Bentley past:

• Bentley Motors was founded in 1919 but the manufacturer did not make a complete car for 27 years – only engines and chassis
• Bentley won Le Mans six times – 1924, 1927, 1928, 1929, 1930 & 2003
• When Bentley chairman Woolf Barnato was dared to take on the famous Blue Train between Cannes and Calais in his Speed Six in 1930, he won the bet by not only beating it but by reaching his club in Victoria, London, four minutes before the express pulled into Calais
• Bentley production moved from Cricklewood, London to Derby when Rolls-Royce purchased Bentley in 1931

Bentley cars:

• It takes 150 hours to hand-build a Continental GT and 400 hours to build an Arnage
• Every single component of a Bentley is filed on computer in minute detail and can be tracked back through each stage of its development
• Veneers are both book and mirror matched to create perfect symmetry either side of a Bentley’s centreline
• Every piece of glass in a Bentley is given its final polish with finely powdered pumice normally used to polish optical lenses
• Lacquer-spraying robots in the Paint Shop are programmed to simulate a human sprayer on his best day
• Steering wheels are doubled stitched by hand using two needles simultaneously; the process is far too complicated for a machine. It takes 15 hours work to create one steering wheel
• A full set of leather for a Bentley is selected and cut at the same time, so that there is as little variation in texture as possible
• The trimming of each Continental GT uses 135 metres of thread, the equivalent of 28 Continental GT back to back, 1.3 football pitches or the height of the “London Eye”

Bentley’s Executive Team:

• Dr Franz-Josef Paefgen
  Chairman and Chief Executive; appointed in 2002
• Doug Dickson
  Member of the Board, Manufacturing; appointed in 1999
• Dr Ulrich Eichhorn
  Member of the Board, Engineering; appointed in 2003
• Christine Gaskell
  Member of the Board, Personnel; appointed in 1996
• Jürgen Hoffmann
  Member of the Board, Finance, Information Systems and Legal; appointed in 2004
• Stuart McCullough
  Member of the Board, Sales & Marketing; appointed in 2006

*NB Correct as of May 2006

THE DUKE OF EDINBURGH’S AWARD CAR RALLY     17-26 SEPT 2008

LONDON – FLORENCE

Provisional Itinerary as of 23 May 2008

Wednesday 17^th September

 Cars to be parked in Windsor Castle and left overnight.  HRH Earl of Wessex to inspect the cars.  Times to be confirmed.  Rooms reserved at Harte & Garter for participants.  Briefing in Harte & Garter.   Thursday 18^th September  LONDON - SPA   OFFICIAL START FROM WINDSOR CASTLE 

Breakfast in Harter & Garter.  Return to Windsor Castle for Official Start at 07.30. Distance to Dover is 105 miles. Drive to Dover by 10.10 for 10.50 P&O ferry to Calais. A light lunch will be served in the club Class Lounge whilst crossing. Then we drive to Spa, Belgium and stay in the Radisson Palace Hotel, 4 star, some 5 miles from Spa Circuit. Dinner in the hotel.      320 miles.

 Friday 19^th September      LIEGE – WURZBURG

Massive prestige

2007 Bentley Continental Flying Spur (Photo: Philippe Champoux)

I always liked the style of Bentleys, with their center mesh grille as classy as it is sporty. I recently had the opportunity to drive a Bentley Continental Flying Spur for three days, which is enough to get a good idea of its attributes and to write a fairly comprehensive review. This two and a half ton car is worth more than $230,000. Its prestige is exclusive to a few lucky buyers. Therefore, I climbed into it with a conquered attitude. While I did appreciate the qualities we can expect from such an automobile, however, I also had a couple of disappointments.

Sporty heritage
Bentley became famous thanks to its powerful cars with 8.3-liter engines and its victories during the 1930s. The company was later purchased by Rolls-Royce. Bentley came back to racing during the 1980s and clearly showcased its sporty heritage by winning the 24 Hours of Le Mans. But the Bentley products remained closely linked to those of Rolls-Royce.

Finally distinct

2007 Bentley Continental Flying Spur (Photo: Philippe Champoux)

The Flying Spur is new for 2006 and will eventually replace the Arnage. The acquisition by Volkswagen led to a brainstorming in order to distinguish both brands, once complementary but now rivals. Bentley’s director of design, Dirk van Braeckel, penned the magnificent Continental GT; here, he copied the front lines but, at the rear, found his inspiration in the original 1957 Flying Spur. The result is a successfully mastered, high-class sedan. I love, among other things, the sharp headlights with circular cathode lamps. The car turns heads because of its prestige, because of its dignified and coveted English persona that commands respect — something its former sister, the Rolls, has not been able to preserve while taking a new direction.

German engineering
Volkswagen’s purchase of Bentley did not compromise the supreme status of the car. The new chassis of the Bentley comes from the Phæton,

2007 Bentley Continental Flying Spur (Photo: Philippe Champoux)

the people’s large car. In addition, its W12 engine reigns above all the others. Two turbochargers give wings to this already powerful monster. Think about it: the 2475-kilos Continental Flying Spur sprints from 0 to 100 kph is just 5.6 seconds. What an accomplishment! The huge amount of torque is extremely well distributed by the all-wheel drive system and the six-speed automatic transmission. By using the sequential paddle shifters on the steering wheel — which are nicely positioned, by the way — the car is 1.3-second faster from 80 to 120 kph (3.3 seconds instead of 4.6 seconds).

Opulent interior

2007 Bentley Continental Flying Spur (Photo: Philippe Champoux)

If I wrote about performance first, it’s because I associate Bentley with performance. As soon as you open the doors, you discover a rich environment appointed with the finest Connolly leathers England has to offer. The fit and finish as well as the contours of the seats (front and rear) provide comfort for all passengers. But as my boss said to me while I was chauffeuring him, the rear seat proves to be even more comfortable than the front buckets. This is also due to the suspension settings: when you set the automatic air shock absorbers for a smooth ride in the nice streets of Montreal, the front end bumps and bangs like a really old ship. When you set the suspension at three quarters, everything falls back into place.

Uneven fit and finish

2007 Bentley Continental Flying Spur (Photo: Philippe Champoux)

The leathers and the walnut dashboard are all about quality and refinement. The thick floor mats and the generous shoulder room will gratify the occupants. On the other hand, I noticed some defects that a Bentley owner should not normally encounter. For example, the surface of the front door panels was not perfectly adjustable. Also, the insulating rubber around the right front door was dangling when I opened it. The pass-through that connects with the huge trunk could not be entirely shut; the latch was broken. Finally, while the buyer can choose from 17 leather tones and several high-quality wood trims, there are no standard sunshades in the rear side windows like in many cars in this category.

The drive
I liked the dashboard for its looks and ergonomics. The controls are easily found and manipulated, while the on-board computer is quite user-friendly. You must stop the car in order to enter an address in the navigation system; kudos to the designers.

On the highway, the drive is sublime. It’s easy to fly at 140-150 kph without even knowing it. While the speed is not electronically limited, I only exceeded the 200 kph mark for a brief moment and I never felt the least vibration. I did not try to reach the limit of 312 kph posted on the speedometer. On smaller roads, considering the weight of the car, the Flying Spur surprisingly pulls through in corners. As for the brakes, the huge discs quickly slow down this luxurious ship. However, the 19-inch

2007 Bentley Continental Flying Spur (Photo: Philippe Champoux)

Yokohama tires disturb the quietness of the interior on concrete highways.

