Essentially a larger-boot version of the Mk VI, the R type is regarded by some as a stop-gap before the introduction of the S series cars in 1955.

As with its predecessor, a standard body was available as well as coachbuilt versions by firms including H. J. Mulliner & Co., Park Ward, Harold Radford, Freestone and Webb, Carrosserie Worblaufen and others.

These ranged from the grand flowing lines of Freestone and Webb's conservative, almost prewar shapes, to the practical conversions of Harold Radford which including a clamshell style tailgate and folding rear seats.

[3] The brakes used 12.25 in (311 mm) drums all round and were operated hydraulically at the front and mechanically at the rear via a gearbox driven servo.

[citation needed] The first example is the standard steel saloon built by Bentley, but a number of customers opted for a bare chassis which was taken to a coachbuilder of their choice.

[7] The styling, finalised by Stanley Watts of H. J. Mulliner,[8] was influenced by aerodynamic testing conducted at Rolls-Royce's wind tunnel by Evernden's assistant, Milford Read.

[9] A maximum kerb weight of 34 long hundredweight (1,700 kg; 3,800 lb) was specified to keep the tyres within a safe load limit at a top speed of 120 mph (190 km/h).

[10] Olga and the first series of production Continentals were based on the Mark VI chassis, and used a manual mixture control on the steering wheel boss, as these versions did not have an automatic choke.

After July 1954, the model was fitted with an engine with a larger bore of 94.62 mm (3.7 in), giving a total displacement of 4.9 L (4887 cc/298 in³).