FEATURE - 1965 Bentley T-Series
Words: Mike Ryan
Photos: Bentley Motors
For Bentley, the launch of the T-Series in 1965 was arguably the lowest point in the brand’s loss of individuality under Rolls-Royce ownership. Despite being the same as a Silver Shadow in almost every respect, the T-Series was still a fine car, as well as being a significant milestone in the modernisation of Bentley. Thus, when the very first production model was discovered after years in storage, it was only natural for Bentley to want it for their Heritage Collection.
At present, 45 cars are in Bentley’s Heritage Collection, covering almost the entirety of production, from W.O. Bentley’s own 1919 ‘EXP2’ 3-litre (the oldest surviving Bentley), to a 2021 Continental GT Speed. Naturally, Bentley icons like the Speed Six, 4 ½-litre ‘Blower’ Le Mans team car, Corniche and R-Type Continental feature in the Heritage Collection, along with more recent models that helped to re-established Bentley’s image, like the Turbo R, Mulsanne, Flying Spur and Continental GT.
As broad and comprehensive as the Heritage Collection is, the lack of a T-Series is a notable gap and one that was only plugged recently.
Badge Engineering
Following Rolls-Royce’s purchase of a bankrupt Bentley in 1931, it took two years for a new model to reach the market. When it did, the resulting 3 ½-litre was based heavily on the Rolls-Royce 20/25 and was built at the Rolls factory in Derby.
After World War II, when Rolls-Royce car production moved to the wartime ‘shadow factory’ in Crewe, Bentley followed, becoming more closely aligned and less individual with each new model. There were some exceptions, like the coachbuilt R-Type Continental and related S1, S2 and S3 Continentals, which had no direct Rolls-Royce equivalent, but for the most part, Bentleys of the 1950s and early 1960s differed little from their siblings with the Spirit of Ecstasy radiator mascot. A Bentley MkVI was similar to the Rolls-Royce Silver Wraith, the R-Type mirrored the Silver Dawn and an S1 was virtually the same as a Silver Cloud.
Despite the similarities, Bentley had consistently outsold Rolls-Royce throughout most of this period. That began to change in the 1960s and gained pace when an all-new Rolls-Royce model arrived.
Moving to Monocoque
In 1965, when Rolls-Royce released their first car without traditional body-on-chassis construction - the Silver Shadow - it followed that there would be an equivalent Bentley. That car was called the T-Series, which retrospectively changed to ‘T1’ when an improved ‘T2’ version was released in 1977.
The benefits of monocoque construction included less rattles and squeaks. In theory, it should have meant reduced weight, too, but not in this instance – the T1 was almost 200kg heavier than the separate-chassis S3 it replaced. For a marque like Bentley, whose sporting credentials had been established by wins at the 24 Hours of Le Mans three decades earlier, that was a little galling. The marque’s performance heritage was finally re-visited in 1982 with the release of the Mulsanne Turbo, followed by the Turbo R three years later.
Until then, the T Series was more about luxury than speed. It made do with the same 6.2-litre V8 that had been introduced for the Bentley S2 and S3. A GM-sourced automatic transmission with column shift was standard, as was power steering, reflecting the fact that more Bentley buyers were now driving their cars than being driven in them.
Some innovative – for 1965 – features included four-wheel disc brakes and fully-independent suspension with self-levelling dampers, controlled by a complex hydraulic system. The T1 experience was all about making the ride as plush and comfortable as possible – perhaps a little too plush, as suspension changes were introduced in 1969 and further refined over the next five years. Air conditioning became standard in 1969 with a 6.7-litre V8 introduced in 1970.
The T-Series launched as a four-door sedan, but two-door coupes and convertibles were soon available. In the tradition of past Bentleys, the two-doors were coachbuilt, primarily by Mulliner Park Ward, while the sedans were factory built.
Diminishing Returns
The move of luxury car buyers away from Bentley and toward Rolls-Royce that had started earlier in the 1960s accelerated over the T1’s lifetime. From 1965 to 1977, just 1,712 T1s (including a handful of coachbuilt sedans, but excluding the two-doors) were built, compared to 19,497 units of the Silver Shadow in the same period – a ratio of more than ten to one. This was in spite of the Bentley being marginally cheaper, but “cheap” is a relative term when talking about this end of the market.
In C1965 Australia, a Bentley T1 would set you back around $23,000, which was ten times the price of a new HD Holden and close to the most expensive new car you could buy back then. Only a Silver Shadow and the big Mercedes-Benz 600 cost more.