Unique
Every Bentley is largely hand-made according to the requests and desires of the customer. The Continental Flying Spur shows that Bentley still keeps alive and well its tradition of style and performance. Here’s hoping that the visible defects are only the result of my tester being a press car and that they won’t spoil Bentley’s reputation. The company deserves perfection and nothing less.

It seems one brand’s pain is another’s gain. In this case, the poor sales VW has experienced with its fabulously well-executed (but

Few will even attempt to argue against the Bentley Continental Flying Spur’s stimulating design, but it’s name is a bit long. (Photo: Trevor Hofmann, Canadian Auto Press)

much criticized for even existing) Phaeton luxury car, have benefited sales of Volkswagen AG über-luxury division Bentley’s stunning new Continental Flying Spur.

Last year, when it became apparent that Phaeton sales weren’t going to pick up anytime soon, the German manufacturer offered its state-of-the-art Dresden manufacturing plant, previously exclusive to its flagship model, to Bentley in order to help appease the long waiting lists it was experiencing for its new “entry-level” four-door sedan. Bentley, respectful of its legendary brand heritage and the importance its customers place in its “Made in England” status, simply offered its clients the opportunity to jump the queue and have their new Flying Spur made in Germany. Apparently the marque’s nouveau riche could hardly care, with the result being quicker deliveries for Bentley’s Crewe-factory loyalists as well.

The new model has proven as popular as the two-door Continental GT coupe

While the 552-hp 6.0L W12 might be intimidating to some, it is beautiful to those who admire mechanical perfection. (Photo: Trevor Hofmann, Canadian Auto Press)

that preceded it. Both feature a 552-horsepower 6.0-litre, 48-valve, DOHC, twin-turbocharged W-configured 12-cylinder engine, derived from the top trim level of that same VW Phaeton, which, in Bentley guise kicks out an equally impressive 479 lb-ft of torque to all four wheels via a 6-speed automatic transmission with paddle-shift actuated manual mode. Naught to 100 km/h takes a mere 5.2 seconds, about 0.4 seconds more than the coupe, and considering the car weighs in at 2,475 kilos (5,313 lbs),which is incidentally 65 kilos (143 lbs) more than the already substantial GT, this is a feat indeed. Top speed, an outrageous 312 km/h (194 mph), puts the large sedan into a rarified category of super-sedans, so it’s no wonder the “haves” of the world simply have to own one.

And when

The Flying Spur is looonnnnggggg!!! (Photo: Trevor Hofmann, Canadian Auto Press)

I heard word that one would soon end up in my care and keeping for the space of three days, I called on one of my favourite haves and told him he would be going for a ride. Having owned top-line models from almost every premium brand available, this friend could offer a unique insight that even I, who gets to drive all of these stratospherically priced automobiles yet couldn’t justifiably put up the cash to purchase one, can’t pretend to appreciate.

After a day of doing errands on my own, running around downtown from my postbox to the electronics/computer shop, a regular haunt, I was surprised at how easy the big sedan was to negotiate through dense city traffic and into crowded parking stalls. The Spur’s Achilles heal is its length, however, spanning an incredible 5,307 mm (208.9 inches) from nose to tail, some 500 mm (19.7 inches) longer than the two-door GT. Much of that length is thanks to its stretched wheelbase, up 320 mm (12.6 inches) from the coupe’s 2,745 mm (108.1 inches) to 3,065 mm (120.7 inches). It’s taller than the GT too, at 1,479 mm (58.2 inches) rather than 1,390 mm (54.7 inches), a difference of 89 mm (3.5 inches). The four-door’s width is more or less the same as the two-door, as expected, dropping a nominal 2 mm (0.08 inches). Personally, as easy as the Spur was to drive around town, I think I’d have enjoyed time spent being chauffeured while ensconced in the accommodating back seat more.

Such wasn’t the case when I took it for a photo shoot the following day. I chose a route that I often use when I’m driving something special, as it ends up at a spectacular destination with

The Flying Spur takes to curves like a much smaller sport sedan. (Photo: Trevor Hofmann, Canadian Auto Press)

mountain landscapes and ocean views for backdrops, plus, just getting there is a winding, undulating, high-speed event in itself. Power at takeoff is more than abundant, but, of course, even its silken W12 needs to use all of its juice to launch the big Bentley to highway speed within its claimed zero to 100 km/h window. The engine sounds pretty impressive as the revs climb, not like an F1 car or anything, and especially not NASCAR-like, no, more like a heavily muffled Champ Car crossed with something tuned for Le Mans - say Bentley’s 2003 Le Mans winning Speed 8? It’s subdued inside, mind you, although thoroughly stimulating if you happen to have the windows powered down or are lucky enough to be standing to its rear when its driver is blipping the throttle.

On the open road the Flying Spur’s power feels much like the GT’s, immediately responsive although not as decisively brusque when kicking up some dust in

All four wheels engage the tarmac during takeoff, limiting wheelspin and allowing for outrageously quick acceleration. (Photo: Trevor Hofmann, Canadian Auto Press)

an Arnage T. The top-tier Arnage derives its power from a twin-turbo 6.75-litre V8, maximizing torque at a mighty 646 lb-ft - an electrifying experience! Its power is instantaneous, giving the car a jump off the line that few vehicles can emulate. The Spur has a bit less bite from standstill, but quickly makes this up when the revs start to climb. Its engine doesn’t quite match the Arnage T’s power output level, but it feels sportier thanks to an ability to spin higher. For instance, where the Arnage T claims 616-horsepower at 2,150 rpm, the Spur achieves 552-horsepower at 6,100 rpm. At the opposite end of the spectrum, however, and boosted where it matters most for everyday driving, the Spur arrives at maximum torque some 1,650 rpm earlier than the Arnage T, at 1,600 rpm compared to 3,250. Of course the Arnage T makes a lot of grunt on its way up to its maximum, so it’s still the more powerful of the two, which is as it should be.

The most noticeable difference between the two Bentley’s is in each car’s chosen transmission. Both are relatively conventional automatics, but

The ZF-built 6-speed automatic with manual-mode is phenomenally smooth, fully capable of optimizing the exact gear to any given situation. (Photo: Trevor Hofmann, Canadian Auto Press)

this is where the similarities end. The Arnage uses a fairly simple point-and-shoot four-speed autobox, highly effective but not as engaging as the paddle-shift operated six-speed unit in the Spur. Yes, this ZF-built masterwork is phenomenally smooth, fully capable of optimizing the exact gear to any given situation, and then going through the motions without even breaking a sweat. While I didn’t use the paddle-shifters as much in the sedan as I did when piloting the coupe, probably because I spent more time in urban and suburban centers in the Flying Spur than the many winding rural backroads I enjoyed during the GT’s launch program, they were there when I needed them. Rather than the constant flick of the fingers, I simply set the transmission to sport mode and enjoyed all the power the car could offer whenever I asked for it. While I can hardly knock the Arnage’s robust four-speed transmission, the Spur’s much more sophisticated six-speed is about as well executed as luxury car gearboxes get.

Why such an exhaustive intra-brand comparison? Well, some will without doubt wonder why they should bother moving up to an Arnage when a Flying Spur will certainly do, and when specific features are

Once again I’m thoroughly stunned at how outrageously deft this next-generation Bentley is when the road starts to wind. (Photo: Trevor Hofmann, Canadian Auto Press)

pulled out of the overall equation, such as transmissions, the new Spur comes out looking like the better bet, there are a discriminating few willing to pay the additional cost to get there hands on what is still arguably the best of the best; and the Arnage T, in my experience, is still the world’s ultimate luxury-sport sedan. But can it dance as well as a Spur when the road starts to wind? While I wasn’t able to test them on the same stretch of road side-by-side, my guess is it would be a toss-up. They’re both so wonderfully balanced, only a back-to-back shootout would do.

