Bentley: Continental GT News
 

Full Test: 2004 Bentley Continental GT
Working the "Wow" Factor
By Edmunds.com Editors
Date Posted 01-08-2004

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There's plenty of excitement at Bentley Motors these days, and not all of it comes from the marque's recent victory at Le Mans — a victory that ended a 73-year drought since the Bentley Boys last stood atop that podium.

But the new Continental GT, much like that win at Le Mans, is largely the result of Bentley's parent company, Volkswagen. For longtime fans of the brand, such an arrangement could be viewed as blasphemous. Having the storied British marque owned and controlled by Germany's largest automaker may not represent what W.O. Bentley originally planned when he started his company over 80 years ago. However, the 2004 Continental GT coupe is the most exciting vehicle to wear that famous "B" emblem in 70 years. Not only is it the best Bentley ever made; it's arguably the best ultraluxury coupe currently available.

The $150,000 Continental GT won't go on sale in the U.S. until March, yet demand is already outstripping supply for the next two years (Bentley plans on selling 1,500 a year to U.S. customers). Even the press vehicles are difficult to come by, but we were recently given the unique opportunity to drive a Moonbeam Silver model from Los Angeles to San Francisco. Over the course of one day, we experienced the vehicle in a variety of conditions and came away with one clear impression — at $150,000, this car might be considered a bargain!

We didn't arrive at such a conclusion lightly. When you consider the tremendous vehicles available for anywhere from one-half to one-fifth that price, it's hard to justify a $150,000 car in today's world. But consider the competition from Aston Martin, Ferrari and Mercedes. The Aston Martin Vanquish costs $225,000, yet it makes "only" 460 horsepower, offers only rear-wheel drive and has various interior materials that don't live up to its nameplate — or price. The same description holds true for the Ferrari 575M, except it makes 515 horsepower (and carries only two people). The Mercedes-Benz CL65 AMG ups the horsepower figure to 612 while costing a mere $200,000, but it's still only a rear-wheel-drive car, and many might argue that a Mercedes nameplate simply doesn't compete in the same realm as Bentley, Aston Martin and Ferrari.

Now consider the Continental GT with its 552-horsepower W12 engine, four-passenger seating, all-wheel drive and nearly faultless interior. As one Bentley representative told us, "When I was first told the selling price, I reexamined the car to see what they left out to sell it so cheap. Damned if I can't find anything missing."

After spending some 400 miles in the Continental GT, we found one or two minor sticking points, but, overall, we feel the same way.

The first item we should point out is that this vehicle is being badged as "the fastest four-passenger coupe" in the world. With an official rear seat and a top speed of 198 mph, that claim at first seems accurate. But like so many past and present coupes, the rear seat's functionality is open for debate. We stuffed a six-foot staffer back there for a 20-minute drive and confirmed that the seat is comfortable and headroom isn't an issue, but unless the front passengers are relatively short, rear-seat legroom is radically reduced. When the front seats are adjusted all the way back (which is close to where our six-foot driver placed the seat for maximum comfort/control) rear-seat legroom is suitable only for a baby seat-mounted infant.

The next item that some might consider "left out" on such a car is the availability of a true Formula One-style manual transmission. The Continental GT offers only a six-speed automatic transmission, though it includes paddle shifters just ahead of the steering wheel that are as easy to utilize as those in the Vanquish and 575M. The transmission can be set in a sport mode for more aggressive automatic shifting, or a Tiptronic mode for manual shifting via the paddles. The latter mode proved highly entertaining, with responsive upshifts and downshifts that felt almost as pleasing as what we have experienced in the SMG-equipped BMW M3. We've always felt the AMG-badged Mercedes products offered the world's best automatics, but this one is at least as good, and the user-friendly paddles give it an edge over Mercedes' steering wheel-mounted buttons.

Finally, there's the question of styling, which has been getting mixed reviews from both the public and the automotive press. Because of its subjective nature, we don't really focus on this area. However, we can report that more than one person commented on how they thought the Continual GT was an Aston Martin when they first spotted it. It caused quite a stir at every stop during our trip, with our favorite response coming from a guy in his late teens during a fill-up in Templeton, Calif., "Dude, that car is like…wow." (We thought about making that phrase the sum total of our report on the Continental GT, but figured you deserve more.)

The wow factor continues inside the Bentley coupe where the interior materials and control layout conspire to create one of the best cabins we've ever sat in. This is not surprising when you consider the parent company's penchant for great interiors. If $34,000 buys an Audi TT's interior, and $65,000 gets you an A8's interior, you can imagine what Volkswagen-Audi is capable of producing for $150,000. Real metal accents and supple leather throughout the cabin highlight the old-world design elements, such as the push-pull vent controls and deep-set gauges. Even the door-mounted window switches and the levers for pushing the front seats forward are made of real metal.

As impressive as the interior materials are, it's the successful melding of technology and functionality that makes driving the Continental such a pleasure. Without ever cracking the owner's manual, we quickly mastered the climate control system, audio system, suspension settings and even the TV functions (the TV feature won't be available on U.S.-market models). Bentley uses an iDrive-like wheel to scroll through the car's many functions, but it combines the wheel with multiple buttons that allow fast access to each of the car's major systems. Each control function also features a graphical element that clearly displays what you are doing in the center stack area. The "instant access" buttons mean that, unlike iDrive, it takes only a few seconds to adjust any of the hundreds of climate, audio and performance settings (are you listening, BMW?).

