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Bentley's racing heritage

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We sample Bentley's first race-winning car, the 1921 EXP 2, alongside the company's 2003 Le Mans winner and the current Continental GT3 racer

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Le Mans,Bentley ,Classic cars,Cars,Standard,Cars Editor's choice

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premium news sport business money opinion obituaries travel tech & science culture film tv lifestyle fashion luxury cars video free mobile app jobs financial services rewards events dating offers shop garden shop bookshop box office puzzles fantasy football wine shop work at the telegraph log out my account subscribe rewards search video login register subscribe rewards search video log out rewards my account search video home news sport business all sections lifestyle cars a-z car finder reviews advice news leasing classic cars comment long-term tests new car offers more telegraph lifestyle cars classics bentley's racing heritage exp 2 returns to the site of bentley's first race victory, at brooklands, joined by a speed 8 that won at le mans in 2003 and the current continental gt3 credit: andrew crowley paul hudson , deputy editor, telegraph cars 16 may 2016 • 5:55pm we sample bentley's first race-winning car, the 1921 exp 2, alongside the company's 2003 le mans winner and the current continental gt3 racer it is 95 years since a bentley won its first motor race, and we were lucky to go for a spin in that very car at the site of its victory, the banked circuit at brooklands. frank clement, wo bentley’s development engineer and racing driver, won the junior sprint handicap at brooklands on may 16, 1921 in exp 2 which was built in 1919 at the company’s original cricklewood workshop. joining in the celebrations were some more recent victorious bentleys, the 2003 le mans 24 hours-winning speed 8 and the latest continental gt3, which takes to the track this weekend at silverstone. exp 2 ambles along the brooklands banking, where it won bentley's first race credit: andrew crowley exp 2 is the oldest surviving bentley, the second ever made and the first to win a race. according to bentley, its value is incalculable. exp stands for experimental and is the prefix given by bentley to this (and all subsequent) pre-production models, and latterly has been applied to motor show concepts (such as the new bentayga suv, which in its concept form was designated exp 9). the bentley 3 litre drew on wo bentley’s racing experience, when he pioneered the use of aluminium pistons, and was influenced by pre-war designs from mercedes and peugeot. its 3 litre monobloc engine had four valves and twin spark plugs per cylinder, and made extensive use of aluminium and magnesium - this was an advanced specification for 1920, especially for a road-going car (although the idea had been been to produce a racing car for the road, with touring accessories). there's nothing for the riding mechanic to hang on to, as i soon discovered credit: andrew crowley the first of the three prototypes, exp 1, was built at new street mews off baker street in london and first ran in october 1919. exp 2 was built at bentley’s new works in cricklewood, north london, with a chassis exhibited at olympia in november 1919 and fitted with a plain, two-seater body. the final one, exp 3, was wo bentley’s personal car and became known as the cab. exp 1 received a glowing report in the autocar from sch “sammy”’ davis, who would later race the works bentleys at le mans, winning in 1927. the engine was advanced for its day, the chassis less so credit: andrew crowley exp 2 made its debut at the 1919 olympia motor show and has a reasonably well documented history. it was rebodied in march 1921 and its experimental engine was replaced in 1922 by a spare racing engine, and again in august 1922 with production engine 144. before then, it made an appearance as the first “works” bentley racer at the daunting banked circuit at brooklands on may 16, 1921, when frank clement (who also won at le mans for the company, in 1924) recorded bentley’s maiden race victory. it won again at the june 1921 brooklands meeting, easily beating luminaries such as archie frazer, malcolm campbell and henry segrave. by the time it was sold to truck manufacturer je foden for £425, exp 2 had achieved 11 wins and seven second places. back where it all began. built in 1919, exp 2 is the oldest bentley in existence credit: andrew crowley my first impression is how rudimentary it seems, even for such an advanced design in its day. well, the engine was, but like everything else of its era exp 2 had a ladder-frame chassis suspended on cart springs, with narrow (and not at all grippy, as it turns out) tyres. oh, and brakes on the rear wheels only. the winged bentley emblem atop the tall radiator is worn smooth by 95 years of polishing. the maroon paintwork is lustrous, and contrasts beautifully with the alloy bonnet with its brass hinges. the cockpit is incredibly narrow, filled with a full-width, plushly upholstered bench, with a smattering of dials on the facia. i took the job of riding mechanic, as the car