Yes, once again I’m thoroughly stunned at how outrageously deft this next-generation

The Flying-B brand has a long history of making sporting cars, going way back to its Speed Six and “Blower” Bentley days. (Photo: Trevor Hofmann, Canadian Auto Press)

Bentley is, not that I didn’t expect as much from a marque that makes the even heavier Arnage manage corners with an agility that most compact sport sedans can’t muster, but such poise from a limousine-sized car still shocks the senses. And I didn’t even have the suspension dialed in to its firmest setting during my initial run up the aforementioned coast-side highway. “Dialed in” is the appropriate terminology when talking Flying Spur, by the way, as it features multi-variable suspension settings via its easy-to-use Audi MMI-like electronic interface. Push the button on the lower console featuring the shock absorber pictograph, and the various suspension settings show up on the screen, at which

Despite its superb handling prowess the Flying Spur coddles its occupants with an unrivalled ride quality. (Photo: Trevor Hofmann, Canadian Auto Press)

point you can twist the main dial to the right or left in order to set it at most comfortable or most capable, from a performance standpoint, respectively. Tautening up its ride does reduce body roll, which is hardly much to worry about in its standard setting, as mentioned, but nevertheless it corners flatter and therefore can increase the car’s overall speed through consecutive curves. In the opposite way, softening its suspension settings improves the ride over rougher stretches of tarmac, when downtown or on highways that suffer from expansion joint problems, for instance. Even when turned to its stiffest setting the Spur’s ride couldn’t be called harsh, even remotely. Rather

The electronic interface allows adjustment of just about everything. (Photo: Trevor Hofmann, Canadian Auto Press)

the big Bentley simply bit into the pavement with more tenacity, making the most of the car’s heft to keep it squarely planted between the lines.

The electronic interface allows adjustment of much more than just suspension settings, incidentally, but affects additional driver preferences as well as the usual climate control, this one a four-way system, audio system functionality, which features a handy six-disc, in-dash CD changer, and navigational adjustments. The latter system was a little frustrating as I couldn’t get it to show the street names in my neighborhood, with it only displaying a network of connecting roads. Its directional accuracy worked each time I tried it, but the mapping was a bit less than adequate.

Actually, my friend pointed out the navigation system’s shortcomings as we were driving around his upper class section of town,

While featuring nearly every technological advancement available to modern motor cars, the Flying Spur maintains its old world charm. (Photo: Trevor Hofmann, Canadian Auto Press)

preparing to pick his kids up from their various schools. Upon seeing the car drive up to the school ground, the grin from each of the young men, ranging in age from twelve to seventeen, was infectious. There’s something about a big, bold Bentley grille that revs up the endorphins in young and old, and in this case the boys and their friends immediately took notice - one of which claimed be willing to sell his rather large afro in exchange (no doubt a sacrifice of the utmost). “Did you buy it Dad?” asked the first, second and third, in sequence. Of course, when they saw me they knew that we were just having a little fun. I find the kids’ reactions interesting, however, as they’ve been trying to talk there Dad out of buying a new Porsche 911 because “it’s too “boring”… yeah, you heard me right. Two out of three teens in my unofficial poll say, “Go for the Bentley!” with some enthusiasm no less. Sorry Porsche, but in this neighborhood at least, your 911 is simply too popular. Whether or not my friend will add a Continental Flying Spur to his collection of well-used premium vehicles is difficult to say, but he didn’t balk at its $227K base price and, other than the nav system, seemed to like the car much more than the others on his list.

Interestingly,

The Spur’s cabin could woo even the most overindulgent royal. (Photo: Trevor Hofmann, Canadian Auto Press)

he has been looking at top-line versions of BMW’s recently revamped 7-Series and Mercedes-Benz’s new S-Class, and the Spur had him questioning his selection for a number of reasons. First, there is that impressive winged-B on the radiator, an attribute that’s impossible to put a price on. To some, it’s worth $100K alone, while to others it might not be part of the equation at all; or at least not much. It’s one of those intangibles, but everybody’s got a number that they’d be willing to pay to move up from a three-pointed star to a flying-B. I’m sure that the Bentley mystique played some part in my friend’s fondness for the Spur, but what I truly think had him leaning more towards the big-Brit, and for that matter has me sold and just about everyone else who sees it, is its divine design. It’s stunning. Bold, powerful, yet ideally proportioned, and thanks to classic lines that are almost understated in execution, especially when compared to the rather garish Rolls-Royce Phantom or the vainglorious S-Class on steroids Maybach 57, both of which, even at approximately twice the price of this new entry, Bentley’s least expensive model, should be considered competitors.

The Spur isn’t perfect, of course, as there has to be a few reasons to step up to the pricier Arnage.  (Photo: Trevor Hofmann, Canadian Auto Press)

The Spur is ultimately elegant, about as unpretentious as a $227,465 luxury car could be, and backs up its stately design with a cabin that could woo even the most overindulgent royal.

With its camel-coloured leather and rich wool carpeting, it’s a banquet for the senses, replete with that rich aroma only old money emits. Yes, the smell of finely tanned, individually sorted hides, the strikingly beautifully detailed wood trim, each piece similarly hand-picked to match its adjacent “plank”. The metal trim feels solid to the touch, especially the vents and their “plungers”, while plastic has been kept to a minimum. What plastic bits Bentley does use are high in quality, while the fit of buttons and switches is on the best side of better than average. Comparing the Spur to the Arnage, however, shows some of the newcomer’s weaknesses. You’ll be hard-pressed to find much interior plastic at all in the Arnage, other than for a few buttons on the centre console. Rather, pretty well everything is covered in leather, wood, suede or metal. Now don’t get me wrong, the Spur is a cut above most, if not all rivals in its class when it comes to interior execution, but just the same there are reasons why some Bentley customers are willing to buck up the extra $80K, or so, for the top-line car. Then again, most don’t.

The result of the new Continental Flying Spur being built on two continents, as mentioned when this review began, is that

Some interior details, such as these handcrafted vents that allow for the Spur’s four-zone climate control system, are exquisitely finished.  (Photo: Trevor Hofmann, Canadian Auto Press)

overall Bentley sales have increased by more than 31 percent, to a phenomenal 8,627 units throughout 2005. And the world’s most popular ultra-premium marque isn’t about to reign in its success either, with a new Arnage-based Azure “drophead” coupe (British for convertible) arriving this spring and the long-anticipated Continental GTC, a Continental GT minus the fixed roof, arriving in the fall.

Just what VW will do with its glass-encased Dresden boutique assembly plant in the near future is anyone’s guess, however, as all Bentley production will once again take place in Crewe by 2007; once the British factory’s full upgrade is finished, giving it a 9,000 unit per year capacity. Even if Bentley can sell more than 9,000 cars per year, it is unlikely that it will expand very far beyond this mark, being that exclusivity is one of the key elements that make the winged-B badge so appealing in the first place.

After all, even Her Majesty the Queen of England gets driven around in a stretched version of the Arnage, dubbed the State Limousine; about as influential a spokesperson any company could ever hope to entice. And truly, I felt like royalty during my very short three-day test. I wasn’t being shuttled by a chauffeur, mind you, but, this said, Bentley would be quick to point out that its cars are hand-built for people who like to drive first and foremost, not just for those who enjoy being driven. I mean, why waste such an indulgence on the hired help?