The audio system was particularly impressive, with multiple surround sound modes that feature digital signal processing and sound quality as clean and sharp as the best Mark Levinson systems from Lexus. Like all German products, the Continental GT doesn't have an in-dash CD changer, but at least the changer is in the glovebox and not the cargo area. And, as we mentioned, our test model had a TV function that worked surprisingly well for a non-satellite system (but only when we were in large cities). The video portion of the TV system wouldn't display when the car was in motion but like the car's other systems it was extremely easy to figure out and use.

There remains the most important aspect of a high-end luxury coupe: how does it drive? To put it simply (and to drive our high-school English teachers crazy), we can confidently say, "It drives good!" Once again, think Audi in terms of sublime steering feel and effective suspension tuning. The Continental GT weighs in at a hefty 5,300 pounds, but you'd never guess it after flinging the car through the twisties or hammering it to quickly merge with freeway traffic. The car's air suspension has multiple settings for comfort or performance. The coupe's ride height is also adjustable to aid high-speed stability, and a rear spoiler deploys from just below the rear window to create down force. Wind noise is minimal at 80 mph, and the Bentley feels buttoned down at nearly twice that speed.

Maximum torque from the W12 engine is 479 pound-feet, and it's available at what many cars use for a warm-up idle setting — 1,600 rpm. The coupe feels as quick as that output would suggest, and Bentley claims it will hit 60 mph in just 4.7 seconds. Yet the car's all-wheel-drive system means traction is never an issue. Goose the throttle from a standstill and you'll forget about the twin turbos squeezed under the car's short hood as it leaps forward with minimal effort.

Braking is similarly effortless as the floating calipers squeeze 15.9-inch front rotors and 13.2-inch rear rotors. A short acclimation period is necessary to appreciate how powerful the system is, but feedback through the pedal is superb and confidence in the car's stopping ability builds quickly.

In many areas, the Continental GT has set new benchmarks. Its interior quality and control layout are as well executed as anything we've driven. Its combination of comfort, performance and luxury is unprecedented. And then there's the price, which as we said before could rightly be called a bargain at $150,000.

Maybe that teenager in Templeton had it right all along: "Wow."

Sweet i was waiting for a review cuz i was kinda on the fence about buying this car. ;)

what a beautiful piece of art!

That car is worth every penny.....:thumbsup:

very nice

This is the one thing I am missing to be able to get more pussy... hmmmmm

Not bad, but I would get an AM DB9 over the GT any day of the week.

i agree


the am db9 looks like it belongs in a museum...its as if the the car was designed 2 not look bad at any angle...the bentley gt on the other hand looks ungainly and derivative at times...

And if I had the money........... :rolleyes:

looks good..... except for the taillights...... interior is just beautiful..... I had no idea VW/Audi were behind this car. 15.9" front brakes?? Holy geez... is that a typo?? You would have to have like at least 20"s, maybe even 21"s, to accommodate brakes that large...... the wheels don't seem that big in the pic..... ?? anybody know for sure how big those wheels are. That is just insane...

I wonder what they mean by "a true Formula One-style manual transmission" - F1 uses paddle-shifters. :dunno:

also, in-dash cd-changers = :ghey: - I'm glad they have stuck with a separate cd-changer. I much rather have that + a single-disc in-dash - much quicker loading and convenient. IMO a cd-changer usually serves as more of like a "database", of cd's you usually listen to. Then, for some random cd that you feel like listening to, you got the quick-loading in-dash single-cd. I don't know why so many makers have incorporated the in-dash cd-changer... :dunno:

srika

Bentley Continental GT
 

Bentley Continental GT: Conjuring the Spirits of the Bentley Boys
By KEITH MARTIN

Published: December 5, 2004
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Fossil, Ore.

IF you can remember the original Bentley Boys, you may still carry a torch for Clara Bow (or Rudolph Valentino) and look forward to Charleston Night at the senior center. To put it bluntly, you've been around the block a few times since Bentley's legendary drivers won the 24 Hours of Le Mans in five out of seven starts in 1924-30.

Impressive as those feats may have been, Bentley surely got its money's worth in publicity from the wins, refusing even today to give its long-ago (and long-dead) heroes a rest. Bentley never misses a chance to promote its high-performance heritage, even though its last notable successes - aside from recent efforts featuring cars with Audi racing engines in Bentley bodies - occurred nearly 80 years ago.

A lot has happened to Bentley since then. It was acquired by Rolls-Royce in 1931, and in the intervening decades the cars have generally been rebadged Rollers with more powerful engines, different grilles and a dollop of sporting pretension. While there is a Rolls-Royce Owners' Club for aficionados of the Flying Lady, the corresponding organization is the Bentley Drivers Club; this suggests that those who motor in cars with the winged B on the nose live more dashing lives than the swells who commute in the back seats of chauffeured Rolls-Royces.

Volkswagen obtained the Rolls-Bentley operations in 1998 and gave up Rolls to BMW in 2003. It ended up with little more than the Bentley name and logo, an outdated factory and faded bits of history. VW's challenge was daunting: to remain true to the Bentley spirit while creating, for the first time since 1930, a car that was more than a Rolls with an attitude.

The first new Bentley to stand on its own is the Continental GT, which went on sale this year. If this four-seat coupe is to be judged a success, it must not only sell well, but must demonstrate the proper Anglo-Teutonic alchemy of style, comfort and performance - three touchstones of what a Bentley should be about.

