The Bentley Mark V was Rolls-Royce's second Bentley model. Intended for announcement at the Earl's Court Motor Show set down for late October 1939 it had much in common with its predecessor. War was declared on 3 September 1939 and a few days later Bentley announced it had ceased production of civilian items. The Mark V was sold only as a bare chassis to be fitted with a body from an owner's own choice of coachbuilder. It proved to be the last Derby Bentley; after the war production moved to Crewe. Chassis It was a new design with very deep side rails to reduce flexing and to cope with the changed loads resulting from a totally redesigned independent front suspension in place of the beam axle. Engine Essentially the same as the Bentley 4¼ which it replaced, but with the number of timing gears reduced. See: The Rolls-Royce Motor-Car, Anthony Bird and Ian Hallows, B. T. Batsford, London 1972 page 282. Without a beam axle the engine could be mounted further forward and particular care was taken to mount it so as to minimise noise and vibration to the passengers. The engine displaced 4¼-litres (4257 cc/259 in³) with an 88.9 mm (3.5 in) bore and 114.3 mm (4.5 in) stroke. Gearbox Syncromesh was provided on all ratios but first and reverse. Previously it had been provided on just third and fourth speeds. This proved a very welcome refinement adding greatly to the pleasure of driving the car. The gear change lever was moved backwards closer to the driver by the seat squab, cutting back on the chances of finding cold steel up the trouser leg as the driver tried to get in or out. The clutch employed an improved design. A new divided transmission shaft eased potential vibration problems. Suspension This was the first Bentley to dispense with a leaf-sprung front beam axle. It followed Rolls-Royce's lead from 1936 and instead used a new design of independent front suspension in its completely new chassis. Low rate open coil springs sat within pairs of triangulated wishbones holding the front wheels at their outer point. The upper wishbones acted on a piston-type hydraulic damper, the arms at the bottom were set wide apart so that the rearward one could act as a torque member under braking. These assemblies on each side were linked by a strong anti-roll bar. Brakes By Girling using