Bentley Reviews

You could easily ignore the latest update to Bentley's slick four-door saloon as just a mid-life update. Behind the Flying Spur's polishing exercise, however, is a deeper and more pressing issue.While Bentley's affluent clients can weather the financial effects of rising fuel price rises and increasingly strict emissions legislation, the company may have difficulty with the third; the economic slowdown of major world markets.To ensure it remains both buoyant and stablein this restless ocean, the very English (though German-owned) marque is targeting new markets such as Russia, China and Korea.And there are also new rivals on the horizon.Bentley's project and engineering boss for the Continental range, Paul Jones, says competition, specifically from the upcoming Porsche Panamera, Aston Martin Rapide and the as-yet unnamed mid-size Rolls-Royce, will entice customers. Hence the new Continental Flying Spur mid-life model.“We have now broadened the car's appeal with two models, the 560 and the Speed, so customers can choose one for luxury and comfort or one with extra performance,” Jones says.Like its two-door sister, the Continental GT, the made-over Flying Spur gets a high performance option that stretches the six-litre 12-cylinder power to 449kW (600hp as measured elsewhere) from the 560's 412kW.Torque is more impressive, up to 750Nm at 1750-5750rpm from 650Nm, and is the reason this Speed model can move its fat 2475kg body to 100km/h from rest in a smart 4.8 seconds.The Flying Spur four-door saloon starts its global sales roll-out this month and arrives in Australia in November, priced from about $370,500 including the 33 per cent luxury car tax. The Speed is likely to cost $400,200.Outwardly the saloon is much like the previous model that went on sale in 2005.There are changes such as a bigger and more upright grille, wider choices in paint and upholstery, expanded features including individual electric adjustment for the rear seats and improvements to noise dampening, including innovative five-ply window glass.The suspension has been retuned, wheels are standard 19-inch with 20-inch optional on the 560 and standard on the Speed, and the Speed gets significant engine mods for greater durability.Bentley isn't expecting the new Flying Spur to increase the carmaker's sales.It predicts 2008 will see a similar number, about 10,000 units, of Bentleys as in 2007 which reflects the damage of the silent financial downturn in world economic markets.It expects to sell about 3500 Flying Spur saloons globally in a 12-month period.For Australia, Bentley regional manager Ed Striebig is expecting about 130 Bentley sales in 2008, of which about 45 will be Flying Spurs.On the road it is obvious this is a big car. Pictures are deceptive, showing something akin to a Commodore, because stylists have used delicate curves and tapers to mask its near-5.3m length. You become aware that it can dwarf other traffic (even on the US highways where this test took place) but the more miles spent behind the wheel, the less daunting the task.Though the traffic can be suffocating, the cabin is so well insulated, the windows appear as television screens.Bentley made a big noise about reducing all the noise of the outside world, saying its five-layer acoustic glass cuts external sound by 60per cent in traffic and 40 per cent at high speed. That's in comparison to the current Flying Spur.That augurs well for the occupants but the driver can feel quite alienated from the real world of motoring.Thankfully there's a W12 engine, two banksof Volkswagen's narrow-block V6s set in tandem, and a rapid-shift Tiptronic six-speeder to liven things up.The saloon is bulky being 2750kg dry plus two occupants and a full 90-litre belly of premium to make 3.1 tonnes. It still, however, blasts off from the traffic lights with consummate ease.The 560 is a quick machine and so you'd expect a whole lot more from the Speed. But it was difficult to pick the performance difference, such is the ability of the Flying Spur to separate the cabin from the outside. But there's no doubt the Speed is a more aggressive ride, showing its presence at only one manoeuvre; back off the accelerator after a fang and the exhaust rumbles.Granted, this deep bass growl is cleverly muted. But it's there and Bentley lets you hear it.While the acceleration is commendable, even better is its mid-range, where overtaking is startlingly brisk. The brakes are simply stunning. Bentley claim these 405mm discs as the biggest on a production car and on the Speed, they're even bigger at 420mm at the front for the optional carbon discs.The ride comfort is as expected and the controls are simple to operate and pretty to behold. The organ-stop ventilation controls are stunning in their efficiency and ease of use. 