The Continental GT is a striking car, from its impressive front grille to its taut haunches. Its 12-cylinder engine, unusual in having a W-shaped configuration rather than a V-design, pumps out more than 550 horsepower thanks to dual turbochargers. Bentley says the car accelerates from a stop to 60 m.p.h. in 4.7 seconds. (Car and Driver recorded 4.9 and Motor Trend 4.5.) The top speed is said to be 198 m.p.h.

Volkswagen's involvement in the Continental GT has extended well beyond writing the checks and supplying technical and managerial skill. This may be an expensive and rather exclusive automobile, but there is a lot of VW under its skin.

In today's automotive world of shared platforms and borrowed drivetrains, even a sticker price of $162,285 doesn't necessarily mean the car gets a bespoke chassis - or even distinctive air-conditioner controls. In this case, the chassis, powertrain and many of the interior switches are shared with the GT's cousin, the four-door VW Phaeton. While both cars have superb driving characteristics, the Bentley looks expensive and exotic, while at first glance the Phaeton could be a Passat on steroids.

During a week with the Continental GT, I was constantly surprised by how many people knew what it was. At my local supermarket in Portland, Ore., the bag boy asked, "Is that a Bentley?" When I confirmed his guess, he responded, "They are so cool."

Cool, yes. If the overstyled Rolls-Royce Phantom has become a symbol of the garish hip-hop lifestyle, the Continental GT is bling-bling for wealthy car lovers with taste.

Despite its derivative drivetrain and controls, the GT can be judged on its own merits. Without question, it is a sleek, high-performance machine, a technology showcase and a car designed to be driven quickly. One cannot fully appreciate its abilities in urban driving, so I headed east of Portland on Route 26, past Mount Hood and the rest of the Cascade Range, into the high desert region of central Oregon. This sparsely populated area, laced with challenging roads and packed with scenic delights, extends for hundreds of miles.

The Continental GT is a thirsty car. After 175 miles in which I averaged about 14 m.p.g. on the Interstate - and considerably less on secondary roads - we stopped for fuel in Fossil (population 399).

While gassing up the GT, the station attendant pointed to a sheriff's cruiser up on jacks outside the shop. "That's the only police car in Wheeler County on duty this morning, and it's got two flat tires," he slyly volunteered. "I'll guarantee you that it will be at least two hours until that car is back on the road, and there are a lot of good roads around here."

Unwilling to let the opportunity go to waste, I pointed the Bentley onto Route 207; the 40-mile stretch of road from Fossil to the Painted Hills overlook consists of long, straight sections linked by tight switchbacks announced by 30 m.p.h. warning signs. The harder I pushed the GT, the crisper it handled - and the more the big car seemed to shrink.

Despite its considerable weight (5,358 pounds) the Continental GT seemed to delight in being driven like a sports car. I entered each turn quickly and waited until the last instant to engage the huge vented four-wheel disc brakes.

Once through the tightest part of the turn, I fully depressed the throttle. The thrust of the 6-liter engine rocketed the car forward, shoving my companion and me back in our seats. There was little body roll or lean; the GT felt tight and crisp.

This Bentley has perhaps the most perfect steering feedback of any car I've driven. All pavement imperfections are transmitted through the wheel, yet without any steering column shake or disturbance. The driver feels an immediate and informative connection with the road.

At very high speeds there is some noise from the windshield pillars, but in ordinary cruising all is hushed.

The electronic suspension is adjustable. Though the standard setup is good, the firmer settings offer improved road-holding but are not so stiff that you risk having your teeth shaken loose. The suspension lowers itself at high speeds and is manually adjustable otherwise; we found it useful to raise the car when traversing a gravel road.

The design has many subtle and appealing touches not evident on first inspection. For instance, a crease around the front wheel arch becomes flat with the body at the top of the wheel well and then reappears on the back side of the opening. The grille is suitably imposing without being a caricature of itself (unlike the monolith on the front of the Phantom). The rear lights, along with a retractable spoiler, are ingenuously integrated into the body.

The Continental GT is not a small car by any means, though in development it was known internally as M.S.B., for midsize Bentley. Indeed, compared with the massive R-Type and S-Type Continentals of the 1950's, the new car seems 20 percent undersized. Sometimes at promotional events, Bentley displays the new GT alongside those vintage coupes; it might be better off leaving the old cars at home so they don't overshadow the new, smaller GT.

The interior is a nearly perfect blend of high technology and old English style. The walnut veneer is quite attractive, and tasteful chrome bezels around the air vents are reminiscent of vintage Bentleys.

The navigation system is the same as the Phaeton's, and it is just as confounding here. Because it is CD-based (not DVD-based), eight discs are required to cover the United States. At least the CD's come in a handsome leather case embossed with a proper winged "B."

The 400-watt, 12-speaker Siemens stereo is spectacular. Driving home from a touring production of "Little Shop of Horrors," I played the soundtrack. In "concert hall" mode, the system faithfully reproduced the overmiked, artificial sound that typifies today's Broadway shows.

And once again proving that European manufacturers think little of Americans' tendency to sip liquids on the road, the cup holders are hidden in the center console, under the armrest. To use the side-by-side cup holders (which, by the way, won't hold two 12-ounce cups at the same time), you must raise the console lid and lose your armrest. It is annoying to be forced to make this kind of choice in a $162,000 car.

