brash hot rod. At speed on one section we reached an indicated 85mph. The noise was simply shattering, spalling off the Armco, a bellicose blast across 83 years as redolent as Elgar’s Nimrod. With about 175bhp (the race cars had bigger SU carburettors and produced up to 240bhp) performance is brisk, but must have been unbelievable in 1930.</s>

<s>[INST] What event is described in the following response? [/INST] The nose surges forward in any gear and the big monobloc engine gains revs quite quickly and will rev as high as 3,500rpm. Even pressing on, however, you don’t need to take the dancing counter beyond 3,000rpm; the best work is done just below that, where the gears also seem happier to match speeds. We got about 10.7mpg driving the wheels off – it doesn’t seem to burn fuel like a modern car, more devours it. While the engine is smoke-free, the Bentley leaves a trail of hydrocarbons and fried petrol in its wake. As well as the gearbox, the steering dominates the experience. At rest, it’s so unbelievably heavy you shuffle it like a learner driver and manoeuvring is tough, especially with a 49ft turning circle. On the move it lightens and is surprisingly accurate. It still tests the shoulders of a Bentley Boy or Girl and you have to be quick and accurate turning in before the suspension loads build and the chassis twists. After that you can only tug more lock on, which lifts you completely out of the seat like a parson sitting on a drawing pin. The ride is pretty good and sleeping policemen can be taken at high speeds, but when you’re really on it, the beam axles start to work against each other making it feel quite fidgety. Understeer predominates, of course, but if the road is slippery, as it was on the way up to San Marino, the rear wheels will slide wide, which can be fun, but shouldn’t be overexploited – it’s virtually impossible to gather up a completely sideways Bentley.</s>

<s>[INST] What details can you share about the following response? [/INST] The all-round drum brakes are unexpectedly powerful and largely fade-free, even over the infamous Futa Pass, and although you can usually get the Bentley stopped, at speed avoiding action is sometimes required to complement the brakes. While the Blower Bentley has a brutish reputation, it is far from it. Driven with concentration and timing, as well as some concessions to its weight and shortage of grip, this old warhorse is still a quick machine and nailing it on a modern road is one of the most rewarding pieces of driving you’ll ever do. It’s anthropomorphic, but it also feels like a living beast and even anoints you with its smell like a horse, a camel, or an elephant. After three days and 1,000 miles I smelled of a musty mix of high-octane exhaust, oil, brass and old leather; it’s pretty hard to wash out, but then I’m not sure I want to. Eau de Bentley is an exclusive and well-nigh irresistible scent. This test is dedicated to Ian Moss, a great Yorkshireman and motor engineer, who died recently.</s>

<s>[INST] What is the main topic of the following response? [/INST] (Crewe, 14 May 2013) Bentley Motors will compete in this year’s Mille Miglia with two unique 4½ litre Supercharged “Blowers”; a 1930 Le Mans race car belonging to perhaps the most famous and daring of the Bentley Boys and a company demonstrator that is still going strong even after nine decades on the road. The No. 2 Team Car – raced at Le Mans by Captain Tim Birkin – was brought by Bentley Motors in 2000 and has been regularly campaigned across the world by the company ever since. Richard Charlesworth, Bentley’s Director of Royal and VIP Relations, who has helped prepare the car for its third Mille Miglia challenge at Bentley’s Crewe headquarters, explains: “This is a fantastic car to drive and remains extremely rapid as well. We take great pride in making sure all the cars Bentley owns continue to regularly compete or run and are not museum exhibits, which is very much the Bentley way, and we are all looking forward to the unique Mille Miglia experience.” The car is perhaps best known for its epic duel with a 7 litre ‘Kompressor’ Mercedes (also supercharged) at Le Mans in 1930 with Birkin putting his off-side wheels on the grass as he completed a typically daring pass of his Mercedes opponent Rudolf Caracciola at 120mph. The Blower immediately threw one of its rear tyre treads, but somehow Birkin carried on to set the fastest lap. Sadly Birkin’s campaign ended after 82 laps but the immense pressure he applied to the Mercedes is wildly credited with assisting his fellow Bentley Boys Woolf Barnato and Glenn Kidston to win the race in their Bentley Speed Six. The second Bentley Blower to take-on Mille Miglia was completed in 1930 and is fitted with a beautiful Vanden Plas Open, Sports Four Seater body. It was owned by Bentley Motors as a customer demonstrator car before passing into private ownership. An early review praised it as "a car with the strongest possible individuality and it is certain that it is immensely likeable no matter what angle one may regard it". Repurchased by Bentley Motors in 1997, the car continues to turn heads at Bentley customer events across the world and is still faithfully fulfilling demonstration rides well into its ninth decade. “There are currently over 100,000 miles on this elegant Blower Bentley but we’re certain it has completed many more than this,” comments Richard Charlesworth. “However, everyone at Bentley is confident the car will run for many, many years to come and will complete the 1,000 mile round-trip to and from Brescia.”</s>