Specifications:

• Base Price (MSRP): $227,465
• Body Type: 4-door sedan
• Layout: front engine, AWD
• Engine: 552 hp, 479 lb-ft of torque, 6.0L, 48-valve, DOHC, twin-turbocharged W12
• Transmission: 6-spd auto w/ paddle-shift actuated manual mode
• Brakes (front/rear): disc/disc, ABS
• Curb Weight: 2,475 kg (5,456 lbs)
• Performance (0 - 100 km/h): 5.2 seconds
• Top Speed: 312 km/h (194 mph)
• Tires (frt/rr): P275/40R19
• Exterior Dimensions (L/W/H/WB): 5,307 / 1,916 / 1,479 / 3,065 mm (208.9 / 75.4 / 58.2 / 120.7 in)
• Cargo Volume (trunk): 475 L (16.8 cu-ft)
• Fuel Economy (estimated city/hwy): 26.4 / 12.7 (EU certified)
• Warranty (mo/km): 36 / unlimited comprehensive
• Direct Competitors: Audi A8 W12 6.0, BMW 760Li, Maserati Quattroporte, Mercedes-Benz S600 / S55 AMG / S63 AMG, Volkswagen Phaeton W12
• Web Site: www.bentleymotors.com

This is the car you want your ex to see you driving.
This is the car that clearly asks, “Who’s Your Daddy?”
This is the car that makes Aston Martins look sissified.
This is the car that one-ups everything else on the road.
This is the car with an exhaust that makes Harley Davidson jealous.
This is the car that makes people want to apologize when they leave a fingerprint.
This is the car that makes $3200 a month lease payments seem logical.
This is the car.

Okay, we only had it for the weekend, but we strongly believe at love at first sight.

We are not talking logic here, we are talking about an affective domain easily swayed by such events as people coming out of building, stores, even homes to lust over its sculptured lines and beg just to peer into its leather coiffed interior.

So, the big question after how much it costs is how does it drive? Well, it is so user friendly that it is almost disappointing. There is almost no wind noise, the acceleration is linear, the exhaust note is consistent, and only a quick look at the 200 mph speedometer reveals that you are always going faster than you think. Only the uncharacteristic loud drone of the huge tires mars an otherwise mild journey only marred by less noble vehicles, archaic speed laws, and overwhelming awareness that this is why doctors leave the profession for real estate so they afford one.

Aston Martin is the most natural competition for the Bentley. Having snuck in a few times at automobile dealers to savior the Aston Martin reveals that it is sportier to drive, but not as fast or as solid as the Bentley. We are not alone as there are waiting lines for the Bentley and used cars are selling for more than new ones. As for Aston Martin, there is no wait.

Naysayers are going to say that the parent company, Volkswagen, merely put together off the shelf parts to create the Bentley. The German company already has a V12 engine, all wheel drive, and a variety of other items on Volkswagen products such as its Phaeton. However, just because you have a dress belonging to Jessica Simpson doesn’t mean that when you wear it you are going to perform or even look like her.

We contacted several Bentley dealers to get the feel of what it would be like to buy a GT. This was especially interesting in light of the fact that Bentley’s CEO Franz-Josef Paefgen said, “It is not a question of how many we could make, but how many we will choose to make.” The results of our dealer visits were good and bad. The good part is that Bentley is offering 16 different leathers, 27 paint colors, eight types of woods, and one attractive option called the Mulliner. That option costs $8000 (US) and for that you get 20-inch 2-piece, bright, alloy wheels with Advan Sport 275/35 R20 tires, drilled alloy foot pedals and footrest, a gear lever finished in knurled chrome and cowhide, two-tone leather and veneer combinations, diamond quilted leather seat facings, doors and rear quarter panels, an embroidered ‘Bentley’ marque emblem on the back of the seats, and more. All Bentley’s have voice activation for in-car telephone usage in six languages, the option to delete the privacy telephone handset currently mounted in the front passenger armrest, and carpets and seatbelts specified to match either the main or secondary hide. You can even select your thread color. The bad news was that there simply is no inventory and special orders could take longer than six months.

Not everything was to our liking with the Bentley. The headlights weren’t as powerful as we would have expected. The interior lighting was not very good and the reception on the radio was only par without an impressive range of tones when compared to less expensive luxury vehicles. The spare tire was a donut and we think that tire wear with the optional rims is not going to be 20,000 miles at best. Having to use the center-mounted monitor requires time to use, as it is not intuitive. The numerous switches that control the seats also require significant learning time. The rear trunk mechanism does not raise the lid up far enough to get your hand under without getting it dirty on the rear bumper. Rear and side visibility is limited. There is also road noise from the extremely wide, low profile Advan Sport 275/35 R20 tires. Finally, the column mounted transmission control paddles and the turn signal are easy to mix up. Almost all of these simply require getting time to master and the others could be easily corrected. Overall, we doubt anyone would pass on this GT once his or her senses heard the engine, smelled the leather, and absorbed the power.

Enough of the good feeling, nice looking, boy I wish I was rich verbiage. How does it feel driving a $172,000 (US) Bentley on a daily basis? To be exact, like nothing else. The power is best described as confined. You have 552 horsepower from a V12 engine, two intercooled turbochargers, a silent shifting six speed automatic transmission with the best placed steering column mounted paddle shifters ever, a self leveling suspension that you can also set for different heights as well as a luxury ride or sporty one. In addition, you have what are probably the world’s largest production disc brakes at your command and all wheel drive. No other car can top that list, but even if the could you are driving a drop-dead courageous coupe that makes a Jaguar XKR look kittish.

It is a tribute to good engine design that when you satisfy the 20 or so gallon tank with premium fuel, you have a car that doesn’t mind the least wadding through traffic, idling at a malfunctioning stoplights, or toying with the far edges of its 200 mph speedometer. Except for the tire noise from the huge rubber that encircles the optional 20-inch rims, this is a quiet ride and a good friend even to those who are not familiar with clipping an apex, drafting, or forced induction.

Dad’s views: I asked Bentley to sell me this car. Either they thought I was kidding or they did a credit check, because I didn’t hear back from them. The reality is that this is a stunning vehicle to drive, ride in, or just admire. Its power output tops a Dodge Viper’s 500 horsepower and does so in a much more civil manner. The Bentley creates 552 bhp at 6,100 rpm. Even

more remarkable is the fact that this maximum torque of 480 lb ft is developed from just 1,600 all the way through 6,000 rpm. In other words, this Bentley is always on call.

Anyone with enough cash can build a powerful engine, but making it easy to live with is another matter. To help in this regard Bentley’s all-independent air suspension offers four different ride suspension settings that you can control from a center console panel. However, be warned, that when you travel over 110 mph you cannot raise the Bentley’s suspension. Just thought you would like to know. There are also controls that enable you to raise or lower the rear spoiler, set the temperature to heat the seats, and a driver’s information center. The reality is that between the variable-effort steering, the four-wheel-drive system, the air suspension that lowers the front of the car to counteract high-speed lift, the extensive underbody aerodynamics, the rear spoiler, and the 20-inch rims this GT truly lives up to the Bentley tradition of visceral thrilling vehicles encased in classic bodywork. The potent engine is a plus, certainly, but not this GT’s claim to fame. That resides in it packaging and ease of driving.

In town the Bentley is cooperative. However, since the rear view window is small and the side view mirrors have limited size, and you sit fairly low in the GT, it takes a while to feel comfortable in such an expensive vehicle. It draws a lot of attention so you have to be acutely award of other drivers drifting into your lane as they stare at this moveable feast of power in

motion. I found myself accelerating a bit to make sure there wasn’t another vehicle in the blind spot created by the large B pillars.