As good the Silver Shadow’s sales success was, a byproduct was that the market became “flooded” with them, so they soon lost their lustre and exclusivity. This was compounded by early onset rust and poor maintenance practices by a new generation of owners who didn’t value such cars in the same way that previous generations did.
The rot affected Bentley, too, meaning few good T1s survived into the new millennium. Luckily, one very special example did, although it needed some help to get back to its former glory.
Finding Number One
While “first production” cars are usually revered today, held onto by their manufacturers for museum display, stashed in their archives or donated for charity auctions, that wasn’t the situation 60 years ago. In the case of the first Bentley T1 – Chassis #SBH1001- it was registered in September, 1965, and debuted at the Paris Salon d’Auto soon after. Following time as a press demonstrator, the car was released into the wild and thought to be lost. However, almost two years ago, the first T1 was discovered and brought to the attention of Bentley Heritage Collection staff.
“Our Chief Communications Officer, Wayne Bruce, and I quite literally found it under a tarpaulin in the back of a warehouse,” said Mike Sayer, Head of the Bentley Heritage Collection. “Given it was the first-of-line chassis we knew we had to save it.”
As found, T1 #SBH1001 was partially stripped, with no dash, no interior and an incomplete wiring loom. All the running gear was still in place, but the engine hadn’t been turned over for 15 years.
Fixing Number One
A group of Bentley apprentices started the process of dismantling and assessing the car, which revealed subframe rust and evidence of accident damage. It was then handed over to the expert team at P&A Wood. Bentley’s trusted partner for Heritage Collection projects, P&A Wood are specialists in the preservation and restoration of classic Bentleys. Louise Wood, daughter of co-founder Andrew Wood, led the project, supported by Coachwork Manager Dave Lowe – a P&A Wood veteran of 23 years.
With a mantra of “repair over replace”, the original car’s components were retained where possible. When replacements were required, T1 parts aren’t something you’ll find on the shelf, so P&A Wood sourced a donor car of similar early manufacture to supply missing components.
It turned out that the car’s running gear needed the least attention, with the 6.2 V8 firing back to life after a basic service. The transmission needed only minor adjustment and just oil and new seals for the diff.
The vibration-deadening Vibrashock suspension mounts and two-circuit hydro-pneumatic ride height control were thoroughly overhauled, with all the hoses for this complex system replaced.
Bentley-specific components, like the brake distribution valves, were restored to full working order, too.
Returning the interior to as-new condition was a far greater challenge, but P&A Wood are experienced in this area and had Bentley’s own Mulliner Bespoke division to call on for materials and additional expertise. Rewiring and fitting the dashboard proved to be a major undertaking, requiring huge amounts of time and perseverance.
The fresh interior now features an abundance of grey leather, matched with grey carpeting and accented with walnut dash and door trim. This complements the resprayed Shell Grey paint and exterior trim. Brightwork and bumpers were cleaned and polished, but not re-chromed – a deliberate decision to preserve the original patina.
Paint on this project proved to be just as time-consuming as the interior. The aforementioned accident damage meant panel gaps were inconsistent and one rear wing was corroded so badly it had to be replaced with metal from the donor T1.
After much work and with the body ready for paint, multiple coats of 2k high build primer were followed by careful sanding once dry.
“We spent a lot of time softening the panel edges, so they don’t look carved out of filler,” P&A Wood’s Lowe said. “And though we’re using modern two-pack finishes, we tried to do everything in the old Crewe way.”
That approach included a final sand down with 8000 grit sandpaper, followed by machine polishing to make the metallic grey paint sparkle.
In its original specification, #SBH1001 was not fitted with exterior mirrors and had Rolls-Royce-branded seat belt buckles – both details were retained for the restoration. The final flourish was adding the same ‘1900 TU’ number plate this car wore when it was part of Bentley’s press fleet.
Completing the Collection
“This T-Series is one of the final two pieces of the puzzle to complete our rejuvenated Heritage Collection,” Sayer explained. “Together with our T-Series Mulliner Coupe, this revitalised sedan completes the Bentley heritage story of the 1960s and 1970s, and is now an outstanding example of the model.”
Along with the other cars in Bentley’s Heritage Collection, the first T-Series lives at Crewe as a display vehicle, but is kept in running, road legal condition for use at company events and on special occasions as needed.
