Bentley Continental GTC 2006 Review

Until the GT's arrival, a big question mark hung over the once-illustrious marque's future. New owners Volkswagen had just taken charge of the corporate reins, and the immediate priority was to shake off the fuddy-duddy image that the Bentley nameplate had become synonymous with in recent years.

The GT did all that and more. A large share of the credit goes to chief exterior designer Raul Pires, whose masterly modern interpretation of the 1952 Continental R-Type proved an attractive magnet for cashed-up buyers.

Of course, the fact that the rest of the package lived up to the visual promise didn't do it any harm either. Result? The GT has well exceeded sales expectations, and the subsequent sedan derivative -- the Flying Spur -- has added usefully to the mix.

The GTC is the final piece in the jigsaw, supplementing the strengths of the GT with the joys of al fresco cruising.

Turning a coupe into a convertible presents a unique set of challenges that, in many cases, aren't successfully met. Witness the number of drop-tops that end up looking dopy or ill proportioned, or those that sacrifice so much in the way of torsional rigidity that they end up dynamic marshmallows.

In this context, we're happy to report that, on the whole, the GTC is a convincing and well-resolved package.

Starting with the aesthetics (a vital element for the image-conscious customers who will be splashing out the readies for this vehicle), what's immediately obvious is that the cabrio is no less striking than its hard-hatted brother -- be it with the fabric lid erect, or tucked away in its nether regions.

Compared to the sweeping arc that the coupe's lid forms, the convertible's fabric roof is far flatter, while the bootlid echoes the lines created by the bonnet and grille. The revised derriere was no five-minute job as it necessitated lowering the rear damper by 210mm via a new ‘trapezoidal' suspension link.

There's a story in the roof itself, as it's supported by seven bows -- rather than the usual five -- to eliminate the unsightly jagged edges that mar the profile of many other contemporary convertibles.

It goes without saying that the interior is trimmed in the finest hides and wood veneer, and other standard kit includes power everything, multiple airbags, steering column mounted gearshift paddles, stainless steel surfaced foot-pedals and driver's footrest, Infotainment system incorporating DVD Satellite Navigation and hi-fi system, six-stack CD changer.

There's also a Bluetooth telephone system with remote SIM access profile, electronic park brake with move-off assist, electronically-adjustable front seats with memory function and electronic climate control

The goodies list extends to twin bi-xenon headlamps with integrated washer jets, 19-inch five-spoke alloys (alternative 19- and 20-inch sports alloy wheels available as extra cost options), rain-sensing windscreen wipers and a host of electronic driver aids.

Besides the obvious ABS with Brake Assist and stability control, the safety armoury includes an anti-rollover protection system that deploys a pair of steel hoops from beneath the headrests if sensors detect an imminent rollover.

The fact that the fabric roof is an ultra-thick, three-layer affair plays a key role here as it provides impressive insulation from wind and road noise, as well as from ambient weather conditions. The strengthened sills and cross-bracing under the floor also play their part as they all but eliminate the scuttle shake and squeaks and rattles that mar many a convertible.

The whole GTC experience is made all the more pleasurable by the olde-world charm exuded by the hand crafted leather/wood veneer-lined cabin. You won't find any new-fangled BMW-style gadgetry such as iDrive here -- just traditional analogue dials and conventional switchgear for the audio and heating/air-con systems.

The front seats are eminently comfy and supportive, but those in the rear won't exactly be swimming in legroom. Thankfully, sculpted cutouts in the front seatbacks provide an extra 30mm of knee room for back-seat dwellers.

Other rivals wearing vaunted Italian nameplates (read: Lamborghini Gallardo Spider and Ferrari F430 Spider) might offer more raw pace and thrills, but neither can come close to matching the opulence and blissful refinement with which the Bentley wafts its occupants along.

The Bentley's aural signature is nothing if not unique and it's the sort of melody that will encourage you to cruise with the top down as often as possible.

We (your humble scribe and Bentley chief exterior designer Raul Pires) did, even though the heavens intermittently hurled rain and snow at us. Surprisingly, provided a good rate of knots was maintained, the cabin remained bone-dry as the slipstream ensured all watery matter disappeared in the car's wake.

And, although the engine makes its presence heard, at cruising speeds you can still converse with fellow passengers without resorting to a drill-sergeant vocal delivery.