You may know that the basis of this desirable and ostensibly English grand tourer is that of Volkswagen's Phaeton, that the engine is a development of that found in an Audi A8.You know that if you could raise the readies to get into a Bentley Continental Flying Spur, you wouldn't care the price of a cuppa Earl Grey and a crumpet about that other stuff.Before the acquisition of Jaguar by the Indian company Tata, any self-respecting English marque had to be owned by the Germans. That held true from the humblest Mini (essentially a front-wheel-drive BMW) to the grandest Roll-Royce Phantom Drophead Coupe (the key working bits are Deutsch-sourced).If die-hards have a problem with that (“Crumbs, Algy, the bally Boche have taken Bentley!”) the VW group's ownership of the feted British marque was not only about the sole guarantee of its continued viability.Embracing the European Union is one thing, retaining your essence and identity is another. While Rolls succeeds beautifully in that respect, Bentley is clearly a child of its adoptive parents.The car with the English moniker is 1000 times more desirable. No one bought the Phaeton while the Audi, for all its undoubted technical excellence, is afflicted by anonymity.Breezing into the boardroom to announce the Bentley purchase is going to go over a good deal bigger than “Check out my A8,” which sounds like a battery and looks like a big electric shaver.Compared with the Continental coupe, the Flying Spur is discreet. An extra 50cm allows for two more doors, B-pillars and a real boot; it provides luxury accommodation for four adults.For 100kg more, the Spur saves $25K while maintaining parity in performance and efficiency.You couldn't want for a more welcome departure from the austere executive car class. The walnut accents, silver knobs and smoky leather are truly a mark of this marque.The way the 6.0-litre twin turbo W12 transforms the Bentley from a genteel grand tourer to a sort of volcanic eruption with all-wheel-drive has to be felt to be appreciated. Nudging the accelerator in traffic feels like taunting an active volcano to have a go.While the Spur's ability to fly is wasted in Australia, on back roads its potency is hinted at where you least expect such a heavy car to shine.The twin turbo version of the enormously potent W12 makes for one of the world's fastest sedans. Driven through excellent three mode ZF six-speed automatic transmission the Spur's reservoir of torque is there for the tapping.Using the steering wheel-mounted paddle shifter is all but redundant — though flipping the left one into too low a gear is worth it simply for the ferocious roar it prompts. While the use of weight-saving aluminium keeps the A8 to a trim two tonnes, even the Flying Spur's 2475kg don't inhibit the almost startlingly sharp manner in which it sweeps through testy bends.The Bentley's road manners are sometimes not so sweetly reminiscent of the cousin Audi — the ride can be terse at times and even torque- sensing all-wheel-drive won't entirely counter the predictable nose heavy understeer when pushing into the tightest bends.On the whole, it excels itself even in these unlikely surrounds, its reserves of grip and poise seemingly endless. If its speed through the corners wouldn't trouble a 5 Series, the Spur has no right to get through them so smartly.Steering is up to the task; light, communicative and evenly weighted although prone to abruptly registering surface irregularities.Set to sport the adaptive air suspension comes into its own through here, lowering the Spur's stance and containing body roll.In it's purpose-designed grand touring deployment, the Bentley simply eats the kilometres, washing them down with a thirst for premium unleaded that's so prodigious you'll be glad of the 80 litre tank. Progress feels almost effortless and quicker than it really is.In terms of road and wind noise it's louder than it ought to be. Add some rattling and humming over coarser stuff and you'll realise the Spur does not offer the last word in refinement.But the statement it does make is enough to drown out dissenting voices.Tally ho! The bottom lineMaybe in the next life. SnapshotBentley ContinentalPrice: $353,000 (Flying Spur)Engine: 6L/W12 twin turbo; 411kW/650NmEconomy: 17.7L/100kmPerformance: 0-100km/h: 5.2 secs (claimed) RivalsBMW 760LiPrice: $346,000Engine: 6L/V12; 327kW/600NmEconomy: 13.6L/100kmPerformance: 0-100km/h: 5.6 secs (claimed) Mercedes-Benz S600LPrice: $367,000Engine: 5.5L/V12 twin turbo; 380kW/830NmEconomy: 14.3/100kmPerformance: 0-100km/h: 4.6 secs (claimed) 

