Engaging the starter button in a
Bentley Continental brings a turbine-like whirring sound as the W12 engine brings itself to life and settles into a deep, sonorous tailpipe idle the envy of sports and GT cars alike. Since the 12 cylinders are laid out rather like two V6s superimposed on each other, it's a very compact 6-liter and generates a distinct melody. You'll seldom hear the twin turbochargers but will note almost a split personality in tone from up front; under strong acceleration it takes on an edge just shy of a growl, like it's exercising its authority, while under more relaxed conditions it resembles a distant locomotive.
Even with 5500 pounds to haul around and all-wheel drive, the Continental's thrust is capable of chirping tires as it hurtles you effortlessly to the horizon or merge lane. Always smooth, it builds power progressively and without harshness, characteristics displayed also by the transmission as the car lunges forward to a terminal velocity of more than 190 mph. This will be useful if your Bentley accompanies you on European relocation, and is comforting to know such reserves are available at the first dotted line. With the exception of the like-priced, 600-plus hp Mercedes S65 and the more expensive Maybach, the Bentley is the only turbocharged prestige car, meaning it retains superior power at Park City and Aspen altitudes.
Launching this mass to 60 mph in less than five seconds requires plenty of fuel too, seen in sub-teen EPA ratings and the gas-guzzler tax. Discussions on CO2 emissions should be avoided, even if they are slightly improved for 2008.
With transmission software this well sorted, shifting for yourself is amusement rather than necessity. In the unlikely event you find the silky operation sluggish, simply select Sport mode and all will be ideal; since the gearbox and calibration are from Germany, maximum effort comes easily.
Slowing from high speeds requires strong brakes, and the Continental delivers as smoothly and progressively as it builds momentum. Simply press on the pedal, and the harder you press the sooner you'll stop. Carbon-ceramic brakes come standard on GT Speeds and are available on GT coupes with 20-inch wheels in the event the standard 16-inch front discs aren't enough.
Heft, wheelbase, and air suspension all contribute to a smooth ride. Even sharp little impacts are not felt like they usually are on 19-inch low-profile rubber. The suspension calibration may be manually set to four modes between Comfort and Sport, ideal for lower-speed rough roads and very high speed smooth roads respectively, reserving the middle two modes for matching your attitude if you get one. Left alone, the system does an admirable job considering a host of input data and delivering the ideal blend of comfort, poise, and grip.
Although it's missing a fixed roof, the GTC convertible shows only minimal cowl shake on poor surfaces. The image in the rear-view mirror always stays clear and vibration free, courtesy the added structure that makes it heavier than the sedan. The coupe is the tightest and lightest, and the most at home devouring a winding road, while the sedan's added wheelbase makes it the easiest to drive over the long high-speed haul. Naturally, we're splitting hairs here since all Continentals drive lighter than they are, effortlessly answering almost any command. And don't fear tight urban environs or country lanes either, as even the long sedan has good steering lock and maneuverability. next page