The back seat is nicely appointed, with a console in the middle and separate controls for lighting and temperature. But when I adjusted the front seat to fit my 5-foot-9 frame, there was less than two inches of space between my seatback and the rear cushion. Bentley says the interior is designed so that a family of four can travel in comfort. This might be true if the driver and front passenger have day jobs as jockeys and their offspring are similarly diminutive.

The six-speed automatic transmission was remarkably adept at choosing the right gear for any situation. You can shift manually with a pair of paddles on the steering column. But the paddles do not turn with the wheel, making shifts while cornering into complicated maneuvers. In a hurry, it's easy to grab the turn-signal lever on one side, or the wiper stalk on the other, by mistake.

With the Continental GT, VW's goal was to reinterpret - in fact, to reinvent - a long-quiescent English marque. It has succeeded. Though built on a German platform, using a German drivetrain, the Continental GT clearly benefited from having the right sous-chefs in the kitchen. The coupe has the look and feel of an elegant, hand-built classic GT car, but thanks to the technology inside, it performs like a modern exotic.

While the jury is still out on VW's upscale Phaeton, lagging sales and cut-rate leases suggest that the huge sedan, which sells for $70,000 to $100,000, may prove to be a costly failure. But consider this: It was the technological investment in the Phaeton that ultimately made the Continental GT so alluring. Proud owners of the new Bentley should tip their caps each time one of those oversize Passats drives by.

INSIDE TRACK: Scones and strudel, speed and style.

i'll take 2 :D

12 speaker system?

That is one of the sickest cars on the road today. The interior is absolutely amazing. I had the chance to "drive" one, meaning i parked it for a friend of my grandpa. but i did get to start the engine, put it in gear, and then move it about 20 yards. :woot: If you've got the means, it is definitely worth it.

One thing that is annoying about the CGT is that there are VW insignias scattered throughout the car (on various parts).

Are you kidding...? :huh: That's got to suck big time after dropping all that cash...

yeah, id rather have a comparable rolls.

kinda odd. My car doesnt :dunno:

Yeah, the CGT is basically a Phaeton 2 door that's why......lot of parts shared. If you flip over the Bentley oil cap, VW is stamped underneath (for example).

Also, a number of parts (ex. suspension components) are stamped "Audi."

The key is the same as an audi, VW.

So, there is no mistaking the CGT for a VAG product.

I'd still rock one :pimp:

Yeah, its a cool car.......I would still go for the DB9 though.

for the price of an aston martin you can get a way better car that will outperform it any day. I guess I just am not a huge AM fan because they are so damned heavy. If they could lose some of the weight the 444 bhp engine would be kickass

I fuckin' :love: that car.




And it's red. :woot:

:werd: I think the DB9 looks more sleek. Interior, as with most VWs, is where the Bentley is king, though.

The DB9 is so much nicer IMO.. I've seen a few of the Bentley GT's on the road recently and while they are nice, I'm much more of a fan of the DB9.

BTW, I believe the Bentley GT is heavier than the DB9

DB9- 3770 lbs w/ 450 bhp

Cont. GT - 5071 lbs w/ 552 bhp

pretty much the same for the hp/weight ratio and the 0-60 is almost identical.

I guess that knowing someone that has driven numerous Aston Martin's and have been told many times how they lack pick-up, I would like to go with something that has a few more horses under the hood. :dunno:

VW talk aside, I saw a GT down in Fla (outside of Sanford, Osteen Maytown Rd) coming towards me. It's EASILY one of the most beautiful cars on the street.

Saw one on the road before...It's a nice looking car, but for the price tag, there are other equally nice cars. :shrug:

If I win the lotto I will buy one.

yeah, like the AM DB9 :D

I don't think so. There aren't to many "equally nice" cars... not by a long shot. :racing:

Spy Shot: Continental GT Convertible

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PS on this one?

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Spy Shots: ’07 Bentley GT Convertible - - The Continental loses its top—how very continental! - - by Hans Lehmann/Hidden Image - - Source: The Car Connection

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this looks like a chop...

I'd have to agree...

But I do like what I see!

definitely, there's not that much room in the back seat of a GT.

Continental GT Convertible Unveiled

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Sleek. I like.

Very Elegant

^ Absolutely. This is a beautiful car. Top or no top.

I love this car; only if I had the loot,...................or LOOTER under current circumstances! ;)

this is one convertible i wouldn't mind to drive....

$200k+?

Too bad Tyson's broke or he'd buy 7 :)

Geez, what is VW doing right? They've got the best designers in regards to interior as well as exterior.

i still like the coup better

The vert of the CGT just doesn't scream "expensive Bentley" to me. A very nice car, but I don't think I'd buy one for 200k. Give me the DB9 Volante or F430 Spyder for that kind of change.

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The Continental GTC, Bentley Motors’ new luxury 2+2 convertible, will be officially unveiled at the New York International Automobile Show in April 2006. When the stunning convertible goes on sale later this year it will complete the Bentley Continental model range, following the introduction of the highly successful Continental GT in 2003 and four-door Continental Flying Spur in 2005.

With a top speed of 195mph (312km/h), a sophisticated all-wheel drive system, state-of-the-art 12-cylinder engine, advanced air suspension and ultra-stiff body structure, the Continental GTC displays all the poise, exhilarating performance and dynamic handling of the Continental GT. In common with its stable mates, the interior of the new Continental GTC provides an unrivalled standard of craftsmanship, utilising natural wood veneers and leather hides of the finest quality, which are on full display when you lower the elegant, electro-hydraulically operated soft-top roof.

