In November 1918, the guns were silenced on the Western Front. For some it was a time for peace and reflection; for others it soon became a period of tedium after the risks and adventures of war. Tim Birkin, later famous for his exploits with supercharged Bentleys, spoke for many when he said in 1932 that civilian life "afforded none of the excitements of the career I was leaving. Each day would seem more vapid and tedious than the last. An explanation of this emotion, that preferred a state of unrest to one of rest, is difficult after fourteen years, especially to a generation whose memories of war are vague. There were many who found the first period of sedentary business, into which they were forced, intolerably empty."

This drive for excitement and adventure found an outlet in motor racing. And here, too, the Great War created a legacy: an engineering legacy.

Immense progress had been made in materials and engineering processes. The air war had stretched the ingenuity of designers and manufacturers to the limits. All of this was available to post-war motor car engineers, and few made better use of it than W O Bentley.

W.O.'s (founder Walter Owen Bently) design philosophy was underpinned by a deceptively simple formula: "We were going to make a fast car, a good car, the best in its class." This idea lay behind all the cars produced by Bentley Motors, an idea whose value was proved in motor racing. W O's motor racing goals were equally straightforward. It was far and away the cheapest and most effective way of proving and subsequently testing his designs, an it was the most effective way of advertising the cars.

A great car - and the Works racing 3-litres, 41/2-litres, Speed Sixes and the Birkin Blowers are undoubtedly great cars - is only a foundation for success. In addition you need an efficient racing organisation, to build and prepare the cars. You need good pit management and discipline. And then you need some great drivers. Bentley Motors excelled at the first of these, and they attracted the best drivers of the time: the "Bentley Boys".

Bentley's first victory was at Brooklands, a sprint race won by works driver Frank Clement. Brilliant with carburettors and engines, Clement managed the first racing shop, preparing the 3-litres that finished second, fourth and fifth in the 1922 Tourist Trophy (driven by Clement, W O and Hawkes respectively) and 13th in the Indianapolis "500" (driven by Hawkes).

The first true "Bentley Boy", though, was John Duff. Determined and immensely tough, Duff drove his Bentley for two successive days at Brooklands for twenty-four hours in total to set a new record at 86.79mph in 1922. He drove at Le Mans in 1923 and 1924, partnered by Frank Clement in both years. Fourth in 1923, delayed by a punctured petrol tank, they won in 1924. This success, coupled with Brooklands appearances, started the Bentley legend.

The second great "Bentley Boy" was Dr Dudley Benjafield, a noted Harley street physician. "Benjy" bought a spartan and very fast 3-litre racing car developed by Clement, and raced it at Brooklands. A founder of the British Racing Drivers Club, Benjy drove a Bentley at Le Mans every year between 1925 and 1930.

A pattern was thus established; arduous racing followed by lavish parties and celebrations.

Some of the most famous of these were thrown by Barnato, notably the famous "Grand Prix de Danse" after his 1929 Le Mans victory. The circle of the "Bentley Boys" grew. With the 41/2-litre in full production, three cars were entered for Le Mans in 1928. Clement and Benjy were joined by veteran French driver Jean Chassagne, Woolf Barnato, Tim Birkin and Bernard Rubin.

The restless and flamboyant Birkin could never resist the opportunity to play to the gallery. Birkin took motor racing entirely seriously, devoting all his time, money and energy to developing the blower Bentley. Amherst Villiers designed the supercharger, fitted to a strengthened 41/2-litre engine. With power increased from 124bhp to over 165bhp, allowing for the power absorbed by the supercharger itself, the blower Bentleys were as charismatic as Birkin himself. Utterly fearless, Birkin raced at Brooklands, Le Mans, Belfast, Ulster and Pau, finishing well up the field whenever his car could take the pace. 

Bernard Rubin was another gentleman sportsman. His money derived from the Australian pearl industry. He lent Birkin his 41/2-litre for supercharging experiments in 1928/29, but retired from racing after rolling his blower in the 1929 TT. Pinned under the car, Rubin and his mechanic were lucky to escape with cuts and bruises.

Jack Dunfee was the older of the Dunfee brothers, both tall and good-looking but rather less wealthy than the others.

The "Bentley Boys" captured the spirit of the times, partying as hard as they worked. Larger than life, their restless and often reckless love of speed and adventure complemented the big green Bentleys from Cricklewood perfectly.