<s>[INST] What is the main topic of the following response? [/INST] The history of great racing Bentleys is well known. From 1927 to 1930, they were unbeatable in endurance racing, having won Le Mans during those four years with, first, a 3-liter, then a 4½-liter, and finally, the Speed 6 in 1929 and 1930. In an effort to get even more horsepower from the great 4-cylinder 4½-liter car, supercharging was suggested, as already used successfully by Bugatti, Alfa Romeo and others. There is an oft repeated story that W.O. Bentley himself opposed this method of getting additional power. He favored increasing engine size. The story goes that it was Sir Henry Birkin, sponsored by the Honorable Dorothy Paget, to whom Mr. Bentley finally relented and made the 50 obligatory cars for sale to the public, as well as five special racing type cars. The supercharger operates on Rootes principles, with two synchronized twin lobe rotors. The boost given was 10 psi at 25 miles per hour in top gear and does not exceed 11 psi at the highest engine speeds. With this engine and a light single-seater body, the car established the Brooklands Outer Circuit Record at 137.9 miles per hour. These cars were impressive in their power and speed, but were not yare and therefore unsuccessful racing cars. Even in local British Racing Drivers Club competition, they usually retired in the 500 mile race with one noteworthy second place finish in 1930. Because a supercharged Bentley traveled the fastest on the Brooklands banked circuit, the "Blower" will forever be a symbol of powerful British motoring. Its pyknic image in Rexene-clothed, cycle-fender, bells-and-whistled armor, with the ponderous blower menacing fore is an icon of the manly British bolide.</s>

<s>[INST] What event is described in the following response? [/INST] Serial Number: MS3926 This car was ordered by T.G. Moore and it was registered in 1931, donned in a Vanden Plas-built special aluminum tourer body. Specified on the original build sheet are the design features that are still on the car. The doors were to come down to the frame rails, not the skimpy doors so commonly seen on Vanden Plas bodies. The running boards were to be in line with the center of the wheel hubs. The body was to be fully valanced, which means the front fenders extended all the way down to the chassis and, in addition, the frame rails were louver-covered from front fender to rear fender. The body was to be painted Le Mans Green with the matching upholstery and a dark walnut dashboard. T.G. Moore, who had just acquired Motor Sport as its publisher, must have been very proud of his new car. It is likely that he took it to a variety of events, but the most notable one was outlined in page 383 of Motor Sport, April 1931. He won the timed trial of the Isle of Man with a speed of 62.33 miles per hour, which was significantly better than the competitors. This proud showing was probably repeated because, ultimately, the car was re-registered in the Isle of Man while still under Moore's ownership. Subsequently, it went through several hands and it was discovered after the war in Aylesbury by U.S. serviceman Robert K. Carter who shipped it to the United States. Mr. Carter had every intention of restoring the car, but as time went on, it became obvious that this was not happening.</s>

<s>[INST] What details can you share about the following response? [/INST] Dr. Frederick A. Simeone writes to Robert McLellan "I've just spent some time with your wonderful website, I am really impressed. The amount of research you have done is significant, and I see you have good support from the Bentley community. I am sorry I did not find the site sooner, but it was mentioned in a recent book I bought on the six-cylinder Bentleys, and this led me to you." "I wanted to fill in some information on our blower car, MS3926. Reason I think I should do this is because, through your site, I was amazed at how few cars have original engines, transmissions, and most notably, bodies. It is really only a handful of cars which I would consider preserved, as defined in my book, the Stewardship of Historically Important Automobiles. As you know, there seems to be no disincentive to putting new bodies on the car, mostly fabric covered LeMans replicas, and otherwise altering many of the original features. These cars, my opinion, are somewhere between replicas and good cars, although it is great to have them on the road. As time goes on, cars, historical significance will become rarer and rarer, and there are few that are preserved. That is why in my Museum we only deal with cars with original bodies and engines, and about a quarter of them here are original, unrestored. They're getting harder and harder to find. About MS3926; car was ordered by TG Moore who at the time was publisher of the Motorsport Magazine. He ordered specifically from VDP with a "fully valenced aluminum body" with the doors coming down to the frame rail, and the running boards in line with the wheel centers. This apparently was to relieve someone, probably a young lady, from the embarrassment of having to climb over those small doors so typical for the sporting VDP cars. When discovered, the car had all of the features listed in the factory records and the body maker’s report. We received it as a complete car with the body intact although the rear portion had to be repaired. The wood on the running board was also replaced. When we received it, it had a non-original folding windscreen, which had obviously been on the car for a long time, since we have pictures of it in England just after the War with a folding windscreen. We did what I call a mixed restoration. Since we are not chasing trophies at shows, everything that could be kept in original condition was preserved. Nothing was shined. The original dashboard wood — with an extra hole was kept. Consequently, under the hood, it does not look real fresh. On the other hand, it did require paint and upholstery and this was done to the original colors as best we can determine. We did replace the headlamps with the correct style. A small repair was done on the corner of the supercharger cover before it was painted. Consequently have believe it is one of the most original supercharged Bentleys around, although it does not compare with at least one on your list which is totally preserved and in absolutely wonderful condition. I can send more pictures if you are interested." March 26, 2013 Dr. Frederick A. Simeone has established a foundation to preserve and display 54 selected cars built 1909 and 1975. Opened in 2008, the Simeone Foundation Automotive Museum was recently voted "Museum of the Year" by the International Historic Motoring Awards at the ceremony in London. The museum is located in Philadelphia, Pennsylvania and the web site is www.SimeoneMuseum.org</s>