Your first real treat of what separates a man from his money is when you pull onto a highway entry ramp. You glance at the traffic, see an open spot, press on the petrol pedal, and grab cowhide. The shifts are impeccable. There is nothing to alert you to what you have done except a well-mannered growl as the twin turbochargers go to work. You are instantly over the speed limit. Fortunately, the Bentley is equipped with huge (15.9-inch-diameter front rotors and 13.2-inch rear discs) brakes that can take the edge off your exuberance pronto. If you want you can get to 60 mph in less than five seconds without any effort at all. That places the Bentley is sports car territory and those lesser vehicles aren’t toting around 5000 pounds. Once on the highway it is just a matter of living with gas mileage that seldom goes about 15 mpg and avoiding selecting the highest sport setting which puts your kidneys in jeopardy on any but the smoothest of roads or racetracks.

Is it worth 12 times the price of a new Kia Sportage? It depends where you live and how you want to use it. As much fun as it to drive this Bentley, to use its perfectly placed paddle shifters to move through traffic effortless, and to absorb the attention others are drooling on you, the bottom line is that it potential is largely unharvested on heavily congested roads. If you want it for sex appeal or to ensure a premiere-parking place at every restaurant and hotel in the world, it is certainly worth it. But, let’s face it, as my uncle always said, if you have to ask how much it costs you can’t afford one and so for most of us it is just fun knowing that this Bentley is something we can aspire too. I certainly will.

Mom’s view: Nothing new around The Car Family house as the keys to the Bentley were hidden for most of the testing period. When they were located– men sleep so soundly after a good meal– this is what I found. There are sonar sensors that seemingly surround the car and alert you when things are too close. It can be turned off, but I wouldn’t. You can’t see the front end and it looks to me like that handsome grill is just sitting out there waiting to be clipped.

The 12-cylinder engine, with its DOHC 48-valve, aluminum block and heads, port fuel injection, has the ability to push your back firmly into the seats. I could not get enough of the way it sounded as the exhaust straddled the line between reedy and brutish. Someone should be knighted for that. And, I never got tired of knowing that there were only a

handful of cars in the entire world that could accelerate with the Bentley and few, if any of them, could have a trunk full of groceries and dry cleaning during the process.

Safetywise, there are twin front, side and curtain airbags, and active front head restraints to reduce whiplash, four-wheel drive, electronic stability control, anti-lock brakes, electronic brakeforce distribution, and exceptional maneuverability. When I called our insurance person to ask what class of rates the Bentley was in there was a lengthy pause before he responded with, “Would the be used for business or pleasure?” You know, I couldn’t answer him.

There is room for two adults in front with plenty of leg space. Two small adults can sit in back if those in front cooperate. The trunk has a low lift

over and even a ski pass through in fact this could easily be the fastest ski car ever. Everyone has their own cupholder, but those in front are difficult to use as they are under the armrests. The air vents take a while to master, but quickly cool the car. The seats are exceptional. They are very comfortable and you can even get a great back massage as the rollers hit you just perfectly when you push the massage button. You can even extend the bottom of the seats to give your legs more support. With the seat heaters and the massage on and the leg rest extenders out you feel just like you’re sitting in an expensive reclining chair at home. Thankfully, the massage shuts off automatically after about 15 minutes or you just might want to move in.

Driving around town you never forget you are in a heavy automobile. It smoothers bumps, scoffs at most pot holes, and levels all sorts of imperfections that mar your way. What is forgotten is that this Bentley can get you to 100 mpg in about 12 seconds, has a top speed of 198 mph, and looks appropriately like a hunkered down British Bull Dog. I enjoyed it, but without a cargo net there was a lot of canned goods spilled in the trunk. By the way, that is where the battery is, too.

If you can afford this car there is simply no excuse not to consider it. The three year warranty has unlimited mileage and the resale should be minimal, if at all, during that time. Bentley is also bringing out a sedan with the same mechanicals that might suit some buyers better as it does take effort to open that long coupe door, especially on an incline, and the sedan will be easier to get in and out of.

Family conference: There is nothing important that this Bentley does not offer. You have every other car covered. And, as most knowledgeable

readers know, the price may seem high, but it is a bargain when compared to other super coupes with this much horsepower, a V 12 engine, and a racing heritage. It is an instant classic and we fully expect to see if in a modern museum shortly as a testimony to one of the most beautiful and purposeful vehicles ever made. Add to this mix is the that a Bentley of this stature can be passed down from generation to generation, much as its predecessor have, and provide a legacy for those families yet to come. Make ours black or silver and we’re telling the insurance agent it’s for pleasure. He’ll understand.

Seattle, if you’ve never been, is one of America’s most engaging cities, especially when the sun shines as it was during a

The opportunity to test drive the new Bentley 2005 Continental GT coupe in Seattle was an event I wouldn’t have missed for the world. (Photo: Trevor Hofmann, Canadian Auto Press)

recent press event held by Bentley. The occasion? Nothing less than the opportunity to test drive the legendary marque’s new 2005 Continental GT coupe and Arnage T Mulliner sedan.

As far as luxury brands go, few can rival Bentley when it comes to all out jaw-dropping prestige. While Mercedes-Benz’ Maybach division attempts to do so, outside of the small inner circle of automotive enthusiasts who have actually heard about its larger than life 57 or even more expansive 62, people just don’t recognize the brand. Rolls-Royce, of course, is among the world’s best known marques, yet there’s a level of aristocracy that goes along with the nameplate that makes anyone driving one, or more exactly being driven in one, somewhat unapproachable. Combined with its controversial

Few can rival Bentley when it comes to all out jaw-dropping prestige. (Photo: Trevor Hofmann, Canadian Auto Press)

styling and stratospheric price point, the Phantom is a poor seller, a reality that has seen the luxury marque’s second CEO since BMW took over ownership, Karl-Heinz Kalbfell, resign within five months of the resignation of longtime R-R executive Tony Gott.

Not to slag the downtrodden, but it must truly burn the execs at Rolls-Royce when they see how successful Bentley has become this year. The fact that the Volkswagen-owned luxury division will eclipse its previous 1986 record year by more than a thousand units in 2004, has to stymie BMW-owned Rolls, now stuck with a brand that seems desperately out of pace with the times. The boys from Goodwood can’t blame poor sales results on a down economy either, once again bitten by Bentley.

So why has the previously Rolls-Royce-owned luxury marque done so well while its two main rivals flounder? It’s a no-brainer

Bentley has delivered a car equal to the best in the class when it comes to build quality and performance, and priced it at near half of what its previous Continental coupe sold for. (Photo: Trevor Hofmann, Canadian Auto Press)

really. Bentley has delivered a car equal to the best in the class when it comes to build quality and performance, and priced it at near half of what its previous Continental coupe sold for. How can they do it? It comes down to economies of scale. The Crewe-England outfit acquired the best components from its German parent, shared some top-tier architecture with Volkswagen’s sensational Phaeton luxury sedan, and in the end created an all-new model that’s more traditionally Bentley than anything it’s built in decades.