“That is probably the most exciting thing about the Brooklands ... the fact it was almost an accidental program,” Stuart McCullough, board member for sales and marketing, said at the launch of the classic coupe in Tuscany.“When you finish major model programs, as we had with Continental and Arnage and Azure, sometimes the most difficult thing is keeping your creative designers and stylists occupied."“The idea of the Brooklands was borne out of a need to keep the designers busy; while it started purely as a styling exercise, it quickly became apparent that it was going somewhere.”Where the car went, driven by the design pen of Raul Pires and, despite best efforts of Bentley management to kill the project, was to be the latest in a long line of exclusive coupes to wear the flying B emblem.“This is a true Bentley coupe, influenced by the classic models of the past — the Blue Train from 1930, the Embericos Bentley of '39, the Continental Mulliner of 1959 and Continental T of 1997,” McCullough says. “Yet it is not a sports car; this is a true Grand Tourer.”In a world where research and development costs for a family car run into hundreds of millions of dollars (GM Holden spent more than a billion on the VE Commodore), the Brooklands program was completed on what the industry would consider pocket change.“Thirty-five million euro and even at that it was touch and go well into the program,” Peter Guest, head of department for body and trim, said.Overall, 60 per cent of what is on the Azure is on the Brooklands. The 40 per cent of the Brooklands that is unique to the coupe consists mainly of the roof and rear skin, rear underbody, suspension and damper tunes, a rework of the 6.75-litre V8 to boost power and torque, and extensive reworking of the rear seats to guarantee the most luxurious and spacious rear accommodation of any coupe.With a production run of only 550 spread over three years — a number predicated by how many cars the company can squeeze down an already full-capacity production line at Crewe — the opportunity to truly hand-build the cars in the traditional sense was too good to pass up.Each Brooklands is unique. Every one of the 500 orders taken so far — including six from Australia — will include a degree of Mulliner personalisation, whether something as simple as a special colour match or as complex as an interior trimmed in wood from a specific tree.Even before the bespoke Mulliner division gets involved, the Bentley Coupe is something special.Each car takes 600 hours to complete — an outrageous figure in a world where cost efficiency has seen other high-end makers popping cars off the line with increasing regularity.It takes a month for the wood trim for each car to be prepared and cured, with the 10sqm of chosen veneer set on a solid wood substrata. There are 6000 hand-done spot welds on each body. Fifteen metres of copper-braised seams are hand-ground to be invisible under the paint.Over 125 hours, the 16 hides in each full-leather interior are hand-stitched using 484.5m of thread and 43,507 stitches.Under the bonnet, the 6.75-litre V8 is Bentley in microcosm. With the core of the thumping great benteight approaching its 50th birthday, there is enormous pride in having a component that has been engineered to last. “We believe it may be the longest-serving engine in the industry,” says Bentley's powertrain main man, Brian Gush.The original 6.25-litre engine debuted in 1959 and, by 1962, had been bored to its current 6.75 litres. Since the original “sufficient” output (about 230bhp/160kW is as near as anyone will say) the engine has been tweaked, blown and modernised so that the current one claims 395kW (530bhp) and 1050Nm — something the firm is no longer shy about promoting.Yet, while power has soared, Gush is at pains to point out that NOx emissions are down by 99 per cent and efficiency is up 60 per cent over the original engine.On the road, the Brooklands delivers most of the things you expect from a Bentley — and more than a couple you don't.The interior is plush and lush — it could hardly be anything less given the time and materials lavished on it. Craftsmanship and old-world style dominate. Polished pull-knobs and switch gear punctuate the wooden dash treatment, the dials are creamy, rich and prominent, and the knurling on the gear shifter is a work of art.The first impression of the front of the cabin is that the floor is high — it is because of the straight chassis rails running beneath — and the seating fairly high.The seats themselves are large and comfortable but not particularly well bolstered — not an issue, you may reasonably think, in a luxury grand tourer. Not