<s>[INST] What details can you share about the following response? [/INST] We were looking for that nearly extinct beast, a Blower with its original body; the majority of the survivors were by then re-invented as boy racers. We bought her from Mr. Carter in 1981 and started a restoration. The car was in remarkably preserved condition though it did not have top bows, (nor does it have them now). Other than that, nothing was seriously missing. The rear end had been cut back a bit, but this was easily restored. Beyond this, all external metal was original. There were no missing instruments. The original engine and the D-type gearbox were intact and really did not require much internal fettling, although they were refreshed. The sump had to have repairs because oil had been laying in it for decades and this ate through the metal in some spots.</s>

<s>[INST] What is the main topic of the following response? [/INST] The mechanical work was done by Jim McHenry of the Ball and Ball Shop in West Chester, Pennsylvania. Jim and I had an excellent working relationship and he understood exactly what had to be done. He did a superb job on the engine and transmission. The work on the rear of the body was easily finished and then she was sent to Fred Hoch for paint. David George (of D.L. George Coachworks), functioning in his usual versatile way, managed to do a superb upholstery job exactly according to Bentley standard. Today, she runs very well but is no gem in the handling department. The heavy front end resists crankling in contrast to the litheness of the 3-liter. But the sight and sound of the always exposed blower prods the effort. Driving Impressions: Supercharged Bentley In the September 7, 1945 issue of The Autocar, the editor had the pleasure of driving Woolt Barnato's 1930 supercharged Bentley. He recalls, "I had a run in this car soon after it was completed and it certainly had tremendous punch, but in common with the company's own demonstration model, it was inclined to boil in traffic and was prone to rather a lot of spitting back from the supercharger blow off valves. The works then fitted a compression plate and Barnato took the car around to Brooklands where exhaustive tests showed it to be much improved. The speedometer went right round to 105 in top gear. Despite the considerable weight of the car, acceleration also proved to be pretty outstanding, 60 being obtained from 10 miles per hour in about 15 seconds and 90 in just about 45 seconds. The supercharger blew at a maximum of about 10 pounds per square inch and made a very attractive low whining sound when idling." Four years previously, in the same magazine, a similar blower Bentley was tested with a comment "this example 'blower' struck me as a quite mild-mannered machine. You could burble about with it in top gear in an altogether surprising fashion, the engine turning slowly on the very high ratio, about 3.3, as to make it almost possible to count the explosion. It certainly would tick over evenly at below the indicated 500 rpm. As to starting, few strokes of the Ki-gass and it was firing away."</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] If you are a hard-core Vintage Bentley enthusiast, the first question is, "Will I learn anything new in these books or are they just a rehash of previous Bentley books?" Having read everything Bentley that I have been able to lay my hand on since my youth in the 1950s, I have good news. James Taylor notes in the introduction that he recognizes the abundance of previously printed Vintage Bentley literature over the last 80 years and the current crop of books available. This is an effort to entertain and inform enthusiasts who have not read all of the expensive and difficult to find out-of-print books. For those of us who have forgotten much of what we have read years ago, he approaches the readers with a detailed analysis of the specific cars and models. That approach works. His goal of mixing old content with new content and pin pointing, as the title states "In Detail" specific cars and models will capture and hold the reader's attention. The word "detail" should not be misconstrued to mean "technical". These are not restoration manuals but a through look at the cars inside and out with historical, statistical, design, engineering and racing information discussed along with photos. It is clear that Taylor is a knowledgeable Vintage Bentley enthusiast and that writing comes as second nature to him. It is a formidable task to present what we may remember in a light that makes it worthy of review and more interesting than before. But he accomplishes exactly that. As I read the two volumes, I developed the eerie feeling that I wish I had written these books because he is writing the books that I would have written had I had his time and talent. The format, style, content and photos are all excellent and presented in a quality manner. The "Four-Cylinder Models" volume will take you from his formative years when WO was influenced by his education in locomotives, managing / sale / racing as a DFP dealer and an aero engineer in the Royal Navy, to the last 4½ litre built. An impressive strength of the books is that Taylor does not bounce from one car to another but documents individual cars and models thoroughly. For example, six pages and 14 color photos are devoted to EXP 2. This approach is repeated over and over again in both volumes. Highly commendable! The "Six-Cylinder Models" is the companion to the first volume and in every way continues the theme from the development of 6½ Litre through the 8 Litre as finances plunged Bentley into a desperate effort to continue with the disastrous 4 Litre and into receivership. But along the way, the 6 cylinder cars were grand tourers and winners at the track. Lastly, I would like to express my gratitude to James Taylor for his kind words regarding this web site and that he found the work that our contributors have put into the web site useful. Click here for our web site's reference list of additional Bentley publications.</s>

