Bentley Continental GT 2004 Review

The takeover by the people's car maker of such an icon of the aristocracy was simply too big a burden for some to bear. There were even letters to The Times expressing concern the nameplate was about to be bastardised.

Yet fears for the marque have proved totally unfounded. VW plunged $1.25 billion to create a new car in the true tradition of the British grand tourer – instead of relying on its limousine line-up.

A further major investment was made in the former Rolls-Royce/Bentley factory at Crewe in Cheshire and the services of many of its master-craftsman car builders were retained.

The result is the fastest four-seat car in the world – a GT with majestic road presence which performs far and away beyond the perception of the raw performance figures. The numbers are impressive enough: 0-100km/h in 4.8 seconds and a top speed of 318km/h. But it is the manner in which the Continental GT goes through its act that leaves the strongest impression.

The car is 4.8m long and weighs in at 2.4 tonnes. Yet it is as nimble as it is quick and gives little clue to its size even when hunted along tight, winding roads through the Adelaide Hills.

VW wanted the new car to present a serious challenge to Porsche – in terms of brute power and response. The GT is 0.6 seconds slower than the Porsche 911 Turbo, which is almost one tonne lighter and enjoys a serious power-to-weight edge.

Naturally, one has to be pressing hard to notice the difference. But the GT is an incredibly responsive machine for its size and mass, and anyone jumping ship from Porsche to Bentley will not find too great a culture shock.

The engineering of Bentley's new car matches anything in the world – and even at $385,000 it is something of a gift compared with the $1 million-plus prices of many supercars.

The meticulous fit and finish of the GT and emphasis on detail more than live up to the tradition of the great marque's past when joined at the hip with Rolls-Royce, now owned by BMW.

The GT is powered by a twin-turbo, 48-valve six-litre W12 cylinder engine which produces an awesome 411kW at 6100rpm and 650Nm of torque produces at the ultra-low engine speed of 1600rpm.

Power is transmitted to all four wheels via a six-speed ZF automatic, with steering wheel paddles offering the driver the choice between fully automatic operation or manually selected change points. Bentley claims it is the most advanced gearbox of its kind in the world, offering the ability to lock up its torque converter in all six gears plus offer the driver sequential operation.

Out on test, the auto never showed signs of confusion as it switched gears during acceleration or deceleration, and any kickdown induced amazing acceleration. Its creator points to the fact that the auto has 30 per cent fewer parts than a conventional five-speed auto yet can handle the massive horsepower of the W12 smoothly, reliably and efficiently.

In normal conditions, the all-wheel-drive system delivers a 50:50 torque split between the two axles, but this is continuously variable to cope with any loss of grip by any of the wheels.

Bentley acknowledges its responsibility in putting a 300km/h-plus car on general sale.

As well as all-wheel-drive hardware, the car comes with anti-lock brakes, electric brakeforce distribution, traction control and the latest electronic stability program.

In addition, the brand has fitted an intermediate control system which intervenes before a potential loss of control is addressed by ESP or ABS.

During deceleration, the so-called drag torque control reads engine braking to ensure deceleration is consistent, swift and helps remove the possibility of a wheel locking when the transmission changes down on a low-grip surface.

Bentley produced some stunning sports cars before it went into liquidation in 1931 – eventually to be taken over by Rolls-Royce.

And so the new GT had to be better than simply good to avoid widespread criticism.

Power was one thing but ride and handling was another prime consideration.

During the long development process, Bentley decreed that the car had to offer occupant comfort but offer pin-sharp handling. This has been achieved with self-levelling air suspension, continuously and infinitely variable. The driver can dial up a number of suspension settings from sport to high comfort – but even in the softest setting the large body remains nicely harnessed without any movement which could upset handling characteristics.

Massive ventilated brake rotors – 405mm diameter and 36mm thick at the front and 335mm wide and 22mm thick at the rear – ensure the car has stopping power to match its awesome thrust.

Finally, the body styling and fit and finish.

The Bentleys of old tell their own story of a commitment to sports-car heritage.

The GT is a muscular design which continues that tradition but with great style and elegance.

Body lines are kept to a minimum but the overall effect is grandness and quality.

Now for the all-important build quality. After all, we are reviewing one of the great marques and therefore one is entitled to look that much closer.

In the true tradition of cars which have rolled out of Crewe, the GT is an engineering masterpiece – there can be no other conclusion.

It is the attention to manufacturing perfection in those places where few people even bother to look which sets this car so far ahead.

In sum, Bentley is a wondrous car which reflects the respect Volkswagen has afforded the badge and its tradition.

Sales of the car around the world confirm upper-crust buyers just love what has been presented.