“The Continental GTC is the most distinctive new Bentley yet,” explains Bentley Motors’ Chairman and Chief Executive, Dr Franz-Josef Paefgen. “It is very elegant and at the same time effortlessly modern. It will appeal to many different customers: people who are tired of driving sports cars that require too much effort; people who want to move up from more standard convertibles; and people who want to make a statement about what they drive, yet still own a car that they can use every day of the year.”

The Continental GTC becomes the second convertible to grace the current Bentley range. It follows the recently announced return of the evocative Azure name for Bentley’s Arnage-derived flagship four-seater convertible.

While the Azure offers the ultimate glamour, sophistication and accommodation for adults in supreme comfort, the 2+2 Continental GTC is designed for customers looking to enjoy the phenomenal performance, style and excitement of the Continental GT with the additional benefits of classic open-top Bentley motoring.

Overview

An all-new 2+2 convertible version of the Continental GT coupé that blends peerless Bentley craftsmanship and design with modern technologies to provide unparalleled comfort in an open-top car.

Ultra-stiff body structure benefits vehicle refinement and dynamic performance.

A stunning cabin that uses exquisite Bentley design and craftsmanship to create a spacious, welcoming interior. A classic mix of leather hides and wood veneers give a contemporary but timeless appearance.

Unique seven-bow, three-layer, soft fabric roof with heated glass rear screen operates electro-hydraulically and provides peerless acoustic damping and exceptional refinement during use.

Wide variety of exterior and interior roof colours gives the customer more design choice.

Outstanding performance thanks to a top speed (roof up) of 195mph (312km/h) and a 0-60mph time of 4.8 seconds (0-100km/h in 5.1 seconds).

With the roof down the top speed is still a remarkable 190mph (306km/h)

Powered by the awesome Crewe-built, W12 twin-turbocharged 6-litre engine, tuned to provide not just a massive 552bhp (560PS/411kW) but 479lb ft (650Nm) at just 1600rev/min to deliver that legendary Bentley wave of torque from low revs.

New rear suspension system improves the ride and refinement, and increases roof stowage space without impacting on 235-litre luggage compartment volume, which can carry skis and golf bags or travel bags simultaneously.

A high-tech, all-wheel-drive system with Torsen differential for exceptional stability and grip in any conditions is driven by an advanced six-speed automatic gearbox with manual change mode and paddleshift controls.

Air suspension with continuous damping control (four adjustable settings).

The Continental GTC shares its massive braking system with the Continental GT coupé. The 405mm ventilated front brake discs are the largest diameter discs of any series production passenger car on sale today.

The Bentley Continental GTC will begin its global roll-out from the end of 2006.

More tidbits from deandorsey's post...

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Design concept

The Continental GTC is an open-top 2+2 in true Bentley tradition. Its convertible nature means that every sensation of driving is transmitted to the driver and passengers yet the Continental GTC succeeds in offering something more for the senses, as Bentley Motors’ Design Director Dirk van Braeckel reveals:

“The sporting stance of the Continental GTC is unique and quite different from the Continental GT coupé, with its compact soft top and longer rear deck. And with the roof down the exterior becomes a showcase for the hand-crafted interior.”

The new car blends clear Continental lineage with its own personality and character – a unique mix of sporting dynamism and the added elegance you expect from a convertible. That means the new car has simple, clean lines that are unimpeded by the shutlines and creases that so many convertibles and retractable hard-tops are forced to adopt in order to package the roof when it is folded. Head of Exterior Design, Raul Pires, explains the process:

“Our ambition was to produce a design that was simple and elegant – that was very important. We worked very closely with the engineers to get a very clean rear deck and bootlid. If you look at the front and the rear of the car you can see we achieved this by echoing the flow of the bonnet lines into the radiator at the front with the bootlid lines into the rear bumper. It gives the car real balance.”

To ensure that the design was not compromised in any way, the Continental GTC’s engineering team was charged with creating a completely new rear suspension package that allowed the rear design of the car to be kept as compact as possible while still giving enough space to stow the roof when folded. Similarly, a great deal of time was spent on ensuring that the soft fabric roof is perfectly taut and not ‘bowed’ or ‘pitched’ when raised.

“When you see the Continental GTC with the roof up, the weight bias is moved towards the back,” explains Raul Pires. “The glass area appears to be a little smaller than on the coupé version and the cabin looks so low that it has this great sportscar feel.”

As on the entire Continental range, the GTC’s design has also been influenced by the need to ensure perfect aerodynamic balance at speeds close to 200mph (320km/h). The convertible spent many hours in the wind tunnel to ensure a low drag coefficient and like the coupé and four-door versions it utilises an underbody diffuser and specially sculpted rear bumper and bootlid edge to provide downforce and stability at high speed.

Interior design

By its very nature a convertible Bentley is the perfect car to demonstrate the unparalleled craftsmanship and luxury which abounds throughout its cabin. Robin Page, Head of Interior Design, explains the importance of ensuring that the exterior and interior designs work in harmony:

“With the roof stowed you immediately notice how the interior is beautifully framed by a continuous strip of stainless steel that runs around the waist line. Within this frame the interior is a combination of the finest handcrafted leather, wood and polished metals. It is the ultimate showcase for the skills of Bentley’s incredible craftsmen and craftswomen.”