so, given the performance capability of this car.Rear seat space — in any limousine let alone a coupe — is expansive. The two rear seats are electronically adjustable, with leg and headroom difficult to fault. Entry and exit is not simple, even with the large front doors, as the low roofline demands a degree of dexterity.Punch the starter button and such issues fade into insignificance. The big V8 fires up quietly — unbelievably quietly for an engine of its size — but that can all change in an instant.Jumping on the accelerator is akin to poking a sleeping bear with a sharp stick. Instantly, there is a fierce rumbling and a sense of life, followed almost instantly by a ferocious release of energy.With the twin turbos forcing the engine to take deep breaths, the Bentley throws its 2.7 tonnes down the road at an alarming rate.A 5.3 second 0-100km/h sprint may not make a Porsche driver wince but from inside a behemoth like the Brooklands it is breathtaking.Yet, the car is far more than a rocket sled. There is an impressive stiffness to the chassis and a comforting degree of feedback from the huge bespoke 255/40 ZR 20-inch rubber developed for the Brooklands by Pirelli.The big car turns in progressively and tracks truly with a mechanical grip that beggars description. A dynamic stability program is standard on the car but, during the launch drive on winding Italian mountain roads, provoking it into action took more aggression than we were prepared to apply.The standard brake package is impressive enough — 348mm ventilated discs front and 345mm rear — but for the cost of a mid-sized family car ($25,000 or so) you can upgrade to monstrous 420mm carbon/silicon carbide cross-drilled discs on the front with eight-pot calipers. The rears are a not-inconsiderable 356mm with both front and rear discs guaranteed for the life of the car. 10 things you won't get in a commodore1 Almost 2.7 tonnes of hand-built bespoke metal2 A 6.75-litre twin turbo V8 hand-built and signed by the team leader3 Torque of 1050Nm to go with the 395kW of plush power4 103.5 billion standard colour and trim combinations5 A full leather interior hand-sewn using the hides of 16 cows6 Hand-polished stainless steel exterior brightwork7 The option to upgrade to 8-pot, 420mm carbon ceramic brakes that will stop an ocean liner for a trifling $25,000.8 No reach adjustment on the steering wheel9 Combined cycle fuel consumption of 19.5L/100km or an urban average of 28.8L/100km10 A sticker price of $693,000 plus on-road costs 

For then, we could be shipped, in a blink, to a German autobahn with no speed limit or an Italian autostrada where few obey the 150km/h signs.At 110km/h you have only just opened the Bentley’s performance envelope of 411kW of power and 650Nm of torque.Its six-litre W12 engine with twin turbochargers is good for a 0-100km/h time of 4.8secs and a top speed of 312km/h The Continental GT indeed lives up to its name. This is a high-speed cruiser designed to traverse Europe or America in comfort.It would do an equally great job here in Australia, too, if the relatively restrictive speed limits and thirsty fuel consumption failed to faze you.How thirsty? Weighing a hefty 2385kg (about the same as two Mazda MX-5s), the big Bentley returns about 17 litres/100km. But this is of little consequence when you slide behind the wheel, for the interior is an unparalleled fusion of modern style, traditional craftsmanship and Bentley detailing.Fire up the W12 (effectively twoV6s spliced together) and not even a near 2.4 tonnes can smother the acceleration which presses you back into the plush leather seat with serious intent.But the $379,000 (new, plus costs) Continental GT is not just a car built for straight lines. On open, flowing corners, its all-wheel-drive produces grip levels that belie a car of this size. This was borne out tackling the agricultural back roads west of the city.Here was an opportunity to snick the six-speed automatic transmission into Sport and shuffle up and down the gears by flicking the steering wheelmounted shift paddles.The Bentley adjusted without complaint from grand tourer to sports car, but on tighter corners, you were instantly reminded by the law of physics that this was one big car.The GT was up to stopping without fuss, but then it does have the largest brake disc of any production car at 405mm on the front and 335mm at the rear.My only moan about the Bentley was the weight of the driver side door. Opening it on a slight incline required a hurculean effort to get out.But then, this is a car where someone would usually open the door for you. Is it not?