<s>[INST] What is the main topic of the following response? [/INST] When one thinks about doing a camping trip of a life time – a 4100-km grand tour of Europe – they think long and hard about what type of car they should take on such a journey. They may think of taking a VW Westfalia or a Volvo wagon. Maybe even a small SUV. What doesn’t come to anyone’s mind is taking an antique Bentley. Well, nobody except Anthony Belcher. Most people probably base the decision on what car to take based on fuel consumption, leg room, comfort and reliability. They would not come up with a 1925 Bentley Vanden Plas bodied tourer. But that didn’t stop Anthony from starting up the three-litre motor that was nearly 90 years old, packing up a tent in the trunk and hitting the open road with his wife, Ros. The six-week long trip from their home in Britain, to eastern France, then to Belgium, Luxembourg, Germany, Switzerland and Italy. Then they’d head back to the south of France then to Calais and finally back home.</s>

<s>[INST] What is the main topic of the following response? [/INST] The short-chassis Bentley is very original, still keeping the factory body and Smith five-jet carburetor. Many cars have been coverted to Le Mans-bodied replicas and most owners also change over to Sloper carbs, but not this example. Anthony purchased it 2004 from Beaulieu Garage in Hampshire and it was a runner, but a bit of a project. "Mechanically it sounded dreadful with knocks bangs and splutters, but above all this, it had that charisma that you only get from driving a vintage Bentley. I just had to buy it – warts and all," Anthony recalls.</s>

<s>[INST] What details can you share about the following response? [/INST] He drove the car for about two years until he remembers hearing his 18-year-old son shout "Conrod!" after hearing a bang in the engine. He immediately shut off the engine and it was in fact a broken connecting rod, which meant it was time for an expensive rebuild. It would be off the road for six months, but in that time, there was a two-week road trip planned to Devon and Cornwall. With the Bentley in the shop, what do you do? Rent a car? Nonsense! You take your 1926 Austin Twelve. He had previously taken a camping trip to France in his TVR Taimar, so this wouldn’t be that difficult. Despite rainy weather, there were no problems and the Austin held up.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] With the rebuilt engine running smoothly in the Bentley, the next year the couple were off to France again for another big trip. They stayed in small hotels and guest houses and when they returned, Anthony had an idea. He could buy a tent for £50, stuff it in the back of the Bentley and even if they got one night’s stay out of it, it would have paid for itself. And ever since, they’ve been camping more and more with every trip, which culminated into the massive trip across Europe last September. The rare car has now not only changed how they travel, it defines it. Imagine pulling into a campsite and seeing the rare and expensive classic. Beside it, a little blue tent. “It’s travelling in the Bentley which makes our holiday. People are always happy to see us and constantly want to know about the car. We have arrived at several campsites and been applauded by all the other campers as we make our way to find our pitch for the night,” said Anthony. “They all want to take photographs and talk about the car before we have a chance to put the tent and get ourselves organized for the night. They, without exception, always wait to see us off in the following morning shouting a cheery ‘bon voyage’. It’s great fun something you certainly would not get travelling in a more modern car.” So how did the very vintage Bentley hold up for a six-week journey that stretched nearly 2,600 miles? It wasn’t without its hiccups, but it made it back without any major issues. A switch for the brake lights failed, which caused the lights to stay on constantly, so they were disconnected instead. The engine got a bit hot from time to time as it climbed through mountain passes in the Swiss Alps, but that just meant Anthony had to take a few pit stops to let the engine cool for a few moments. Overall, Anthony was very happy with the Bentley’s performance and can’t wait for the next European road trip!</s>