Bentley Continental GT 2003 Review

What we liked
>> One of the world's great engines
>> Nimble despite its heft
>> Handcrafted visual feast

Not so much
>> We can't afford it
>> A diet would reap rewards
>> Whopping brakes can fade

OVERVIEW
The Continental GT, claimed to be the first all-new Bentley for 70 years, is finally on the road after a pre-release campaign better measured in seasons than months. Indeed we've been catching glimpses of the $379,950 four-place coupe for the better part of two years -- since the day Volkswagen stumped up the seven figures sterling to buy the iconic English marque.

Without VW's investment this 320km/h super-coupe would never have seen the light of day. Forget for the moment that the GT's development team drew upon the collective smarts of one of Europe's most innovative car brands; quite simply Bentley's pre-Continental global sales volumes measured in hundreds not thousands, which meant the £500 million development price-tag would have been out of reach without VW. Without the Continental GT, the so-called midsize Bentley, this iconic British brand would be on the road to nowhere.

Make no mistake, however, the Conti and the range of cars it will spawn -- a four door and convertible version are already on the drawing board -- are catalysts that will move Bentley from the manor to the mainstream -- as mainstream as a car that belts out 550hp, does 0-100km/h in a shade over 4sec and costs more than the average house.

FEATURES
The GT's unique W12 engine is mated to a tiptronic-equipped, six-speed automatic gearbox. The new gearbox is claimed to be the most advanced of its kind in the world, and is shared extensively by BMW, Audi, Jaguar and others. In addition to offering six ratios, the transmission has the ability to lock up its torque converter in every gear, providing manual-style gearchanges via either the gear lever or steering wheel paddles. It's a smart gearbox; the throttle automatically blips on down-shifts, and the gearbox will adapt to your driving style/mood over time.

The GT is equipped with all-wheel drive to try and keep its prodigious horsepower in check. It uses both a central Torsen (TORque SENsing) differential and computer-controlled 'differential' braking at each corner to deliver drive as required. Software and mechanical components are based on Audi's flagship A8 quattro. In normal driving conditions power is divided equally between the front and rear axles (50:50 torque split), however, as conditions dictate, up to 80 per cent of torque can be directed to either end.

Much attention has been paid to the GT's suspension geometry and design to ensure the car can not only handle racecar-levels of power and speeds but also deliver high levels of ride comfort. A computer controlled air suspension system is standard. It boasts manually selectable Comfort, Sport and Auto modes. As well as dictating spring and infinitely variable damping rates, the system also affects changes to ride height (speed dependent and driver actionable), and steering assistance and feel.

COMFORT
What would you expect when shelling out $400 large to get the GT on-road? If the answer is real wood, real leather and a Breitling clock, then Bentley's on the right track. There's a substantial amount of choice offered to owners, especially given that the GT will be mass-produced -- by Bentley standards at least.

Buyers of the GT can specify one of six exterior hues, six interior timber finishes, ten leather colours, four carpet and four seat belt webbing choices. Of course, Bentley's bespoke division, Mulliner can get involved if you really want to crank up the Amex Black.

In terms of interior equipment spec, the options box (at least ex-factory) is surprisingly bare -- electric heated wheel, garage door opener, remote engine start and block heater (for Icelandic Bentley-philes?) are the only ones of consequence.

That's not to say you're left wanting for much on the 'standard' car. Multifunction leather-trimmed, multi-position wheel; 14-way electric driver and passenger seats with multi-function memory and lumbar massage control; two phones (Nokia docking station plus onboard Bluetooth handset with 30m range); Infotainment centre with navigation, CD, TV, radio; glovebox-mounted six-stacker CD; keyless entry and start; and multi-zone electronic climate control.

Adding to the cachet is a fair smattering of unmistakably Bentley touches. All touch points are timber, hide or deeply burnished metal. Details grab the eye -- classic 'bulls-eye' ventilation outlets with organ stop controls; knurled finish to many of the ancillary controls; alloy pedals; chrome instrument surrounds. Modern car finishes are eschewed -- even the dashboard top is stitched hide.

This relatively short road tester (165cm, or 5ft 6in) was comfortable in the deeply sculptured rear seats -- even behind a 180cm driver -- there's plenty of headroom with the roles reversed. Bentley claims the absence of a B-pillar adds to the sense of space. Certainly the large opening with the side windows retracted makes for near-open air motoring. It'll have to -- Bentley does not offer a sunroof on the GT.

