Bentley S-Series Continental S2 Drophead Coupe
The Bentley S-Series Continental, spanning the S1 (1955-1959), S2 (1959-1962), and S3 (1962-1965) generations, represents one of the most exquisite chapters in Bentley's illustrious history. These were the last truly handcrafted Bentley Continentals before the marque became more closely aligned with Rolls-Royce Silver Cloud production methods.
The S1 Continental debuted with the venerable 4.9-litre straight-six engine carried over from the R-Type, producing sufficient power for effortless continental touring. The real transformation came with the S2 in 1959, which introduced Rolls-Royce's all-new 6.2-litre aluminium V8 engine. This remarkable powerplant, whose output Bentley coyly described as 'adequate,' delivered approximately 200 bhp and transformed the driving experience with abundant torque delivered in near-silence.
The S3 Continental, introduced in 1962, featured a revised V8 with larger carburetors, a higher compression ratio, and twin headlamps that modernised the car's appearance. Performance improved subtly, though the Continental was always about effortless progress rather than outright speed.
What made these cars truly special was their coachwork. Unlike the standard S-Series saloons built on the Rolls-Royce production line, Continentals were supplied as rolling chassis to independent coachbuilders. Park Ward created elegant two-door saloons and drophead coupes, H.J. Mulliner produced flowing fastback designs, and James Young offered more formal interpretations. Each body was hand-formed in aluminium over a wooden buck, making every Continental subtly unique.
The Drophead Coupe variants are particularly coveted today. Park Ward's design featured graceful proportions, a power-operated hood, and an interior trimmed in the finest Connolly leather with burr walnut veneers. The driving experience combined the refinement expected of a Bentley with genuine sporting ability, the Continental chassis featuring stiffer springs, a higher final drive ratio, and upgraded brakes compared to standard S-Series cars.
Total production across all three series was remarkably low. Approximately 431 S-Series Continentals were built in all body styles, making them among the rarest post-war Bentleys. The S2 Drophead Coupe by Park Ward is considered by many collectors to be the most beautiful Bentley of the post-war era, combining the muscular V8 with the most elegant open-top bodywork available.
Today, S-Series Continentals command extraordinary prices at auction, particularly the drophead coupe variants. They represent a lost era of bespoke motoring, when customers could commission a truly individual motor car built to the highest standards of British craftsmanship.
Structural integrity is paramount — examine the chassis for corrosion, particularly around rear spring hangers and crossmembers. Coachbuilt bodywork in aluminium is prone to galvanic corrosion where it meets steel framework. The V8 engine (S2/S3) is remarkably durable but check for oil leaks from rear main seal and rocker covers. Automatic gearbox should shift smoothly with no slipping or harsh engagement. Interior restoration of leather and woodwork is extremely expensive, so condition matters greatly. Verify provenance and matching numbers through the Bentley Drivers Club. Ensure chassis number matches registration documents and body number plates. Chrome and brightwork are increasingly difficult to source. Budget for specialist maintenance — these are not cars for a general garage.
Built as rolling chassis at Crewe and bodied by independent coachbuilders including Park Ward, H.J. Mulliner, James Young, and Graber. The S2 introduced the new aluminium V8 that would serve Rolls-Royce/Bentley for decades. S3 added twin headlamps and revised interior.