If you think the car looks good on paper, in reality it absolutely screams luxury, wealth, elegance and style. At $399,500 you wouldn't expect anything less.The gorgeous sky-blue convertible was on hand for the Australian launch last week and you can't help but feel your confidence level rise as you slip into the cream pure leather interior and get comfy in this dream car. Let's cut to the chase, it's definitely a car you can't help but show off in peak-hour traffic.And that I did.With the roof down, my hair flying uncontrollably, and I mean in the Bridget Jones sense, not an attractive shampoo commercial way, I'm reasonably sure I made a lasting impression on Sydney roads.OK, so I didn't do much to raise my cool status, but the Bentley surely did.With its long body, smooth surfaces and stunning looks, it was love at first sight and not just for me behind the wheel. This attention magnet drew glances from all angles.The Continental GTC is Bentley's soft-top 2+2 convertible. And it is so much more than just looks. She has brains, beauty and power as well. With a six-litre, W12 twin-turbocharged engine, you won't be short on excitement. And the goosebumps creeping on the top of your skin prove it. It generates a massive 411kW at 6100rpm and 650Nm at a low 1600rpm and despite the extra 110kg it carries over the Continental GT coupe, the convertible still races from 0-100km in 5.1 seconds. To put it simply, the 2495kg GTC is a lot of fun to drive.There were roads to conquer, and its weight was not a hindrance. With its tight grip, smooth sailing around corners and the new rear suspension giving a refined yet sporty performance, the soft top is pure luxury — heaven on wheels.The three-layer fold-away roof takes just 25 seconds to disappear and it can do the job while travelling at up to 30km per hour. And there's no need to worry, it has plenty of space in the boot for golf clubs or shopping bags or hey, why not splurge on the pricey, but must-have Bentley matching luggage? It's only a couple of grand, or more, extra.The inside complements the exterior, with its handcrafted wood, leather and polished metals and the air ventilation system has old-fashioned push-pull levers. A nice touch.While the GTC may have been the trendy stunner, it was nicely balanced out with a ride in the more conservative, elegant 2007 Arnage T model. Let me get something straight, conservative by no way indicates less, as is evident from the price.It is rather a sophisticated and mature performer. Its 6.75-litre, V8 twin turbo engine pumps out 372kW and, wait for it, an enormous 1000Nm of torque.Effortless is really the best way of describing this $545,000 car. Royalty is the first thing that pops into your mind and this time, I mean the Buckingham Palace kind.The Arnage T has lavish leather seats, a solid, wide stance on the road, a high seating position, and glides with ease. On narrow roads around Kuring-gai Chase National Park, you really notice the grandeur of the vehicle, but mixed in with busy Sydney roads, the excellent driving dynamics take over and you barely notice its large dimensions.Silver and black were the main colours adorning the interior, adding to the classy character of the model.The large, trademark Bentley grille on the front exudes dominance and contributes to the powerful stance of the Arnage. A smaller, similar grille sits on the GTC.Bentley sells about 100 vehicles overall in Australia a year, so there won't be too many of these new models on our roads.The combined cost of the two cars I drove was nearly one million dollars. So you can see why they are so elite.Putting that into perspective, we're talking houses, a yacht, a big holiday ... let's just say I don't see these Bentleys as being a permanent part of my future. But, hey, a girl can dream and for one afternoon, I even got to pretend.

