Bentley S2
The last of our gathered cars, the Bentley S2, is the grandest and most imposing of them all. It’s so tall I have to step up into it as you do in a modern SUV. It’s more than 17ft long and from the driver’s seat most of that length seems to be bonnet – the flying ‘B’ on the radiator grille looks a long way off. Cabin space is no more than adequate, but what a cabin… a dashboard carved from solid wood groups all the instruments and controls in the centre. The 120mph white-onblack speedo is upside down so that the most useful range is visible inside the wheel rim, and it’s mirrored by a circular cluster on the opposite side of the panel containing gauges for oil, water, amps and fuel. The tiny ignition key inserts into another circular black panel in the centre of the dashboard, and when I give it a twist the starter coughs discreetly like a good butler as it awakens the V8.
The L410 engine made its debut in the S2 and its Rolls-royce Silver Cloud II sister car, replacing the 4.9-litre straight six that could be traced back to the Twenties. Rumours circulated that it was an American engine made under licence but in reality it was an all-crewe design, though mated to an American gearbox sourced from General Motors. It’s a smooth, fuss-free powertrain that wafts the Bentley along near-silently, and the refined feel is underlined by a calm and composed ride. The big three-spoke Bakelite steering wheel can be twirled with one finger but needs big arcs of movement, encouraging a smooth driving style that makes the onset of the considerable body roll seem more gradual. Manoeuvring is made trickier by a turning circle that’s more Torrey Canyon than taxicab. But that’s a small price to pay, and the compensation is that every moment behind the wheel of the Bentley feels special.
But the Bentley S2 suffers from all the same problems as other classics. The doors, boot lid and bonnet are aluminium alloy but the rest of the body is steel and rust is a major issue. Outwardly presentable cars can hide significant corrosion, so any potential purchase needs to be inspected carefully. The inner and outer wheelarches rot, as do the body mounts and the multi-section sills. Each sill assembly is £800 in parts alone and the bill for full bodywork restoration can easily exceed the value of the car. The chassis is less prone to rot, though acid leaking from the bootmounted battery can attack the rear chassis rail on the driver’s side. Restoring an interior to original condition could cost £20,000 because of the quality materials and skilled labour required.
Mechanically the news is better. The all-alloy engines generally wear well but can suffer from internal corrosion if coolant without appropriate inhibitors is used. Valve lifters are self-adjusting hydraulic so any valvetrain noise on a warm engine is bad news. Parts are still available from Bentley but the costs add up so budget at least £10,000 for a full engine overhaul. Maintenance can be difficult because the engine is squeezed into a space designed for a straight six – the offside front wheel has to be removed to change the spark plugs. Transmissions are trouble-free, but watch for dirty or burnt-smelling fluid. The all-drum brakes work well if the complex hydraulic/mechanical system is carefully set up but the gearbox
‘The wheel can be twirled with one finger but needs big arcs of movement, encouraging a smooth driving style’
driven servo is complex and an exchange unit is £450. Sagging suspension can be a sign of poor lubrication or tired springs.
The Standard Steel S2s are worth much less than coachbuilt cars. Project cars start around £8000 and sound examples can be had for £17,500 or so, with very good cars at £30,000-£32,000. Concours examples can reach £45,000. By contrast the coachbuilt Mulliner, Park Ward and James Young cars can easily fetch £350,000 or more. The Bentley is the most expensive car here but it oozes class, and in Standard Steel form it looks great value alongside its coachbuilt brethren. The BMW is crushingly competent and remarkably affordable, while the Daimler and Rover offer old-world English charm overlaid with layers of innovative design. But I’d take the Mercedes-benz. It’s comfortable, fun to drive and a good one promises pain-free ownership – and under all that Teutonic solidity and efficiency it has genuine soul.