The symmetrical theme of the fascia, which echoes the shape of the Bentley wings, is reflected through the cabin and onto the leather hide tonneau cover. As with a tailor-made suit, the tonneau cover has carefully positioned stitch lines, highlighting its form and craftsmanship.

The front seats have a new sculpted rear which produces an additional 30mm (1.2 inches) of knee-space in the rear.

In the rear of the Continental GTC the centre console finishes with a veneered panel just behind the front armrests, therefore leaving the rear seats as an uninterrupted surface of leather hide, optimising the maximum space for the proportion of the car.

As with all Bentley interior design, great attention to detail has been paid to the jewellery in the car, using a mix of polished and satin metals, such as you might find in modern watch design. Between the rear seats there is access to allow skis to be passed through from the boot area. The boot can also hold two golf bags, and of course plenty of luggage, making this a truly practical convertible.

The inner roof of the Continental GTC is trimmed with a very high quality fabric that looks like the slung headliner in the original coachbuilt Bentleys. Customers have a choice of eight headlining colours enabling them to create a luxuriously light feel or a darker, more sporting ambience.

Craftsmanship

Naturally, wood veneers and leather hides remain an integral part of the Bentley furniture and, when on show in the convertible Continental GTC, prove that these most traditional materials can convey a truly contemporary feel. Though craftsmanship remains as important as ever, these enduring skills have been complemented by some 21st century technology allowing, for instance, wood veneer to be dramatically curved in a way that would simply not have been possible in the past.

Small but ingenious design touches highlight the difference between a Bentley and other cars. For example, a beautiful satin metal wind-stop can be attached across the rear seats. Made of chrome and aluminium, it folds and stores in the boot when not in use.

Craftsmanship key features

Sharing much of its specification with its Continental GT and Flying Spur stablemates, the key craftsmanship attributes of the Continental GTC convertible are:

* Burr walnut wood veneers applied to the fascia, upper door trim and front console.

* Choice of alternative veneers: Birds Eye Maple, Madrona, Piano Black, Dark-stained Burr walnut

* Wood veneers are cut using the latest laser technology. They are then lacquered by hand before being machined and polished.

* The finished wood veneer is applied to new aluminium substrates that are more thermally stable than before, enhancing durability and flexibility.

* The wood veneer is, as with all Bentleys, book-matched to create perfect symmetry, with one side exactly reflecting the other.

* Bentley is unique among car makers in using natural, unbleached wood veneers.

* Premium A-grade leather hides in one of 17 colours cover the seating, door panels, waistrails, dashboard and rear tonneau cover.

* Carpets and seatbelts to match all hides.

* The finest leather hides are imported from Northern Europe because insects that can damage the quality of the finished leather don't like colder climates.

* Hide-trimmed multi-function steering wheel and chrome-trimmed gear selector.

* It takes approximately eight hours to trim a steering wheel.

* The steering wheel is double-stitched by hand using two needles simultaneously.

* Classic Bentley brightwork decorates the Continental GTC. Iconic symbols such as the ‘Winged B’ badge and the matrix grille grace the exterior, while bulls-eye ventilation outlets with their organ stop controls sit alongside unique chrome knurled switchgear that was inspired by blending contemporary jewellery with switches from vintage Bentleys.

Interior features and technology

Continental GTC owners will want for nothing inside their car, whether behind the wheel or enjoying the ride as a passenger. The car is equipped with the latest advanced cabin technology from its electro-hydraulically operated soft fabric roof, power-latching doors and fully adjustable electric front seats (that are also heated with an optional massage function), to its climate control and advanced infotainment system.

Interior key features:

* True 2+2 configuration with improved rear legroom over Continental GT coupé.

* Fully adjustable electric front seats incorporating three-position memory (seats, steering column, exterior mirrors) and electric lumbar control with optional massage facility.

* Rear seat panel removable to reveal lockable ski hatch.

* Electronic climate control system.

* Comprehensive infotainment system includes:

o DVD satellite navigation system with route guidance and post-code entry

o Optional television tuner (except for US market)

o Premium audio system

o Climate control operation

o Computerised suspension control operation (damper and ride height settings).

o 6-CD auto changer in glove compartment.

* BluetoothTM remote SIM access profile telephone system with wireless connectivity for rSAP-enabled telephones, most BluetoothTM-enabled telephones and onboard SIM-card reader.

* Telephone voice dialling (n/a Japan)

* Keyless entry and keyless ignition system.

* Power latching to both doors for easy exit and entry.

* Console-mounted start/stop button (in conjunction with keyless ignition).

* Electronic park brake with move-off assist (move-off assist n/a for USA).

* Column-mounted gearshift paddles.

* Stainless steel-faced foot pedals and driver’s footrest.

* Comprehensive anti-theft and immobiliser systems.