Mention that magic number, and it's a cinch the majority will mentally conjure some form of real estate: an over-restored box with marginal views of the big blue, or maybe a McMansion in Nouveau Moneyville.Last Tuesday lunchtime at Rose Bay (where a million bucks might just get you an inside toilet), there was a rather more eloquent demonstration of affluence to be ogled.Having been steered down from Palm Beach - where lots of zeroes on the realtor's price tag are de rigueur - were two examples of what remains one of the final frontiers of elite auto ownership.A 2007 model Bentley Arnage and a Continental GTC befitted a backdrop of exclusive waterfront, swooping seaplanes and $50 main courses.That said, it's sad that, for many who acquisitively aspire to such trappings, Bentleys are mere status symbols. A bit like monstrously overpowered Hermes handbags.An all-too-brief shared drive in each, however, confirmed to this Bentley neophyte that there's much more to the fabled marque than hand crafted wood panelling and a smug label.If the $539,000 tag on the Arnage T (unoptioned and sans government charges and dealer delivery, mark you) isn't enough to induce caution when pulling away from Barrenjoeys, the other-wordly feel of the thing surely is.Amid a field of silver knobs and buttons and luxury accoutrements, the driving position is aptly high and mighty, almost in keeping with an SUV.As is the sheer heft of the mega-luxury conveyance as it wafts on the comfort setting of its air suspension.Yet, as initial jitters are overcome and the setting switched to sport, the Arnage T's 2585kg kerb weight scarcely troubles smart progress, even through the 35km/h bends of the Kuringgai Chase National Park.The last car I drove through here was an Audi TT. The Arnage is, in its rarefied way, more fun.Turn-in is amazingly adroit, utterly belying expectation.The only discernable noise comes from its 6.8-litre, twin turbo V8, which growls with the sort of refined menace that only 875Nm can command.As with the Continental GTC - the outrageously attractive convertible version of the GT coupe - the Arnage now benefits from a six-speed automatic transmission with sport and manual modes.One blushes at having so carelessly used the word "seamless" to describe other six-cog autos - the Bentleys define it.The roofless Continental, a mere snip at $399,500, is about as far departed from the Arnage as two cars boasting the same badge could possibly be.With 411kW and 650Nm from its six-litre twin turbo W12, the all-paw droptop is possibly the more impressive. That its on road dynamism belies its near 2.5-tonne kerb weight proves the Arnage is no fluke.Our drive comprised but the merest taste from this impossibly rich table, but enough could be discerned of the GTC to see that the lack of supportive pillars represents no problem. Indeed, the torsional rigidity achieved here is a miracle of cross membering..Perhaps more pertinently, as we whiled through Wiley Park to the M5 en route to the Bentley's natural habitat of the eastern suburbs, there was scarcely a head unturned by the azure GTC, its blindingly blonde upholstery and slightly unfortunate blue leather-trimmed steering wheel and dash exposed to the summer sun.Some may be wondering by this point what possible use there is in filling a page with such auto exotica, given that few of us could so much as fill the Arnage's 100-litre tank without taking a second mortgage.Well, if you have the least interest in cars beyond the one that fills your garage, be glad there remain things so uncompromised as these Bentleys.There are no priced-down versions with lesser spec. There'sno under-powered model with a smaller engine. There's no diesel. And, praise heaven, there's no populist SUV.They are what they unapologetically and utterly are. And for that, car-lovers can be grateful.

The Diamond Anniversary Tour – to mark 60 years of production of Bentleys at the Crewe plant in west England – has been in Adelaide this week as part of a 15,000km promotion in Australia, New Zealand and South-East Asia, complete with the Speed 8 that won at the Le Mans circuit in 2003.The first car I slipped into was the Bentley Continental Flying Spur, a stretched and four-door version of the Continental GT. The Spur has a wheelbase 320mm longer than the GT for a body length about 500mm longer at 5307mm.Both models use the mighty W12 engine – a six-litre unit with 12 cylinders and a turbocharger on each bank.It gives a formidable 411kW of power at 6100rpm and 650Nm of torque at 1600rpm.Both cars have four-way adjustable suspension firmness, felt immediately through the steering and on full "sport" setting reducing body roll