SAFETY
Bentley claims the Continental GT has the largest brakes ever fitted to a standard production car -- the front ventilated discs measure more than 400mm in diameter. Even the 335mm rear discs dwarf those fitted to most cars. Stopping distances for the 2300kg Continental GT are claimed by Bentley to be better than a Porsche 911. Seat of the pants comparisons suggest the Bentley's in the right ballpark.

This hardware is backed by a comprehensive software package, including Hydraulic Braking Assistance (HBA), anti-lock brakes (ABS) and Electronic Brakeforce Distribution (EBD).

In terms of go, the GT's 415kW is metered via an array of computer aides, including ASR traction control and the latest Bosch Electronic Stability Programme (ESP). ESP uses a fly-by-wire throttle and a system of sensors (eg: speed, throttle opening, steering angle and the car's yaw and pitch) to determine a possible or impending loss of control and instigate corrective action. Depending on the severity of driver error this might amount to little more than feathering the throttle, though it can also target brake application until normal service is restored.

The final electronic arrow is MSR drag torque control. This is designed to intervene before a potential loss of control via the modulation of engine braking when the transmission changes down on a slippery surface.

In terms of passive safety, the GT gets the usual compliment of front and side airbags, including full length side curtains, seatbelt pretensioners, crumple zones and so on.

MECHANICAL
The heart of the Continental GT is a 12 cylinder engine that claims to be the world's most compact. The twin turbocharged engine displaces a hefty 6.0 litres and produces a stunning 415kW at 6100rpm. With little or no lag, peak torque, an amazing 650Nm, is on tap from just 1600rpm. And it doesn't sign off until close to the peak power mark.

The secret to the mill's compact dimensions is the cylinder's W-configuration. Born of humbler stock, the W-engine effectively mates two narrow-angle VR cylinder blocks and heads (Golf VR6) to a common 72degree crankcase. In the case of the GT, the result is 12 cylinders where most makers would fit eight -- the W12's block is just 513mm long, 715mm high and 710mm wide.

Though the GT's engine uses basic architecture from the naturally-aspirated W12 which powers VW's flagship Phaeton limo, the two engines share just a handful of parts. The GT's bespoke bits include pistons and six-into-one exhausts specifically designed for Bentley, seven main bearing crank, pent-roof combustion chambers and variable valve timing on both inlet and exhaust valves.

COMPETITORS
The $379,900 plus on-roads Bentley GT is more likely to face competition from lifestyle purchases rather than alternate automotive icons. Think yachts, helicopters, houses...

The lion's share of GT buyers are new to the marque, coming to Crewe from established German and Italian luxury brands. According to Bentley, buyers are choosing the GT over Mercedes-Benz SL600, Porsche 911 Turbo or Ferrari 360 Modena or 456M.

Offering supercar performance, real luggage space, automatic transmission, AWD and at least occasional four-seat accommodation, the GT is close to a unique proposition. Perhaps that's a large part of the reason why more than 300 Aussies (more than half in Sydney) have already handed over substantial deposits.

ON THE ROAD
This is a car that manages to balance superb ride quality with good suspension control -- even on pockmarked Victorian backroads. Steering is not short on feel once you're on the job but incongruously, it's almost totally devoid of feedback at in-town speeds. The big stoppers have huge power, dragging the car back from warp drive to almost legal speeds with barely a brush of the pedal. Big they may be, the discs do tire in the face of repeated hard stops from speed, as you'd expect when reining in 2.3tonnes time and again.

Bentley's engineers and project managers talk about 'sculpturing' the engine's components, aural signature and habits to instil the characteristics customers expect -- prodigious torque, engaging engine note and stonking acceleration in any gear from any speed.

The W12's infectious timbre and the gearbox's seamless shifts pile on the first 100km/h fast and the next 100 with alacrity. The number of cars that continue this urgency well beyond 200km/h are few and far between -- the GT is definitely one of them. Used in anger, the GT's capable of exceeding 250km/h on even relatively short stretches of road. Illegal -- very definitely. Irresponsible -- arguably. Infectious -- you betcha.

On the highway, the greatest challenge owners will face is exercising self control. At 160km/h the GT is registering around 2700rpm with barely a hint of turbo tickling the ears. And yet monstrous acceleration is only ever a right-foot twitch away...