* A range of Mulliner options is available from launch, enabling each customer to personalise the specification of his or her new Continental GTC. These comprise:

o Aluminium fascia panels

o Contrast stitching to seats and door panels and embossed ‘BENTLEY’ to seat facings

o 4-spoke wood and hide steering wheel

o Lambswool rugs for front footwells

o Deep-pile carpet mats with hide trimming

o Choice of premium veneers

o Mulliner alloy fuel filler cap

Exterior features and technology

The Continental GTC combines the finest Bentley traditions and craftsmanship with highly advanced automotive technology. Wherever modern solutions have been introduced on the car, however, these are never to the detriment of driving enjoyment or passenger comfort. At Bentley we don’t believe in overloading our cars, or our customers, with technology that they don’t need or may never use. On the Continental GTC every feature content or safety system must make a case for itself before being added. What’s more, the full features list is almost entirely standard, meaning customers won’t be forced to trawl through an exhaustive options list at additional cost.

Exterior key features:

* Traditional Bentley matrix grille integrated into bonnet and famed black winged ‘B’ badge to radiator shell, bootlid and wheel centres.

* Twin bi-xenon headlamps with integrated washer jets to front.

* High-intensity LED tail and stop lights and discrete high-level stop-lamp integrated into body at base of hood.

* Rear spoiler styled into bootlid operates in conjunction with underbody diffuser to provide enhanced high-speed stability, contributing to a low drag coefficient.

* 19-inch 5-spoke single piece sports alloy wheels in painted finish as standard. (Alternative 19- and 20-inch sports alloy wheels available as extra cost options.)

* Electronic Tyre Pressure Monitoring System (TPMS).

* Traditional Bentley twin oval stainless steel tail pipes.

* High-gloss front brake callipers (in black) with Bentley-branded aluminium plates.

* Infra-red laminated glazing to front screen and side windows (dependent on market).

* Rain-sensing windscreen wiper system.

* Choice of 15 exterior paint colours.

* Fabric hood with a choice of five colours.

* Colour-keyed electronically adjusted door mirrors with heating, power-folding and memory function. Electrochromatically linked to internal rear-view mirror (a light-sensitive device to prevent glare when driving).

Body Engineering

Chassis stiffening

There was one clear target when Bentley’s engineering team began work on the Continental GTC: to create a convertible that drives exactly like its coupé counterpart. By removing the roof – an integral part of the body structure that provides stiffness to the chassis – a convertible has a tendency to shake or vibrate when driven.

Consequently, the Continental GTC’s engineers were determined to rid the car of any such ‘scuttle shake’ and began an extensive development programme aimed at ensuring the Continental GTC’s steel body had a torsional stiffness in the region of 30Hz – an incredible figure for a convertible.

To hit that target the engineers added significant steel reinforcement to the sills as well as additional cross braces that run beneath the cabin. Strengthened steel tubing was also used in the A-pillars and windscreen surround. To remove unwanted resonance – as vital a task as ensuring stiffness – a great deal of time was also spent improving the mountings for the rear subframe. Despite the significant reinforcement to the car’s body, the weight of the car has risen by just 110kg over the Continental GT coupé, to 2495kg (5500lb). Vibration, too, was eradicated, resulting in exceptional levels of ride and refinement.

The convertible roof with rollover protection

The second target for the engineering team was to ensure that the car’s folding roof was as refined as possible while still fitting into a small stowage area behind the rear seats. Folding flat in just 25 seconds is a remarkable feat in itself for this complex, seven-bow, fabric roof. But just as impressive is its state-of-the-art three layer construction. The Continental GTC’s roof has superb acoustic-damping fabrics, with a thicker, more padded outer layer than is used in any other convertible. The ‘sandwich’ is also a thick, insulating layer while the third inner layer is made from the highest quality cloth material which echoes the roof lining on Bentleys of yesteryear.

Not only are the materials the best available, but the construction and packaging of the roof are second to none. Its designers were keen that absolutely all working parts would be covered, which means that whether you are inside the car as the roof is in operation or watching from the outside, not one piece of the mechanism will be visible.

The roof comes with a heated glass rear window and also an interior rooflamp in the headlining. It can be operated after pulling away from standstill at speeds up to 30km/h (20mph).

To ensure occupant safety, an advanced rollover protection system is installed beneath the rear headrests. If the car’s onboard computer senses that the car is about to roll during an accident, two reinforced steel hoops are deployed in a split second, thereby working in conjunction with the exceptionally strong windshield frame to protect passengers in the front and rear seats.

New rear suspension

To cater for the Continental GTC’s sleek design and packaging requirements, a new rear suspension has been created. The convertible shares the same suspension system as its coupé equivalent – a four-link arrangement at the front and a trapezoidal multi-link rear axle with computer-controlled air springs and fully variable, electronically controlled shock absorbers in place of conventional coils.

On previous Continental models, however, the air damper unit was mounted to the upper lever of the rear suspension. On the convertible, the entire damper has been lowered by 210mm and is now mounted to a brand new lower trapezoidal link with an advanced aluminium-cast mounting point that provides the strength and stiffness to hold the damper in place.

With a slightly altered weight distribution and a need to ensure the convertible is as luxurious and comfortable as it is sporting and dynamic, the Continental GTC has revised air spring pistons and damper hydraulics at the front and rear.

As with the other Continentals in the range, the Continental GTC will allow the driver to select from four pre-programmed suspension settings ranging from Comfort through to Sport. These settings automatically adjust the computer-controlled shock absorbers to ensure that the car reacts in the right way to your driving style. At speeds above 152mph (245km/h), the suspension automatically lowers the car to ensure that aerodynamic lift is kept to a minimum, benefitting high-speed stability.