would have had in its day, pumping the fuel to maintain pressure and generally trying to stay on board. there’s nothing to hang on to - at least the driver can tighten his grasp on the steering wheel - and a momentary slide on the damp, crumbling concrete of what’s left of the brooklands banking served as a reminder of the heroism of the men who fought to control these cars. unlike modern circuits, the brooklands track wasn’t particularly smooth when it was new and the ravages of time are all too evident in a heavy car with rudimentary suspension. this is the actual car that won the le mans 24 hours in 2003, 73 years after the bentley's previous victory credit: andrew crowley what a contrast with the 2003 speed 8, all long, low and aerodynamic. this is the actual car that won the 24 hours of le mans that year, driven by tom kristensen (who subsequently became the most successful driver in the event, with nine wins, all but two with audi), rinaldo capello and guy smith. bentley’s win that year came 73 years after woolf barnato and glen kidston claimed the last victory of the “bentley boys” era. such is the rate of development in endurance racing prototypes that i doubt whether the speed 8 would be remotely competitive at le mans now, but it certainly looks the part and has a purity that’s lacking in the current generation of cars. fancy averaging 133mph for 24 hours in this? credit: andrew crowley after clambering over the wide sill and tumbling inside, the carbon-fibre survival cell is incredibly cramped and festooned with switches and electronic components, but at least it has air-conditioning. the view out is akin to peering through a letter box. under the rear carbon-fibre bodywork lurks a 4.0-litre v8 with four valves per cylinder and twin turbochargers, sourced from fellow vw group company audi. it drives the rear wheels via a six-speed sequential gearbox, which is operated by paddles behind the tiny steering wheel. the steering is power-assisted, which is no doubt welcome in a 24-hour race. still looks like it could win at le mans 13 years after it did so credit: andrew crowley the rest is standard racing car practice, with double wishbones, pushrods, torsion bars and telescopic dampers for the suspension. after a shakedown test at snetterton on june 2 and 3, it went straight to le mans for qualifying and less than two weeks later its career was over, having won the greatest race in the world. the continental gt3 racer is ill-suited to the brooklands banking credit: andrew crowley bentley’s current commitment to motorsports comes in the form of the continental gt3. like the speed 8 it also has a 4.0-litre, twin-turbo v8, although this has far more in common with a production engine in keeping with the gt3 class regulations. it develops up to 600bhp in unrestricted race configuration, according to bentley. the road car has four-wheel drive but the racer’s power is transmitted to the rear wheels via a carbon-fibre propshaft to a six-speed sequential gearbox with a limited-slip differential, mounted as a transaxle for optimised weight distribution. if you squint (and simply ignore the monstrous rear wing), it even looks pretty much like a road car, although the there’s precious little remaining of the standard body. you could almost imagine it's a standard continental gt... credit: andrew crowley at the front there’s a huge carbon-fibre splitter and gaping bonnet vents. the wheel arches are swollen and the exhausts exit either side, under the lightweight doors. the interior is a far cry from the opulence of a bentley road car, with a mighty rollcage and everything unnecessary for racing simply removed. despite the race specification, the gt3 remains hand-crafted, with the steering wheel, door pulls and seat all hand-trimmed and stitched by bentley’s craftspeople at crewe. the gt3 racer's interior credit: andrew crowley the facia is a carbon-fibre replica of the standards car’s, however, although the driving position is anything but, with the heavily bolstered seat on the floor and the steering wheel jutting into your chest. and it’s rude, firing with a shattering, hammering v8 bark that doesn’t abate. the great irony is that the gt3 was too low to negotiate the brooklands banking, meaning that despite the advances of 95 years the oldest of the three was also the easiest to live with. for all the latest news, advice and reviews from telegraph cars, sign up to our weekly newsletter by entering your email here a-z car finder more classic car stories lightweight jaguar e-type reborn 100 jaguar e-types to drive coastal tour of britain aston martin db3s: your chance to buy the best of british pure perfection: ferrari 275 nart spyder driven lifting the covers on ford’s secret classic car collection  do famous tv cars make a good investment? more classic car stories share this article follow the telegraph follow on twitter follow on facebook follow on instagram follow on pinterest read more about: bentley classic cars le mans show more view comments if you would like to add a comment, please register or log in register log in please review our commenting policy follow the telegraph follow on twitter 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