Say what? More traditional than an Arnage?! If you look way back into Bentley’s past, the marque first started on the racetrack, winning at Le Mans no less than five times throughout the ’20s and ’30s with its fabulous Blower Bentleys and Speed Sixes. Needing to separate its more recent boulevardier Rolls-Royce-owned past from how the luxury marque’s executive team sees the future of the winged-B badge, a duo of low-profile Bentley Speed 8 racecars pulled off a 1, 2 finish at the storied Le Mans, France track last year, the first number 7 car driven by Guy Smith followed closely by David Brabham in the number 8 car. It was an exciting event, in which Team Bentley Dindo

This all-new model is actually more traditionally Bentley than anything the brand has built in decades. (Photo: Trevor Hofmann, Canadian Auto Press)

Capello and Guy Smith won maiden Le Mans victories and Tom Kristensen joined Derek Bell and Jacky Ickx as the only drivers to have won the grueling 24 hour race more than four times.

Derek Bell was on hand in Seattle to usher in the new era of Bentley production cars, a charming Briton who truly seemed to enjoy whiling away the hours with what was little more than a sorry lot of wannabe racers - or maybe I should just speak for myself. Nevertheless, we picked his brain for hours, mostly about how challenging a 24 hour race can be, and he took the opportunity to entertain us with hilariously painful stories of muscle fatigue and his unique ability of staying awake and alert behind the wheel of a car.

I also found it interesting how Mr. Bell couldn’t contain himself with regards to the new Continental GT. Of course, it is

I know of no rival carmaker that does a better job fitting panels, trim and components than Bentley. (Photo: Trevor Hofmann, Canadian Auto Press)

beautifully designed, anyone can see that, but to have one of the world’s greatest race car drivers go on enthusiastically about the driving dynamics of a 2,385 kilo (5,258 pound) luxury coupe made me even more intrigued than I was leading up to the event.

Fortunately, I found myself behind the wheel of the car the next morning. Before climbing in I took the opportunity to get close and personal with the finely detailed workmanship that went into building it. I know of no rival carmaker that does a better job fitting panels, trim and components than Bentley, and what’s more the paint is mirror smooth and almost as reflective. While a large car, it sits low to the ground and sports short overhangs for a much smaller appearance on the road than its dimensions suggest.

It feels smaller than I had expected when on the road too. I should have expected as much, being that the Arnage I tested last year was larger, heavier and still felt “tossable”. Comparatively the Continental GT was light on its feet, ridiculously energetic off the

I can’t remember ever driving a car with a more ideal ride, handling balance. (Photo: Trevor Hofmann, Canadian Auto Press)

line thanks to all four tires digging into the pavement simultaneously, and felt ready for hard charging through the corners.

We had to wait for a ferry ride across the inlet before any significant high-speed curves came our way, but they did soon enough and I was able to experience Bentley’s racing bred chassis for myself. I can’t remember ever driving a car with a more ideal ride, handling balance. Normally a car is set up to either bias ride or handling, but in the case of the GT it seems as though the Crewe engineers made no compromises at all. While every nuance of the road can be felt, feedback is more like regular subtle reminders than overbearing intrusions, unfortunately the way most sports coupes relay information.

It’s not hard to get going much faster than the posted limit, as the Bentley is rock solid on the road no matter the speed, so

The GT is practical enough for two couples to go out on the town in without complaint. (Photo: Trevor Hofmann, Canadian Auto Press)

when finding a corner approaching faster than I had anticipated I turned into it with only a slight tap on the brakes before entering. Whew! Now that’s exhilarating! Can a car get any better than this? Turn-in is so quick, body-roll so nonexistent, and power so corruptible on exit that I just had to find another fast, sweeping corner. Fortunately for me a nice collection of perfectly staggered “S” turns lay ahead, and my newfound confidence inspired me to pick up the pace. Left, right, left, right, and left again, what perfection - and this from a 2+2 that actually seats two adults in the rear, comfortably.

I can say that with a surety too, as I purposely spent more than an hour in back while a colleague took the wheel. The seat

The sights of beautifully finished wood trim and the feel of polished metal brightwork, olde English tradition that makes a Bentley one of the most coveted vehicles in the world. (Photo: Trevor Hofmann, Canadian Auto Press)

gave me excellent support, while its head, shoulder and hip room never made me feel cramped. It’s not an Arnage for sure, but the GT is practical enough for two couples to go out on the town in without complaint.

No doubt passengers will be overcome with the smells of rich leather, the sights of beautifully finished wood trim and the feel of polished metal brightwork, olde English tradition that makes a Bentley one of the most coveted vehicles in the world. The GT delivers such intricacies in spades, while adding new world electronics such as an easy to use center stack-mounted navigation screen cum infotainment interface, accessible via a simple rotating knob and quick access buttons laid out just below.

The audio system is by far the best I’ve ever tested, whispering the subtleties of Satie or contrarily blasting “REX!” from

The Continental GT easily has this auto journalist’s favorite automotive interior of all time. (Photo: Trevor Hofmann, Canadian Auto Press)

Mozart’s Requiem Mass until all souls in Vienna could feel the fury, no doubt. It also made John Lee Hooker sound like a new man and boosted the bass of Seattle’s X104.5 hip hop and R&B station beyond otherworldly levels. Yeah, now I know why all the rap stars feature Bentleys in their videos.

The stellar sound system, user friendly electronics, polished metal detailing, gorgeous lacquered woodwork and sumptuous leather surroundings, make the Continental GT this auto journalist’s favorite automotive interior of all time. And that’s no easy feat. Those who read my ramblings regularly can to attest to the relentless beatings I give to cars that don’t measure up, no matter what price their automakers attempt to charge. Actually, the more expensive the car the more severe my criticism can be. The Continental GT is near perfect.

Near perfect?! Well I must admit that the 6-speed automatic transmission’s paddle shifters were a bit of a stretch for my smallish hands. I like the placement of the Audi TT’s better, as they’re pulled up tightly next to the wheel. I still managed to get into the groove, shifting the car without challenge after a few

The placement of the steering-wheel mounted paddle shifter and the shortsightedness of a CD-based navigation system were my only complaints on an otherwise perfect car. (Photo: Trevor Hofmann, Canadian Auto Press)

minutes of acclimatization. The transmission is perfectly set up for the job at hand, by the way, providing more cogs than are probably necessary considering the ample torque at my disposal.

Also, a multi-disc CD-based navigation system in a modern car? Blame that on the German supplier that didn’t see a need for putting more information on a disc than what’s necessary to navigate around a single country. If that country is Germany, one CD is sufficient of course, but the U.S. or Canada? Hardly. Ironically the olde-world Arnage sedan features a much more sophisticated DVD-based navigation system from a different supplier. Bentley’s public relations manager John Crawford assured me the problem will be resolved for 2006 model year cars, however, and if you don’t have your order in for a 2005 by now you’ll probably be getting a 2006 as it is. These are my only complaints by the way.

The twin-turbocharged 6.0-liter W12 makes a substantial 479 lb-ft (650 Nm) of torque at an extremely low 1,600 rpm, 4,500 fewer revs than needed to extract all of its 551 horsepower. And the engine sounds sensational too, more sporting than the traditional blower Bentley 6.1-liter V8. Where the old V8 makes more torque and less power, the new W12 feels sensational when the revs build, surging forward with a newfound enthusiasm that I’ve never felt in a Bentley before. Don’t get me wrong, the old 6.1 puts down power to the road with more authoritative kick than a 426 Hemi, and with ten times the refinement, but the new W12 is a different kind of monster. It purrs where the V8 rumbles, and howls when the V8 growls. I love them both, but the high revving W12 suits the lighter, sportier coupe better.

