Bentley Continental GT 2011 Review

Bentley Continental GT

That's significant considering Bentley had sold just 16,000 cars over the 80 years prior to the 'modern' Continental. In its favour is Bentley execs' belief they've made conquest sales via the coupe, attracting people out of 7 Series and S-Class models to the loftier brand. Indeed, head of Bentley's interests in the SEA region Robin Peel told us these buyers had "grown up and into our cars".

Heading VW's ventures in Crewe was German-born Dr Franz-Josef Paefgen until ex-Porsche VP Wolfgang Durheimer -- the one behind Cayenne and Panamera -- took over this year. But don't expect any drastic changes to Bentley's lineup or ethos... The brand says it intends to remain on a grand scale and unashamedly indulgent.

The standard-fit list is par for this high-end course but also surprisingly lacking in parts. For example, massaging seats are an option; cornering headlights aren't available and while the new multimedia system boasts a 30Gb hard drive (the likes of Chrysler (for 300C) did it ages ago), the interface is via central touchscreen and therefore just one view, so behind, say, Land Rover and its integration of a two-way TFT screen. The latest Audi A8 we recently drove for a week offers satellite radio and television but despite family association, the new Continental GT has none of the same.

Otherwise the 'usual' luxuries like heated and cooled front seats, folding side mirrors, tyre pressure monitor and electronic park brake are included. Customers can order a storage case for pens/sunglasses and the like which fits in the cupholder space in the centre console. Unfortunately Bentley didn't have one in the launch car but we're told they cost $1029.

Back to radio and whatnot, the new Continental does have a very clever reception pick-up and sound system integrated under the bootlid; produced for Bentley by audio specialists Naim. The system is available for Australian-delivered cars.

The ZF-made six-speed also remains but it too has been revised; for faster shift times and to deal with the extra output, says Bentley. Paddle shift comes standard; fixed to the steering column rather than the wheel.

Torque bias has been adjusted in the Conti's all-wheel-drive system to 40:60 (to rear), compared to the previous model's 50:50 split. Bentley says this is to minimise understeer in hard cornering.

A 4.0-litre petrol V8 will be added to the range sometime next year. Bentley Motors Australia couldn't confirm when and for how much but expect firm details by the end of this year. The new engine will provide significant reductions in consumption compared to the W12's requirements of 16.5L/100km for a combined cycle. Our information is the smaller engine will not, however, see the Continental GT entry price reduced markedly.

Bentley has retained the previous model's braking system, saying it was already up to the job and thus well-suited to the new version's extra power. 20-inch alloys come standard.

The hydraulic power-assisted steering also remains as is, right down to the same wheel. Apparently it would've cost around $10m to design a new one.

The GT's suspension has been tweaked for the new model, including retuned dampers and a redesigned front anti-roll bar. The system features damping control and self-levelling suspension as standard.

Front and rear track width is increased, by 40mm and 48mm respectively, bringing benefits in handling according to the maker.

We were fortunate to share the launch program with Bentley's Head of Marketing and Communications for the Asia Pacific region, Robin Peel and Robin Page, head of interior design. Peel explained the status quo at Crewe and Page took us through details of the brand's use of super forming for body parts and its influence on cabin updates.

Using the aircraft industry-borrowed technique meant Bentley could form the 'nose cone' in one piece, without the shut line between panels that ran through the headlights in the previous model. The effect neatens the front end and suits the steeper, bolder face the new Continental is baring.

The form over the rear wheelarches or "haunches" is also sharper and while the writer is not fond of the edginess adopted by the likes of Mercedes these days, the new Continental's rear styling avoids extremes and maintains the previous model's subtle curve. It will age well by our estimation.

Interior stylist Page told us his design team was inspired by the new exterior styling and integrated it wherever possible in the cabin. The dash design follows the outline of the front end, for example.

Page's team had to include more storage space; a strong recommendation from Bentley's research of previous-model buyers. To that end there's now extra room in the doors and centre console but front passengers will have to use the two rear seats for laptop cases and the like.

The Continental GT's 2+2 arrangement and coupe design doesn't allow for much rear passenger space. The two bucket rear seats are comfortable but adult passengers will be cramped for foot, leg and headroom. Bentley execs admit the Conti is a compromise, hence their stance on big car production.

