BUYER’S GUIDE

Bentley S1 review

Classic British luxury in all its leather-lined, wood-trimmed glory is the perfect way to waft along the lanes…

What Is It?

Ungenerously, one might consider the Bentley S1 a badge-engineered Rolls-Royce, given it’s fundamentally the same as the Silver Cloud which it launched alongside in 1955. True, it’s a grille away from being the same car, but the Bentley targeted a subtly different crowd and it’s testament to the power of both brands they could each play to discrete buyers with basically the same product.

A grand, luxurious post-war saloon in the classic style, the S1 was built on a traditional separate chassis and had an engine with pre-war roots, but wasn’t shy of embracing modern technology like power brakes, air conditioning and even electrically adjustable rear dampers. A committed purchase today, the Bentley S1 and the still fancier coachbuilt Continental versions it spawned make for a beguiling and luxurious choice to this day.

Corrosive Areas

Sills

Chassis outriggers

Battery tray and boot floor

Checklist

Bentley S1 – also known as the S series – launched in 1955 alongside its Rolls-Royce Silver Cloud equivalent
Both cars use the same 4.9-litre six-cylinder engine, based on an earlier Rolls-Royce design
S1 uses a conventional steel body mounted to a separate chassis, while doors, bonnet and bootlid are aluminium
Some S1s gained coachbuilt bodies, though the bulk of such cars were based on the Continental version and offered in a variety of coupé, cabriolet and saloon configurations
Bentley-built S1 saloons remain (relatively) far more numerous, though
Earlier cars had unassisted steering, which can be heavy – later or retrofit power steering can be easier going but feels vague
Standard gearbox was a GM-derived four-speed automatic, though some manuals were apparently built
Two wheelbase options were available, comprising standard 123-inch and longer 127-inch
Air-conditioning was another option, and popular for cars sold in warmer climates
Any repair work is going to be expensive, so make sure you know what you’re getting into
Steel body has various rust traps, including sills and inner wings, while chassis can corrode on outriggers – inspect any prospective purchase thoroughly
Most cars will have been through multiple restorations at points in their lives by now, quality of which will vary – for a vehicle of this standing insist on only top-quality repairs, paintwork and trim
Ditto interiors, whose traditional wood and leather can be restored and rejuvenated by specialists but at a cost
Engine is tough and under-stressed, so shouldn’t cause bother if properly looked after – do the usual checks for cross contamination of oil and coolant, while excessive oil consumption could suggest a pending rebuild
Weeping oil around seals on block not unusual but bigger leaks could be cause for concern

How does it drive?

The S1 is a big, heavy car and not to be rushed. But that’s kind of the point, and the Rolls-Royce derived 4.9-litre six-cylinder engine is hushed, smooth and under-stressed. Non-assisted steering on earlier cars will test your shoulder muscles at lower speeds, though it lightens up once rolling and is arguably more direct than the power-assisted set-up seen on later models.

Most S1s will have the GM-sourced four-speed automatic, which is a good fit for the car and should get around its business without fuss. Braking is also decent for such a big, heavy car thanks to a combination of assisted drums with a mechanical back-up for the rears.

What’s good?

Accepted wisdom has it that Rolls-Royce owners tended to be driven around but Bentley buyers preferred to take the wheel themselves, meaning although the S1 is near-identical to the Silver Cloud it has a subtly sportier image. All things relative. The rounded grille is arguably a little smoother looking than the square-cut Rolls equivalent as well, and more of the Bentleys were clothed by coachbuilders (especially the Continental versions), meaning a greater variety of bodystyles to choose from.

The simple, luxurious interior also charms with its traditional mix of wood veneers, thick carpets and leather armchair-sized seating. Overall, the S1’s old-school interpretation of British luxury motoring remains as beguiling and attractive as ever, matched with still-impressive refinement that makes it a pleasure to waft around in to this day.

What’s bad?

These have always been expensive cars, and upkeep will be suitably pricey if you’re to do it the proper justice. That may not have always been the case over the car’s previous life, so make sure previous restoration work has been done to a suitable standard for the fact correcting other people’s past bodges will see you throwing (a lot of) good money after bad.

While mechanically relatively simple and dependable, sorting out any corrosion is also going to be a very expensive job, especially if you’re doing it to the standard befitting a car of this status. It’s also massive, imposing and hardly what you’d describe as an everyday classic.

Which model to choose?

Coachbuilt S1 Continentals offer a wider variety of configurations and looks depending on which company bodied the vehicle, but are considerably more expensive. Factory S1 saloons are, therefore, relatively more attainable and have all the elegance you could wish for.

With just the one engine choice and a relatively consistent specification over its production life the sensible advice is to just go for the best one you can find and afford, preferably with a long and extensive history file to verify it’s been looked after and restored properly. Power steering is probably worth seeking out for liveability, but beyond that, buy on condition.

Specifications – Bentley S1

Engine

4.9-litre straight-six, petrol

Power

c.150PS (110kW)

Torque

N/A

Transmission

Four-speed automatic, rear-wheel drive

Kerb weight

c.2,000kg

0-62mph

c.13 seconds

Top speed

c.100mph

Production dates

1955-59