BENTLEY CONTINENTAL GT
Unfinished business
The Crewe people say it's all-new, despite the traditional looks and drivetrain. Can you wait for a year?
Credit: Bangkok Post (http://www.bangkokpost.com)
This may sound a little bitter but Bentley's all-new Continental GT looks more like a facelift of the previous model that even eagle-eyed enthusiasts will have a hard time spotting the difference.
Just look at the pictures _ it's so unmistakably like the 2003 model, from the squarish grille, circular lamps and Aston-like window lines to pronounced rear haunches and rectangular rear lights. Are the Crewe boys running out of ideas, you might ask?
Bentley insists they want to preserve the design elements of its iconic entry-level GT sports car _ just as Mini and Porsche do with their iconic models. Well, it's the German way of selling luxury cars, some might wish to say.
And despite their blooded nationalities, Mini and Bentley are actually owned by the Germans (the former by BMW, the other by Volkswagen). And consider that Porsche is set to become an in-house brand of the mighty VW Group.
Because of that, respective makers want a Mini to be a Mini, a 911 or a Conti to remain just as they have always been. As saying goes: if it ain't broke, don't fix it.
That said, it appears that the so-called all-new Bentley is once again set to capture the hearts of rappers, league footballers and well-off luxury car buyers who find a high-end BMW or Mercedes-Benz too mainstream.
As for others, the GT's design is something they are either going to love or loathe. However, if you seriously go down to the smallest of details, the two-door Continental looks more refreshing than ever.
That classic grille may have remained, but now it has a more upright stance. And if you look at the Continental smack in the face, you will notice that its wider tracks have succeeded in giving it an appearance that is more muscular than before.
Turn on the lights and you'll note how quickly LED lighting technology is making inroads into supercars these days. Without this particular gimmick, the GT would hardly look contemporary in a segment that, fortunately for Bentley, isn't that tough in competition terms.
The only two credible alternatives to the Continental are the Mercedes CL coupe{aac} and Ferrari 612 Scaglietti, the former just passing its mid-life and the latter desperately waiting for a new replacement (that would hopefully won't look as quirky as it is today).
And if you take these two into comparison, the Continental still looks fresh and unique. Maybe that's why Bentley has been content to take the super evolutionary path in design.
The same goes for the inside where the theme is much like before, although it must be said that the Continental's cabin was always a great place to be in. With some tweaks here and there, the GT's interior is arguably the most opulent and most beautifully made in its class so far.
The GT remains a strict four-seater, although Bentley says the front seats are now thinner in order to increase legroom for rear passengers. While that may hold true, six footers may still find their heads scraping the ceiling.
In place of the old four-spoke steering comes a new three-spoker. Couple that with the classy instrument panel, you do feel like driving a proper luxury car positioned above Bimmers and Mercs.
Despite the seat that is good to sit in, ergonomics remain flawed. The gear paddle shifters and some switches are obscured by the steering wheel. Those on the centre console, too, are a little fiddly to use. The process to get into adaptive suspension mode, for one, is a two-step ordeal while driving.
While the GT's wider stance is evident from the outside, you are also able to detect that increase from the driver's seat, meaning that the Continental has that big-car feeling that many Bentley customers are accustomed to.
And despite its slightly lighter weight, the Continental still feels like a barge on the move. Tipping the scales at 2.3 tonnes, the Continental is certainly no lithe sports car like an Aston; it's a proper grand tourer as its initials indicate.
Much of the underpinnings have been carried over from the outgoing model. But with wider tracks, you can really feel how well planted the car is to the tarmac at any speeds ranging from sensible to insane.
You can leave the adjustable suspension in comfort mode and still find peace of mind when cruising at incredibly high speeds not suitable for mention here. Plus, the suppression of road and other external noise is near excellent.
That's only if you don't start to search for its top speed where wind buffets with the car's classy posture. Bentley is proud of making cars with unusually high top ends, but you then wonder whether potential buyers actually go that fast. Because of that, it's safe to say that clients would be highly appreciative of the Continental's handling and ride balance in real-world driving.
With an improved all-wheel-drive setup, the GT handles relatively neatly in corners. But you will always feel the stress the body puts on all four wheels. This car won't come close to matching an Aston or Porsche for dynamics.
Another factor that makes the Continental heavy on the move is that old W12 petrol unit. There may be slightly more power, but you would hardly feel it. The same goes for the improved six-speeder that still feels like any other torque-convertor automatic and lacks the quickness of a dual-clutcher.
The Continental's powerhouse is a typical 12-cylinder with a classic tone that some people may still prefer a V8 burble to it. Despite the use of two blowers, performance isn't that responsive at the instant. And like before, acceleration isn't as explosive as its figures on paper might suggest.
Cabin is beautifully made and finished; ergonomics are slightly flawed.
It's like having to wait for those horses being released from the shackles before they start to seriously gallop. But once they do, the Continental rapidly darts toward the horizon with effortless pace and poise from the brilliant chassis.
You could say the Continental is a motorway cruncher, but it's definitely not a high-speed missile because that title belongs to the AMG-powered CL that's blindingly quick at even half throttle.
Efficiency is something Bentley won't like to talk about, but then would potential buyers like those in oil-rich Middle East including Oman _ the Conti's driving trials place took place in Saudi Arabia _ care?
They may not, but others would. That's why Bentley made an unusual announcement during the Continental's introduction: a new 4.0-litre V8 (most likely turbo'd, rumoured to come from Audi and to be mated with either an eight-speed or dual-clutch auto) with 40% improvement in CO2 emissions appearing in a year's time.
Rear has more legroom than before, although head space is a little tight.
You then start to think for Bentley: why not wait for that new engine and then launch the all-new GT? Or, from the buyer's view, should you buy the Conti now for your collection before that 12-cylinder unit becomes history?
While some people may care about mega-cylindered motors, the plain truth is that this W12 and six-speed automatic combination is feeling dated. It almost sounds like a perfect opportunity for Bentley to deplete this tech, but you're most unlikely to fall for it upon hearing about the new eight-pot. Must surely be a two-edged sword for Bentley announcing such news.
So where does that leave us with the new Continental in the end? Well, if all that you have ever lusted for is a Bentley and probably already own one by now, you will still find this new model attractive. First deliveries are expected early next year at B20.5m apiece in Thailand.
It's just a shame the upgraded apparel hasn't managed to conceal the old German tech beneath its skin. Which is why you may have to wait till late next year to get hold of that new engine, promising better efficiency and more responsive driving manners.
The new GT, it seems, is still far from a finished product.
Credit: Bangkok Post (http://www.bangkokpost.com)
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