and understeer.The Spur is a true super-luxury car: plenty of back-seat leg room, leather opulence and all the gadgets you'd want, including power adjustable individual rear seats (a three-seat bench is optional), adjustable ride height, sat-nav and cooled seats.This is a car that can waft along, although the optional 20in rims carrying 275/35 low-profile tyres weren't exactly quiet on sharp-edged lumps and bumps in town.It is otherwise serene, comfortable and, to the driver, confidence-inspiring. Up the freeway at 110km/h at less than 2000rpm, the redline is at 6250rpm. Drop off the passengers and take the twisty road home: put the suspension on firm setting, flick the transmission into manual select and use the paddle shifts to control the six-speed ZF box. Maximum torque might be at just 1600rpm but go through 3000rpm and it feels just so strong and linear in the way it gathers speed. An overtaking move – 80-120km/h, for example, in 3.3 seconds and, not bad for a 2.5-tonne car, 0-100km/h in 5.2 seconds. And the brakes are just superb. Pushed hard on a Hills drive, it used petrol at a rate of 18 litres/100km.SECOND car tried was the Bentley Continental GT, a two-door coupe with a pair of back seats tight on leg room, making it a 2+2. It has the same driveline as the four-door Spur but with an immediately noticed baritone, serious exhaust note. A bit lighter (but still 2385kg) and on a shorter wheelbase, this is the fun car. It's one of the fastest four-seat production cars in the world (318km/h – not me, officer, it's Bentley's claim) and 0-100km/h in 4.8 seconds.The Bentley Continental GT is a car that you can drive in city traffic at ease or it's happily pushed along on a twisting Hills road, helped by all-wheel drive and electronic stability controls. It's got a decent-sized boot, making it a true Grand Touring car.BENTLEY Continental GT is priced at $375,000 and the four-door Flying Spur is $353,000 plus on-road costs. A convertible version of the two-door, a GTC, is due early next year.

"We have been assured that the cars for the Australian market will continue to be built at headquarters in Crewe," Bentley spokesman Julian Jenkins says. "Demand has certainly been increasing past the capacity of Crewe and the opportunity to assemble cars in Dresden makes perfect sense, however, those cars will meet demand for markets other than Australia and South-East Asia."Jenkins was in Australia this week for the launch of the latest in Bentley's growing stable, the Continental Flying Spur.The Flying Spur is the four-door sedan version of the Continental GT, the car which has forced Bentley to find extra capacity.Last year in Australia more than 100 buyers drove away in their Continental GTs and Jenkins is quietly confident that at least as many again will put down their $375,000 for the Flying Spur."There is a five-month wait on delivery and we already have more than that in firm orders," Jenkins, Bentley's regional director for South-East Asia and Australasia.A short drive around Sydney this week underscored both the Flying Spur's similarities to its coupe sibling and its vast differences. While the Flying Spur is based on the same chassis and drive train as the GT there is little to link them to the casual observer.The Flying Spur is a grand tourer of the old school. It has presence above its rather small – by Bentley standards – 5.3m length and eye-catching style. There is the same 6.0-litre twin-turbocharged V12 powerplant with 411kW and huge lumps of torque almost from idle. The Flying Spur is no slouch, sprinting to 100km/h in just 5.2 seconds on its way to a claimed top speed of 312km/h.However, where the GT delivers its character with enthusiasm the Flying Spur is more about refinement. The exhaust burble is quieter, the interior a little more understated and hugely more spacious – something the 11 cows that donated their hides to this leather cocoon would be pleased to know – and athleticism is at the driver's discretion.The Flying Spur can certainly hold its own when spirited progression is required with selectable suspension settings from plush to hang-on tight. It is impossible to deny the physics of the Spur's 2475kg mass shifting through the direction changes but once confidence is gained that the mechanical grip of the chassis and the huge 19-inch rims with 275/40R19 rubber are up to the job the car shrinks around you.Owners can choose to have the interior configured as a four-seater or as a five-seater with precious few decisions to make other than colour combinations.Standard equipment levels are as you would expect for a car of this category and the craftsmanship of the interior fitment befits a Bentley.

