After the new paint job:

Hydraulics:

I used the last few days of great weather to complete my hydraulics project on the Bentley.  Through E-bay I obtained an industrial two way hydraulic pump running at 12 Volts producing a pressure of 5300 PSI. A solenoid operated valve (second picture lower front) switches directions of the flow. This allows me to operate the hydraulic pistons (stock on the Bentley) separately.  This is necessary to avoid an increase in roll rate that would result if both pistons are connected in row on one single pressure unit.

On each pressure side, a check valve ensures that the stays at level when the pump is off. From the check valve the oil flows into the dump valve to the piston, and from there can be relived through a bleed screw. I used some t-handle valves (first picture right of the left piston).  The dump valve (black box) is electro magnetically operated (chrome cover) and relives the pressure to the tank (lowers the car). Before the pressure is relieved to the tank it is controlled by a t-handle slowdown valve.

Of course, Industrial pumps, U.S. low-rider accessories, and British cars use quite different threats and line diameters. The smallest common denominator of line diameter was determined by the stock Bentley pistons. I would not suggest larger pistons, since unlike in the case of unsophisticated U.S. low riders this is an independent wheel suspension system.

Connecting these parts of very different application called for my blowtorch.  The autoleveling system of the Bentley is now disconnected from the hydraulic brake system, which adds safety.  Pistons used to run with brake fluid should take hydraulic fluid very well.  Compared to the original 1200 PSI system, pump speed is, of course, dramatically accelerated.  The regulated lowering speed can be overdone.  The system is regulated by two temporary two-way flip switches.

The only thing I am concerned now: Lubbock airport security checks you trunk if you park at the airport. How does it look to you?