The coupe's focus is up front, with well-sized (larger in the new model) seats, double-stitched surrounds, true timber veneer trim (sourced from North America and Australia) and a nuance now belonging only (?) to Bentley: push/pull organ stop style levers for the HVAC system which extend out of the dash!

Bentley says the Continental is now 65kg lighter with savings including 25kg in the remodelled front seats alone. LED daytime running lights and remodelled taillights are further distinctions between this and the first Continental GT.

The Continental GT comes standard with front passenger airbags, head airbags for front passengers and side airbags for front and rear passengers. A knee airbag for the driver is also fitted standard.

Bentley says it has improved the Conti's stability control system for better grip. That, and the abovementioned suspension tweaks and increased track width are also attributed to more stability in the new model.

Otherwise, the hefty brake system includes EBD, antilock and brake assist. The cruise control system includes 'active control' function to maintain safe distance behind a vehicle.

If you're one of those looking for a second-hand 'first-gen' Continental GT model you'll have to be patient: According to Peel, many new GT buyers intend hanging on to their first one...

There's a momentary lapse as the GT gathers up its weight and the engine muscles in but it's just seconds before you're at speed. Power is well delivered, with strong and smooth urge through to redline around 6000rpm.

Queenstown's scenic surrounds feature tight, winding and steep roads, making for a respectable arena to expose the Continental's grand touring agenda. Slopes were taken with ease and we didn't notice brake fade -- unlike our testers of the the previous version -- in or after descents.

This time we found the new car's braking solid at all times and were impressed with its short pull-up when pushed. And despite the Conti's length the rear always feels in check; mostly due to its all-wheel drive sensibility.

It's a shame steering feel is too toned and (remains) mostly uncommunicative. At least turn-in is consistent and wheel adjustments are met with quick response.

This tester suggested to attendant Bentley execs that the ZF six-speed was rather lazy; apparently the first to say so since they'd put the new Conti past "dozens of hardcore European testers" beforehand. To their credit, they weren't too proud to ask for more detail...

From our viewpoint even in 'sport' mode shifts lack snap, and involving the odd-sized and badly placed paddles doesn't help matters -- using the shift stick was much better. We were told the Continental's grand touring brief stood for fuss-free driver interaction and yes, the auto is well-behaved and can handle the considerable load but words relating to 'sport' are scattered throughout the model's sales brochure... And anyway, why not a cleverer trans to better 16L/100km?

The launch route was relatively short so given the chance we'd like to 'live' with the Conti a little longer. The Bentley boys assured us the GT is "not a pampered car" with owners using them as daily drivers.

The Conti's vigour is impressive and it's matched to an inspiring soundtrack. Its pipes are 'unplugged'; without accentuation like adjustable baffles as-used by Audi et al, and yet the engine sounds beautifully brutish... Page told us his team spent a lot of time deciding how to appease customers' demand for quiet surrounds without silencing the W12's song.

The cabin is certainly snug, with double-glazed windows, high-end materials throughout and well-formed seating with good adjustability. We're charmed by Bentley's penchant for push/pull lever controls (resembling the versions we saw while being treated to a ride in a 1929 4.5 beauty) but on closer inspection we discovered they were simply screw-in bits and behind the vent vanes we could see tacky plastic piping.

Rearward vision is compromised by the coupe's low roofline making the rear windscreen narrow but there's no B-pillar obstructing side-view. A rear camera parking guidance system comes standard.

Outside noise is well absorbed but road noise was very noticeable. The air-freighted new Conti -- the only one in New Zealand at the time and transported especially for the launch -- was fitted with optional 21-inch wheels which not only contributed to the noise but compromised ride over broken surfaces.

Peel told us the 20-inch equipped version was altogether different but for visual impact they chose the 21s. They definitely look great and fill the GT's huge wheelarches.

This is as grand as grand touring gets. It's exclusive too, which in this case is good and not-so-good: The Continental is a rarer sight on the roads compared to competitors but the lack of usable rear passenger space means it's best left to two people... Sorry, kids.

Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site