Bentley S3

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Bentley S3
Bentley S3 on a rainy day in Mulhouse.JPG
standard S3 saloon
Overview
Manufacturer Bentley Motors (1931) Limited, Crewe, Cheshire
Production 1962–1965
1286 standard S3 saloon
32 long wheelbase S3 chassis
311 Continental chassis
Body and chassis
Class Full-size luxury car
Body style 4-door saloon
Layout FR layout
Platform separate chassis
Related (with modified engine, transmission and different ultra-light coachbuilt body) Bentley S3 Continental,

Rolls-Royce Silver Cloud III
Powertrain
Engine 6.2 L Bentley V8
Transmission 4-speed automatic transmission
Dimensions
Wheelbase 3124.2 mm (123 in)
(LWB) 3225.8 mm (127 in)
Length 5384.8 mm (212 in)
Width 1898.65 mm (74¾ in)
Height 1631.95 mm (64¼ in)
Kerb weight 1,918 kg (4,228 lb)
Chronology
Predecessor Bentley S2
Successor Bentley T1
Most cars came with the standard body, differentiated from the S2 by the extra headlights and (less instantly apparent) the slightly lowered grill
standard S3 saloon 1964

The Bentley S3 is a four-door luxury car produced by Bentley from late 1962 until 1965.

The S3 was very similar to the S2. The most-visible difference was a four-headlamp layout that paved the way for the radically new Bentley T1 in 1965. The interior was modified with individual seats for front passengers and increased leg room in the rear. The 6.2 L (6230 cc/380 in³) V8 engine continued with minor modifications. The power steering was also improved.

Prices[edit]

  • Bentley S3 saloon: £6,126
  • Park Ward Continental sports saloon: £8,495, a premium of about 40%.[1]
  • for comparison: Jaguar Mark X including all taxes £2,022.[2]

Production[edit]

The standard S3 was built in the following quantities per model:[need quotation to verify]

(Continental below)

Changes from S2[edit]

The S3 was first announced and displayed at the Paris Motor Show October 1962.[1]
Exterior

  • Twin paired headlamps. Stepped up wattage from 120 to 150 increasing forward visibility by at least 250 yards and giving a better spread on dipped beam
  • radiator lowered 1½ inches allowing a lower bonnet line; restyled front mudguards with separate flashing indicators (formerly incorporated in the fog and spot lights); smaller over-riders on the bumpers front and rear.

Interior

  • front passengers now sit behind a fascia brow padded for extra safety and they have individual split-bench seats; the rear seat is two inches further back with modified corners and shoulder padding.

Operating

  • lighter power steering
  • more powerful engine, Horse-power increased 7 percent by employing a higher compression ratio, 9:1 instead of 8:1 and larger carburettors to give higher performance - improved acceleration and a top speed of 115 mph with no loss of economy; for the American market an engine "breather" to reduce air pollution.[1]

S3 Continental[edit]

Continental Flying Spur by Mulliner Park Ward
S3 Continental Flying Spur by HJ Mulliner

In 1959, Rolls-Royce acquired H. J. Mulliner & Co., coachbuilders (HJM). In 1961, HJM was merged with Park Ward, which had been in the possession of Rolls-Royce since 1939, to form Mulliner, Park Ward Ltd. (MPW). When production of the S3 Continentals commenced there were more differences than the adaption of the previous HJM design by Mulliner Park Ward: The cars were built at the former Park Ward premises in Willesden, North London. The HJM facilities were abandoned.

The S3 Continental was strictly coachbuilt. Most bodies were of the altered HJM style, available in fixed head or drop head coupe form. Of the 328 coachbuilt S3 (Continentals included here), nearly 100 were by MPW. Again, fixed head or a drop head coupe configurations were available. The most prominent visual difference from the s2 configuration was the four canted headlights.

For the first time, this body was offered on the Rolls-Royce Silver Cloud, as well as the S3 chassis. The final S3 was delivered in 1966, when the new Rolls-Royce Silver Shadow and Bentley T-series were readily available.[3] Like earlier Continentals, the sportier S3 bodywork was manufactured entirely from aluminum, unlike the heavier, steel bodied standard saloon. This, combined with higher gearing and the better compression ratios made for a markedly faster car. Four-doored Continentals bodied by H. J. Mulliner were known as the "Flying Spur", although four-door Continentals by other coachbuilders are sometimes erroneously referred to as "Flying Spurs" as well; the term only correctly refers to Mulliner's versions. Another elegant four-door saloon for the S3 Continental came from James Young).

Despite being highly desirable, the considerably more expensive Continentals (a premium of 40-50%) were produced in much smaller quantities than the standard S3 saloon, which outsold it by a factor of four.[4]

Production[edit]

  • Bentley S3 Continental: 311 (291 by Mulliner Park Ward and 20 by James Young)

Sources[edit]

  • Dalton, Lawrence: "Rolls Royce - The Elegance Continues", Dalton-Watson Ltd., Publishers, London, England, ISBN 0-901564-05-2
  • Walker, Nick: A-Z of British Coachbuilders, 1919–1960; Bay View Books, Bideford, Devon, UK (1997), ISBN 1-870979-93-1

See also[edit]

References[edit]

  1. ^ a b c Face-lift for Rolls-Royce and Bentley Models The Times, Tuesday, Oct 16, 1962; pg. 15; Issue 55523; col C
  2. ^ Motors And Motoring Swift, Silent Mk. 10 Jaguar in Class of its Own From Our Motoring Correspondent. The Times, Tuesday, Feb 12, 1963; pg. 15; Issue 55623; col F
  3. ^ (c) 1997-99 K.-J. Rossfeldt, ALL RIGHTS RESERVED. "Rolls-Royce Silver Cloud III". Rrab.com. Retrieved 2011-12-18. 
  4. ^ The Rolls-Royce Enthusiasts' Club - RREC - for Bentley and Rolls-Royce Enthusiasts