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 braking system features the latest 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. 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 it instantly warns the driver should a significant reduction in pressure occur.

Passive safety features include a raft of airbags and the aforementioned anti-rollover protection system.

This powerplant puts out an effortless 411kW and 650Nm -- tellingly, the latter figure is on tap from a piffling 1600rpm to ensure that massive acceleration is just an ankle twitch away.

Backing up the engine highly effectively is ZF's excellent six-speed automatic transmission, which can be left to go about its business, or commandeered manually via the steering wheel-mounted paddes.

The loss of a major structural element -- ie the roof -- necessitated the addition of a couple of cross members to the chassis to lend extra rigidity, and the sills were simultaneously strengthened.

The re-styled rear end also necessitated mounting the rear dampers lower, and this was achieved by introducing a pair of new 'trapezoidal suspension links'.

Bentley claims the whole strengthening process added a modest 110kg to the car's overall weight -- but it was no waif in the first place.

Rivalry from the Latin quarter comes from the Ferrari F430 Spider (from $425K) and imminent Lamborghini Gallardo Spider (priced from close to $500K). This duo offers a more focused driving experience than the Bentley, but nowhere near the same refinement or opulence.

Six litres of twin-turbo-fed W12 -- good for 411kW and 650Nm -- means it doesn't take long to clock up warp speeds. The zilch-to-100km/h increment is dispatched in a brisk 5.1 seconds and, even in not-really-trying mode, we registered an effortless 200kmh-plus on more than a few occasions at the launch.

However, this straight-line pace wouldn't be of much value if the rest of the package had no more backbone than a bowl of raspberry jelly as a consequence of losing a major structural element – ie the roof.

That's where the dividends of the cross-bracing beneath the cabin, along with the steel-reinforced sills and A-pillars pay off. Bentley claims these measures endow the GTC with greater torsional rigidity than any other convertible on the market.

We can go as far as confirming that the GTC does feel impressively taut and free of telltale creaks and scuttle shake. Major road works in the Aspen township provided the opportunity to traverse some rudely corrugated surfaces, and these were comfortably dealt with by the compliant air suspension.

Once clear of the city limits, the opportunity beckoned to stretch -- at least partially -- the Conti's legs. And, be assured, it doesn't take a big prod of the right foot to rouse the force-fed W12 from its slumber. 

Embarking on this course of action has two immensely pleasurable outcomes: 1) an eye-opening hike in the vehicle's forward progress -- we're talking serious, afterburner-style mid-range thrust here; 2) a delightful bellowing crescendo from the twin oval tailpipes that protrude from cutouts in rear bumper.

Lowering and deploying the roof is a simple exercise that's achieved without fiddling around with latches or levers. Just press a button on the centre console and hold it down until the mechanical ballet performed by roof, electro-hydraulic arms and tonneau cover abates about 25 seconds later.

The ZF six-speed auto has steering wheel-mounted paddles -- should you be in the mood for a spot of manual shifting -- and is one of the smoothest, most intuitive self-shifters on the market, so there's nothing to really fault as far as the drivetrain is concerned.

The king-size brakes -- the 405mm front discs are claimed to be the biggest offered on a production vehicle -- perform an admirable job of retarding two-and-a-half tonnes worth of Bentley, so it's possible to lope along at great pace with a tremendous sense of security. And, even in the cut and thrust of traffic, you can imperiously waft past other road users with the minutest of ankle twitches.

We should point out here that although the all-wheel-drive GTC never feels anything less than poised and balanced, from behind the wheel you're always aware that you're commandeering a vehicle that weighs much the same as a Toyota LandCruiser.

As mentioned earlier, the GTC's cabin is an eminently agreeable place to be, and the lashings of high-quality wood and leather impart a genuinely special feeling. It's a fine marriage of English elegance and German thoroughness.

Some industry pundits have gone as far as calling the GTC the world's best convertible; we'll go as far as far saying its every bit as accomplished as its coupe sibling…and that's a resounding endorsement in itself.

BENTLEY CONTINENTAL GTC
Engine type: Twin-turbo, DOHC W12
Capacity: 5998cc
Max power: 411kW
Max torque: 650Nm
Transmission: Six-speed auto
Driven wheels: AWD
Seats: Four
Kerb weight: 2495kg
0-100kmh: 5.1sec
Top speed: 312kmh