“About 15 years ago it was for sale for $3m, but that would have meant selling my D-type, which I wasn’t prepared to do,” Ben explains.
“Then four years ago I saw it on the internet. I knew where it was – I had been tracking it – and luckily Bob Halpern, who had owned it until 2007, hadn’t had the money to do much apart from a few concours events, and that’s what saved it.
“Eventually the owner said he would sell the car to me for what he paid for it.”
The car arrived back in the UK in March 2017 and went straight to Classic Performance Engineering at Bicester Heritage, which looks after Eastick’s Jaguar.
A photograph from the Bentley T-type Special’s track debut in ’76
“To start with, we just changed the fluids and got it running to be able to have a drive around on site,” says James Waddington, who did the recommissioning and restoration work.
Eastick then competed at BDC Silverstone in August 2017 without the blower.
He qualified second and led the first lap but, with the engine overheating, he finished fourth in the Bentley scratch race.
“In December we did some cold, wet-weather testing see how the original set-up worked, then stripped every nut and bolt,” says Waddington.
‘Being brave, you can just about redline it in second on Bicester’s short straight’
He continues: “The suspension and safety-critical items were crack-tested and surface-finished.
“The wiring was completely replaced and the chassis painted, but the body wears its original Jaguar Midnight Blue paint.
“The Americans had put stickers down the sides, but luckily Richard Tipper of Perfection Valet was able to save the paintwork.”
The Bentley’s elegant proportions were inspired by the Lister ‘Monzanapolis’
CPE boss Martin Greaves adds: “The R-type gearbox has been the Achilles’ heel of Bentley Specials for decades because it was only designed to handle 200bhp.
“We rebuilt it but it failed as the lap times came down in testing before BDC Silverstone in 2019, and again a year later.
“We redesigned and remade the gears and shafts, and put on ‘handcuffs’ to keep the shafts together. Otherwise the immense torque forces them apart and it starts stripping gears.”
The engine was still the original development unit, which Eastick wanted to keep, so CPE engineered tie straps to strengthen the bottom of the block.
Upon its return to the UK, Ben Eastick’s Bentley T-type Special was restored by Classic Performance Engineering at Bicester Heritage
The Roots-type Wade supercharger was the original and came back with the car from the USA, apart from one part of the inlet, subsequently found in late Lyncar boss Martin Slater’s garage in Wales.
Waddington reinstalled the Ki-Gass system, a manual pump that injects a small amount of fuel into the intake instead of using a choke.
The ‘Blower’ Bentleys of the ’30s used exactly the same system.
“He didn’t know where to put it,” explains Eastick, “but the only place for it was on the transmission cover – which is exactly where it was originally.”
The Bentley T-type Special struggled to find racing success in period
“Once the supercharger was commissioned, we did development work on the SU carburettors to get the fuelling correct throughout the rev range, which involved turning down the carb needles to the correct profile,” Eastick continues.
“Barry and Lyncar never got to that development stage in period.”
The rebuild also made it possible to incorporate rack-and-pinion steering for the first time.
“Because Crewe was working with General Motors in the 1960s, it is a GM unit,” says Eastick, “which Barry intended to fit for the 1978 season but it never happened.”
Ben Eastick pushes the unique Bentley racer towards its first win, at the BDC Times Trophy race at Silverstone in August 2021 © Roger Gage
“The original, unassisted recirculating-ball steering was adapted for road use with a Jaguar servo, so the rack-and-pinion was never tested until now,” he explains.
It all worked: Eastick finally won the car’s first race, the BDC Times Trophy scratch race at the Bentley Drivers Club meeting in August 2021, vindicating his decision to keep the car at its original 6230cc, when upgunning it to 6750 would have been easy.
“To top it all,” says Eastick, “it’s the only Bentley racer to have had Crewe’s blessing at the very highest level.”
Images: Max Edleston
Thanks to Classic Performance Engineering; Scramblers
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Paul Hardiman
Paul Hardiman is a regular contributor to – and former Deputy Editor of – Classic & Sports Car