Miguel Sánchez
After the First World War, Europe was embarking on the path of recovery that would take it to the Roaring Twenties. Thus, at the first Paris Motor Show held after the Hispano-Suiza war, he presented the H6. A truly innovative model. With contributions of high technological quality such as its servo-assisted brakes. In addition, the seven-liter six-cylinder engine came from his experience in aviation, being able to put the vehicle above 140 km/h. In this way, the brand entered through the front door in the most exclusive segment of world motorsports. A fact that was confirmed with successive launches that culminated in the J12 of 1933.
Model already assembled in the new factory on the outskirts of Paris, which mounted a V12 with powers above 250CV depending on the version. However, such a technological escalation left behind certain buyers who, although well off, were not so well off to reach such levels. That is why Hispano-Suiza presented in 1925 the T49. An access model designed to be sold en masse thanks to its combination of quality, robustness and practicality. All this finished off with a more or less accessible sale price for the nascent urban bourgeoisie. That one that moved just one rung below the great fortunes capable of acquiring an H6 or a J12.
However, this tactic with the appearance of increasing sales in Hispano-Suiza was not successful. And it is that, after all, the T49 was located in a kind of intermediate zone where it was little for the usual buyers of Hispano-Suiza and too much for those who used to choose Studebaker, FIAT or Peugeot. Therefore, the economic impact of this access model was low. Coming to produce almost five times less T49 than H6. A commercial paradox also given in other luxury brands that tried to open up to new markets. In fact, along with the Hispano-Suiza T49, the Bentley 4 Liter is possibly the most illustrative example in this regard. In addition, it is the last model made by the brand before being absorbed by Rolls-Royce.
BENTLEY 4 LITRE, THE LAST BENTLEY
If we take a look at the first ten editions of the 24 Hours of Le Mans, we will constantly come across a truly dominating brand. Bentley. Not in vain, in the early stages of the race it won up to five victories -four of them consecutive- before surrendering to the dominance of the Alfa Romeo 8C. With these credentials, it is evident to qualify the house founded by Walter Owen Bentley as one of the tops of English motorsport. Furthermore, with the appearance of the 8 Liter destined to compete with the Rolls-Royce Phantom II limousines, no one could doubt the luxurious ambitions of its range.
In this way, Bentley not only represented a sports reference but also a luxury one. Thus covering a large part of the wealthiest clientele in the United Kingdom, among which were the so-called Bentley Boys. Millionaires and audacious pilot-client decisive in understanding the progress of the company during the twenties. Both in the technological aspect -Tim Birkin and his determination to develop the Blower supercharger-, as well as in the financial aspect -Woolf Barnato and his purchase of the company in 1925 to later win the 24 Hours of Le Mans three times in a row. -.
However, when everything seemed to be going from strength to strength, the Crash of 1929 arrived. Abrupt and devastating, this event removed international finance from the illusion of unlimited growth. That's the way it is, the segment dominated by Rolls-Royce, Duesenberg, Isotta Fraschini or Bentley itself saw its accounts seriously endangered. A whirlwind from which some brands were able to save themselves at the expense of others. Thus, one of the losers was Bentley. Hit by debt and falling sales from the end of 1929, it finally had to give up its independence to Rolls-Royce.
Of course, before he tried to save himself with the launch of an access model in the form and manner of the Hispano-Suiza T49. It was the Bentley 4 Litre, a design that far from increasing in displacement and size -as the 8 Liter of 1930 did- wanted orient itself to new markets exhibiting a rather more modest approach. However, if the upper class was affected by the economic crisis, the urban bourgeoisie was even more so.
For this reason, the Bentley 4 Liter barely found an audience with which to clean up the brand's balance sheets. In addition, his presentation became effective on May 15, 1931. Just a few weeks before a consortium behind which the management of Rolls-Royce was hiding absorbed Bentley. At this point, the Bentley 4 Liter can be considered the last Bentley as long as we talk about the brand as an independent company.
SHORT CHASSIS AND MORE ADJUSTED PRICE
After the economic emergency given since 1929, Bentley was not in a position to develop a new model from scratch. Something really expensive, and for which an initial investment is needed, which, many times, can only be given by a bank loan. Just what the company had to deal with. In fact, twice. Thus, the most sensible option to create the Bentley 4 Liter was finally chosen. Shorten the chassis of the spectacular 8 Liter, thus creating a quality base without the need to start from scratch in development.
Something that not only simplified production, but also helped our protagonist to cost 2/3 of what was marked for an 8 Liter. In this way, he sought to compete head-on with the Rolls-Royce 20/25. For this, it was equipped with a 3,9-liter six-cylinder in-line engine fed by two carburettors. Capable of delivering 120CV at 3.800 rpm thanks to the design elaborated by Harry Ricardo. Reference designer for the brand, who also happens to be one of the best thinking minds for the evolution of the combustion engine. In fact, he is held responsible for making diesel engines profitable at high speeds as well as multiple innovations in the world of tanks.
However, even having some of the best automobile firms of the time could save neither the Bentley 4 Liter nor the brand itself. Weighed down technically by a scarce engine for the heavy chassis and economically by almost zero sales for not having hit the nail on the head with its market niche, of this last Bentley only 50 units were manufactured. The survival of about ten is currently suspected. AND the one that illustrates this article It is possibly the most special, since its first owner was Woolf Barnato himself. A fact that adds even more interest to this exemplary care which, understanding the statement, is the latest Bentley.
Images: Thiesen Automobile Raritäten