The twin-turbocharged 551-hp 6.0-liter W12 makes a substantial 479 lb-ft (650 Nm) of torque. (Photo: Trevor Hofmann, Canadian Auto Press)

I think the lighter, sportier coupe suits me better than the big sedan too, although an Arnage T Mulliner would make a wonderful stable mate. When all is said and done, mind you, I won’t be stepping up to the Bentley plate quite yet, yet like the Red Sox I’ve got an undying faith that will no doubt lead me to success, and to that end to one day find a Continental GT parked among my long-term test fleet. Those who experience good fortune grace their door sooner, however, may want to take advantage of the most enticing new Bentley, no, one of the most enticing new cars to be offered in decades.

Specifications:

• Base Price: $230,990 CAD ($155,990 USD)
• Body Type: 2-door coupe
• Layout: front engine, AWD
• Engine: 551 hp, 479 lb-ft of torque, 6.0-L, 48-valve, DOHC, twin-turbocharged W12
• Transmission: 6-spd auto with paddle shift actuated manual mode
• Brakes (front/rear): disc/disc, ABS
• Curb Weight: 2,385 kg (5,258 lb)
• Performance (0 - 100 km/h): 4.8 seconds
• Top Speed: 318 km/h (198 mph)
• Cargo Volume (trunk): 370 L (13.1 cu ft)
• Fuel Economy (city/hwy): 26.2 / 11.9 (9 / 20 mpg) (EU certified)
• Warranty (mo/km): 36/unlimited comprehensive Direct Competitors: Mercedes-Benz CL55 / CL600
• Web Site: www.bentleymotors.com

Note: Additional larger photos are available in the photo album.

I was sitting down for dinner with a public relations rep for one of Detroit’s Big 3 recently, discussing the good, bad and the ugly of the automotive world. After the usual “How did that vehicle get past the design stage?” conversation, talk turned to the most desirable cars. You know what I mean, the ones that you’d buy if money wasn’t part of the equation?

Ultra-luxury brands like Maybach, Rolls-Royce and Bentley are truly in a league unto themselves. (Photo: Trevor Hofmann, Canadian Auto Press)

When it comes to luxury sedans, there aren’t many brands that qualify. I’m not talking about premium cars made by Audi, BMW, Infiniti, Lexus and Mercedes-Benz, but top-tier ultra-luxury models from Maybach, Rolls-Royce and Bentley. Such marques are in a league unto themselves, not only because of their seemingly unreachable prices, but also because of beautiful craftsmanship, hedonistic luxury features and overwhelming performance.

As he is an avid collector, a true car guy to the core, I found it especially interesting that he chose Bentley as the consummate marque above all others, pointing out that the new Continental GT might just be his favorite car all-round.

Recently I was able to experience the Arnage R first hand, and I was pleasantly surprised by what I found. (Photo: Trevor Hofmann, Canadian Auto Press)

This pro-Bentley sentiment is not unusual, mind you. I’ve spoken to many industry insiders and enthusiasts alike who feel likewise. Personally, if my income stretched to stratospheric levels I’d be placing my order for a new Continental myself, or an Arnage if my line of business demanded four doors.

But my enthusiasm for Bentley is not only founded in an appreciation for the automaker’s gorgeous design language, but through personal experience. Having had the opportunity not too long ago to drive an Arnage R first hand, I was pleasantly surprised by what I found.

Sure I expected it to drive well, after all the car costs close to a third of a million. But I didn’t expect it to perform to supercar levels, especially being that it’s far from all-new architecturally. Nevertheless, the 2,585 kg (5,699 lbs) heavyweight dashes to 100 km/h in no more than 5.9 seconds before

Sure I expected a luxurious ride, but the supercar-like performance from the 400-hp twin-turbocharged 6.75-L V8 was something I hadn’t factored on. (Photo: Trevor Hofmann, Canadian Auto Press)

attaining its speed limited maximum velocity of 249 km/h (155 mph), all the while displaying the sophisticated unruffled composure befitting of a car in this league. There’s nothing particularly inventive under the hood, just good old big block displacement combined with twin-turbochargers. Just the same the precision built 6.75-L V8 in the Arnage R makes 400-hp at 4,000 rpm and 616 lb-ft of torque at 3,250 rpm, the latter spec being the motivation that moves the mountain.

While the term “4-speed automatic” doesn’t evoke the same high-tech sound as it did a decade or so ago, the engine’s generous torque makes the extra cog of a 5-speed hardly necessary. The gearbox is equipped with Adaptive Shift Control, however, making notable adjustments to shift points in the rev range

Considering the car’s substantial size and weight, it accelerated and handled curves with ideal balance. (Photo: Trevor Hofmann, Canadian Auto Press)

depending on how aggressively or passively I was driving. The best thing about the system is its seamlessness. I only noticed the computer controlled shift energy management system working away in the background because I was looking for differences in shift patterns. Don’t get me wrong, it gets racy when called upon, but the process is so velvety smooth that its shift intervals are barely perceptible.

It takes to the corners with the same ease as it accelerates, again a surprising feat considering the car’s substantial heft. I took the opportunity to snake the big Bentley through a particularly serpentine stretch of coastal highway, up over crests and down into deeply descending dales, around long sweeping arcs and then switching back through sharp curves. No matter what roadway, the Arnage charged forward relentlessly, showing an ideal balance of breathtaking speed and resolute grace.

According to Bentley its good manners don’t come by chance, but were bred into the Arnage R through a thorough reengineering of the front bulkhead, rocker panels, wheel arches and roof, plus adhesive bonding of specific chassis components. The end result is a ten percent improvement in chassis rigidity compared to the old Red Label the R replaces, improving all aspects of ride and handling while reducing HVH levels.

The Arnage R’s performance didn’t happen by chance, Bentley reengineered a majority of the car to greatly increase chassis rigidity from the prior model. (Photo: Trevor Hofmann, Canadian Auto Press)

All Arnage Rs feature an independent double-wishbone suspension system front and rear, plus 18-inch alloy rims shod with P255/50ZR18 performance tires, enhancing driving dynamics yet further.

I experienced a little moisture on the road surface in the morning and a little more that fell from the sky in the late afternoon, and therefore was grateful for the addition of ESP (electronic stability program). As it turns out the Arnage tracks almost as if in the dry during inclement weather.

Only the more powerful Arnage T is more entertaining to drive than the R, with rival brands being more biased towards backseat comfort. (Photo: Trevor Hofmann, Canadian Auto Press)

The Rs braking performance is without equal in its luxury class as well, returning me from rapid velocities to saner speeds in about as much time as it took to contemplate the thought. The reasons behind the sedan’s quick deceleration are massive micro-alloy ventilated discs at each corner, helped along by a sophisticated 4-channel anti-lock brake system.

When it comes to super sedan rivals, only the more powerful Arnage T is more entertaining to drive than the R, with both the Maybach and Rolls-Royce Phantom reportedly biased more toward rear seat comfort than at-the-wheel enthusiasm.

The Arnage might just have the most beautifully detailed interior too. I’ve spent time inside both the Maybach and Rolls-Royce, and if I was being driven around by a chauffeur I might opt for the former.

Designed with the driver in mind, the Arnage might just have the most beautifully detailed interior available. (Photo: Bentley Motors)

But Bentleys, for the most part, are not designed to be chauffer driven limousines. They are driver’s cars first and foremost. That’s why I appreciated the lovely wood and metalwork that surround the instrument panel and center console, much more enticing to me than the Maybach’s cockpit. It’s not that the Maybach is less opulent, but its upper dash, instrument shroud, air vents and steering wheel are pulled almost directly out of the lower class Mercedes-Benz S Class, and comprised completely of plastic. Sure it’s of the highest quality, but it’s still plastic.