The advanced continuous all-wheel drive system endows the Continental GTC with astonishing traction and poise whatever the weather. In standard conditions the drive is transferred equally between the front and rear axles via a highly sensitive centre Torsen differential. If, however, the differential detects a deviation in torque demand between the two axles it automatically sends more power to the wheels indicating greater grip.

The Continental GTC also incorporates traction control and an Electronic Stability Programme (ESP), both of which can be disabled at the discretion of the driver. Operating discreetly, these driver aids offer additional security and governance over the car’s dynamic potential without being intrusive, thereby ensuring the unique Bentley driving experience remains undisturbed.

The Continental GTC shares the revised steering system that was introduced with the four-door Continental Flying Spur. To improve driver feel, friction was reduced in the steering column, rack and suspension ball joints and its responsiveness was also enhanced, with a slightly lighter weighting for more relaxed driving at high speeds while providing a more linear increase in loading as it begins to corner.

In common with its Continental stablemates, the GTC has the largest diameter disc brakes of any series production passenger car on sale today. The front discs are 405mm in diameter and 36mm wide, and the rear discs 335mm in diameter and 22mm wide. The aluminium callipers are branded with cast aluminium ‘Bentley’ logos at the front.

The braking system features a Bosch anti-lock system with Brake Assist and electronic pressure distribution. The Continental GTC also has an ‘intelligent’ electronic parking brake with move-off assist (except USA). The parking brake system can also be operated as an emergency brake. In this instance braking is applied to all four wheels and the car’s electronic safety systems remain fully operational allowing the driver to steer as normal.

A tyre-pressure monitoring system is standard equipment, and constantly measures the tyre pressures in all four wheels, instantly warning the driver should a significant reduction occur.

“The refinement and dynamics that we have succeeded in engineering into a large convertible are amazing,” says Dr Ulrich Eichhorn, Member of the Board, Engineering. “It has the dual character that every Bentley possesses. You can drive along in something that is better appointed than your drawing room and then you can give a supercar a run for its money whenever you want. And when the roads are bumpy and wet who could challenge you with four-wheel drive and incredible grip?”

Powertrain

The Continental GTC is powered by Bentley’s magnificent W12 twin-turbocharged 6.0-litre engine, which will propel the car to 60mph in 4.8 seconds and on to a top speed of 195mph (312km/h). This awe-inspiring piece of engineering is identical to the unit used in the coupé and four-door versions of the Continental and delivers phenomenal power (552bhp/411kW) as well as that legendary wave of torque

(479lb ft/650Nm) from low revs that is the hallmark of every Bentley.

The 12-cylinder block has a 48-valve head with four camshafts that operate using continually variable valve-timing. Power is transmitted via a seven-bearing crankshaft to the car’s six-speed automatic transmission. To ensure compliance stringent emissions regulations, the twin turbochargers are designed with a unique bypass valve that automatically sends exhaust gases to heat the catalytic converters when the car is started from cold. This valve then operates as the turbocharger wastegate at all other times.

The Borg-Warner turbochargers are also the ideal solution for producing the flat torque curve, ensuring that the driver has instantly available performance without a hint of turbo lag or having to shift down through the gears. That mighty torque curve is constant, with no drop-off from its maximum output of 479lb ft (650Nm) at just 1600 rev/min all the way up to 6000 rev/min.

The Continental GTC’s prodigious power is channelled through a six-speed automatic transmission built for Bentley by ZF. The transmission can be left in fully automatic mode or used as a clutchless manual where gear changes take place only on the command of the driver, via either the gearlever or paddles mounted behind the steering wheel.

Conclusion

The launch of the Continental GTC means that the Continental range is now complete. Three years after the introduction of the Continental GT coupé, Bentley customers are now able to choose from three remarkable Continentals, all undeniably Bentleys, but all unique in character and appeal.

Bentley Chairman and Chief Executive, Dr Franz-Josef Paefgen explains how each car will have its own unique place in the Bentley stable:

“The proportions of the Continental GTC are the epitome of the elegant, modern convertible and clearly distinguishable from the GT coupé. As the first model in the Continental family, the GT has been responsible for building the Bentley brand across the globe, but it is the Continental GTC that is the most emotional car in the range.

“The GT coupé may be the driver’s car and the Continental Flying Spur the more practical four-door Grand Tourer, but the new Continental GTC is the show piece for Bentley design.”

Specifications
 

Engine
Type: Twin-Turbo W12
Displacement cu in (cc): 366 (5998)
Power bhp (kW) at RPM: 552(412) / 6100
Torque lb-ft (Nm) at RPM: 479(650) / 1600
Redline at RPM: n.a.

Brakes & Tires
Brakes F/R: ABS, vented disc/vented disc
Tires F-R: n.a.
Driveline: All Wheel Drive

Exterior Dimensions & Weight
Length × Width × Height in: 189.1 × 82.7 × 55
Weight lb (kg): 5500 (2495)

Performance
Acceleration 0-62 mph s: 4.8
Top Speed mph (km/h): 195 (312)
Fuel Economy EPA city/highway mpg (l/100 km): n.a.

Wow, now that is one hell of a Vert. Bentley really hit a homerun with the CGT, sales I believe has been a record for Bentley.

At that price, it should be a hard top convertible, IMO.

Bentley Continental GT Diamond Series
 

It's nice. But, still no Aston Martin DBS. :O

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those have got to be the biggest brakes I've ever seen :eek:

:ohsnap:! look at those breaks...

:what: :thumbsup: Ditto. They're HUGE.