The takeover by the people's car maker of such an icon of the aristocracy was simply too big a burden for some to bear. There were even letters to The Times expressing concern the nameplate was about to be bastardised.Yet fears for the marque have proved totally unfounded. VW plunged $1.25 billion to create a new car in the true tradition of the British grand tourer – instead of relying on its limousine line-up.A further major investment was made in the former Rolls-Royce/Bentley factory at Crewe in Cheshire and the services of many of its master-craftsman car builders were retained.The result is the fastest four-seat car in the world – a GT with majestic road presence which performs far and away beyond the perception of the raw performance figures. The numbers are impressive enough: 0-100km/h in 4.8 seconds and a top speed of 318km/h. But it is the manner in which the Continental GT goes through its act that leaves the strongest impression.The car is 4.8m long and weighs in at 2.4 tonnes. Yet it is as nimble as it is quick and gives little clue to its size even when hunted along tight, winding roads through the Adelaide Hills.VW wanted the new car to present a serious challenge to Porsche – in terms of brute power and response. The GT is 0.6 seconds slower than the Porsche 911 Turbo, which is almost one tonne lighter and enjoys a serious power-to-weight edge.Naturally, one has to be pressing hard to notice the difference. But the GT is an incredibly responsive machine for its size and mass, and anyone jumping ship from Porsche to Bentley will not find too great a culture shock.The engineering of Bentley's new car matches anything in the world – and even at $385,000 it is something of a gift compared with the $1 million-plus prices of many supercars.The meticulous fit and finish of the GT and emphasis on detail more than live up to the tradition of the great marque's past when joined at the hip with Rolls-Royce, now owned by BMW.The GT is powered by a twin-turbo, 48-valve six-litre W12 cylinder engine which produces an awesome 411kW at 6100rpm and 650Nm of torque produces at the ultra-low engine speed of 1600rpm.Power is transmitted to all four wheels via a six-speed ZF automatic, with steering wheel paddles offering the driver the choice between fully automatic operation or manually selected change points. Bentley claims it is the most advanced gearbox of its kind in the world, offering the ability to lock up its torque converter in all six gears plus offer the driver sequential operation.Out on test, the auto never showed signs of confusion as it switched gears during acceleration or deceleration, and any kickdown induced amazing acceleration. Its creator points to the fact that the auto has 30 per cent fewer parts than a conventional five-speed auto yet can handle the massive horsepower of the W12 smoothly, reliably and efficiently.In normal conditions, the all-wheel-drive system delivers a 50:50 torque split between the two axles, but this is continuously variable to cope with any loss of grip by any of the wheels.Bentley acknowledges its responsibility in putting a 300km/h-plus car on general sale.As well as all-wheel-drive hardware, the car comes with anti-lock brakes, electric brakeforce distribution, traction control and the latest electronic stability program.In addition, the brand has fitted an intermediate control system which intervenes before a potential loss of control is addressed by ESP or ABS.During deceleration, the so-called drag torque control reads engine braking to ensure deceleration is consistent, swift and helps remove the possibility of a wheel locking when the transmission changes down on a low-grip surface.Bentley produced some stunning sports cars before it went into liquidation in 1931 – eventually to be taken over by Rolls-Royce.And so the new GT had to be better than simply good to avoid widespread criticism.Power was one thing but ride and handling was another prime consideration.During the long development process, Bentley decreed that the car had to offer occupant comfort but offer pin-sharp handling. This has been achieved with self-levelling air suspension, continuously and infinitely variable. The driver can dial up a number of suspension settings from sport to high comfort – but even in the softest setting the large body remains nicely harnessed without any movement which could upset handling characteristics.Massive ventilated brake rotors – 405mm diameter and 36mm thick at the front and 335mm wide and 22mm thick at the rear – ensure the car has stopping power to match its awesome thrust.Finally, the body styling and fit and finish.The Bentleys of old tell their own story of a commitment to sports-car heritage.The GT is a muscular design which continues that tradition but with great style and elegance.Body lines are kept to a minimum but the overall effect is grandness and quality.Now for the all-important build quality. After all, we are reviewing one of the great marques and therefore one is entitled to look that much closer.In the true tradition of cars which have rolled out of Crewe, the GT is an engineering masterpiece – there can be no other conclusion.It is the attention to manufacturing perfection in those places where few people even bother to look which sets this car so far ahead.In sum, Bentley is a wondrous car which reflects the respect Volkswagen has afforded the badge and its tradition.Sales of the car around the world confirm upper-crust buyers just love what has been presented.