Other than the pop-up dash-mounted navigation system and the odd button on the console, there is basically no plastic found in the Arnage interior. (Photo: Bentley Motors)

The Arnage, however, is handmade with no plastic anywhere in sight, except for its pop-up dash-mounted navigation system and a few buttons on the center console. All other buttons and knobs are solid metal, giving the car a sense of substance that nothing else that I’ve tested can match.

The exquisitely detailed wood trim that accents the side window ledges is solid, a thick piece of burr walnut or bird’s eye maple to match the rest of the interior motif, depending on preferences, butting up against the window and formed to integrate perfectly with the leather door panel. The door panel’s leather, along with the leather covering the seats, console, and even the roof liner, is stitched together with what looks to be painstaking artisanship.

If the Arnage wasn’t so much fun to drive I could have easily whiled away hours in the grandeur of the commodious heated back seat. It’s a wonderful location to take in

After my time in the car, I can truly understand why the Arnage R commands such a lofty price, and can honestly say it’s worth every penny. (Photo: Trevor Hofmann, Canadian Auto Press)

the entire interior, breath in the aroma of fine materials and watch the scenery slip by at overwhelming speeds. I took the opportunity, as no test of a sedan is complete without doing so, and appreciated the same fine attention paid to pampering occupants as I found up front. Despite its impressive driving dynamics the Arnage exhibits a silky smooth ride, something I would probably grow to appreciate if I actually owned one, as I’m sure I would loose the privilege of a driver’s license after my first few months.

Somewhere along my daylong drive I must admit to being smitten by the Arnage. Maybe it was because of my love for classic European cars, or possibly it was the new world sophistication of this particular model’s high level of performance, but either way I came away a believer.

In today’s automotive world of generic sameness, underwhelming quality and cheap plastic production line efficiency, a handmade Bentley Arnage R is truly worth every penny.

Specifications:

• Price Range (MSRP): $289,990 (total optioned price N/A)
• Body Type: 4-door sedan
• Layout: front engine, RWD
• Engine: 400 hp, 616 lb-ft, 6.75-L, 16-valve, OHV twin-turbocharged V8
• Transmission: 4-spd auto
• Brakes (front/rear): disc/disc, ABS
• Curb Weight: 2,585 kg (5,699 lb)
• Acceleration (0 - 100 km/h): 5.9 seconds
• Top Speed: 249 km/h (155 mph)
• Seating Cap: 5
• Cargo Cap (trunk): 374 L (13.2 cu ft)
• Fuel Economy (city/hwy): 23.0 / 14.8 L/100km (10.0 / 15.0 mpg)
• Warranty (mo/km): 36 / unlimited comprehensive
• Direct Competitors: Maybach, Rolls-Royce
• Web Site: www.bentleymotors.com

Note: Additional larger photos available in photo album.

It’s like being transported into another world, one steeped in old-world tradition, unquestionable style, tasteful opulence, unsurpassed quality and breathtaking performance. It’s the world of Bentley, and few, even among automotive scribes, have the opportunity of living it, if only just for the briefest of moments.

The opportunity to drive the recently enhanced Bentley Arnage R and T is rare even among automotive journalists. (Photo: Trevor Hofmann, Canadian Auto Press)

Nevertheless the gods smiled upon me after the planets shifted, and a rare opportunity to drive the recently enhanced Bentley Arnage R and T through Northern California’s serpentine coastal highway system was offered.

As a huge fan of the classics, the row of vintage Bentleys parked at the hotel got my heart racing. Unfortunately I wasn’t allowed a stint in this year’s Le Mans winner at right. (Photo: Trevor Hofmann, Canadian Auto Press)

A row of vintage Bentleys stood guard at Half Moon Bay’s Ritz Carlton parking lot as I arrived in the back seat of a gorgeous black Arnage T, sending my classic loving heart into rapid palpitations when I first gazed upon them. The pounding only increased once the Bentley boys took us out on the road, first in a 1928 XR-3337 4.5-Litre, similar to the cars that raced and won Le Mans an impressive 5 times.

After a wonderfully stimulating jaunt I switched over to a 1931 YR-5091 8-Litre that produced an intoxicating exhaust note, especially when ripping up the highway at over 80 mph. But it was the 1925 UP-8014 Boat-Tailed Tourer that overwhelmed my senses. I’ve been driven in roaring twenties cars before, but none that offered the sense of high-speed stability and engaging agility offered in the 3-Liter Bentley.

The same needs to be said for Bentley’s new cars. Just consider for a moment that the Arnage T, which weighs a considerable 2,585 kg (5,699 lbs), sprints away from the blocks with the jump of Kim Collins, reaching 100 km/h in a stimulating 5.8 seconds (0 to 60 mph takes only 5.5), before dancing circles around much smaller sport sedans.

In the qualified hands of 5-times Le Mans winner Derek Bell, the Arnage showed what it was truly capable of. (Photo: Trevor Hofmann, Canadian Auto Press)

To prove the latter point I asked my amiable co-driver, 5-times Le Mans winner Derek Bell, to take the wheel during a particularly sinuous stretch of tarmac. After all, while I was there to experience as much personal time as possible behind the wheel in order to compare it to its peers, only a person of Derek’s skills can expose what the big Bentley is truly capable of.

The large Arnage T’s composure at high speeds on twisty, imperfect roads defies reason. (Photo: Trevor Hofmann, Canadian Auto Press)

From the passenger’s seat the rushing scenery was hypnotic, a mesmerizing blur of eucalyptus trees, golden fields and abbreviated rocky crags that suddenly dropped off to the crashing waves and deep blue seascape hundreds of feet below. At such speeds the prospect of hurtling off the precarious roadway would have normally been a little unsettling, but with Derek’s seasoned hands guiding the wheel I was allowed the opportunity to sit back and take in the moment.

From this perspective the Arnage T defies reason, snaking us through the tight two-lane highway as if in the parlor car of a high-speed locomotive, but with the grace and composure of ride that steel wheels can’t produce. The car is wonderfully smooth despite its aggressive damping, a more purposefully firm setup when compared to the softer sprung Arnage R. It annihilates intimidating road imperfections to the point where I occasionally found myself wondering what all my worry was about, but fortunately found face in the realization that we would have probably been airborne in a lesser car.

A quick scan of the specifications shows an extremely sophisticated suspension system, incorporating a front subframe made up of pressed steel and cast aluminum with an integrated steering rack mounting. The componentry included a double wishbone setup with lower wishbone compliance hydrabush, also up front, plus a pressed steel subframe supporting rubber isolated upper and lower wishbones in the rear.

Any smaller and the standard 8 by 18-inch 5-spoke aluminum alloy rims would have looked out of place considering the overall size of the Arnage T. An optional set of 19-inch wheels are shown. (Photo: Trevor Hofmann, Canadian Auto Press)

The wheels and tires need to be large in diameter to not be overshadowed by the large car. The standard package includes 8 by 18-inch 5-spoke aluminum alloy rims shod with 255/50 R18 performance tires, while especially bold 8 by 19-inch wheels are optional, featuring 255/45 R19 rubber.

After the ride-along with Derek came the opportunity to go one-on-one with the big beautiful Bentley. (Photo: Trevor Hofmann, Canadian Auto Press)

Safety goodies such as a traction control system (ASR), engine drag torque control (MSR) and electronic stability program (ESP), manage overzealous throttle oversteer on the fly - or more precisely protecting those going into a corner too fast without the knowledge of what to do to get out of it alive - all in an almost completely unnoticeable process, a