The Best Luxury-Sport Limo in the World?
It seems one brand’s pain is another’s gain. In this case, the poor sales VW has experienced with its fabulously well-executed (but
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| Few will even attempt to argue against the Bentley Continental Flying Spur’s stimulating design, but it’s name is a bit long. (Photo: Trevor Hofmann, Canadian Auto Press) |
much criticized for even existing) Phaeton luxury car, have benefited sales of Volkswagen AG über-luxury division Bentley’s stunning new Continental Flying Spur.
Last year, when it became apparent that Phaeton sales weren’t going to pick up anytime soon, the German manufacturer offered its state-of-the-art Dresden manufacturing plant, previously exclusive to its flagship model, to Bentley in order to help appease the long waiting lists it was experiencing for its new “entry-level” four-door sedan. Bentley, respectful of its legendary brand heritage and the importance its customers place in its “Made in England” status, simply offered its clients the opportunity to jump the queue and have their new Flying Spur made in Germany. Apparently the marque’s nouveau riche could hardly care, with the result being quicker deliveries for Bentley’s Crewe-factory loyalists as well.
The new model has proven as popular as the two-door Continental GT coupe
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| While the 552-hp 6.0L W12 might be intimidating to some, it is beautiful to those who admire mechanical perfection. (Photo: Trevor Hofmann, Canadian Auto Press) |
that preceded it. Both feature a 552-horsepower 6.0-litre, 48-valve, DOHC, twin-turbocharged W-configured 12-cylinder engine, derived from the top trim level of that same VW Phaeton, which, in Bentley guise kicks out an equally impressive 479 lb-ft of torque to all four wheels via a 6-speed automatic transmission with paddle-shift actuated manual mode. Naught to 100 km/h takes a mere 5.2 seconds, about 0.4 seconds more than the coupe, and considering the car weighs in at 2,475 kilos (5,313 lbs),which is incidentally 65 kilos (143 lbs) more than the already substantial GT, this is a feat indeed. Top speed, an outrageous 312 km/h (194 mph), puts the large sedan into a rarified category of super-sedans, so it’s no wonder the “haves” of the world simply have to own one.
And when
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| The Flying Spur is looonnnnggggg!!! (Photo: Trevor Hofmann, Canadian Auto Press) |
I heard word that one would soon end up in my care and keeping for the space of three days, I called on one of my favourite haves and told him he would be going for a ride. Having owned top-line models from almost every premium brand available, this friend could offer a unique insight that even I, who gets to drive all of these stratospherically priced automobiles yet couldn’t justifiably put up the cash to purchase one, can’t pretend to appreciate.
After a day of doing errands on my own, running around downtown from my postbox to the electronics/computer shop, a regular haunt, I was surprised at how easy the big sedan was to negotiate through dense city traffic and into crowded parking stalls. The Spur’s Achilles heal is its length, however, spanning an incredible 5,307 mm (208.9 inches) from nose to tail, some 500 mm (19.7 inches) longer than the two-door GT. Much of that length is thanks to its stretched wheelbase, up 320 mm (12.6 inches) from the coupe’s 2,745 mm (108.1 inches) to 3,065 mm (120.7 inches). It’s taller than the GT too, at 1,479 mm (58.2 inches) rather than 1,390 mm (54.7 inches), a difference of 89 mm (3.5 inches). The four-door’s width is more or less the same as the two-door, as expected, dropping a nominal 2 mm (0.08 inches). Personally, as easy as the Spur was to drive around town, I think I’d have enjoyed time spent being chauffeured while ensconced in the accommodating back seat more.
Such wasn’t the case when I took it for a photo shoot the following day. I chose a route that I often use when I’m driving something special, as it ends up at a spectacular destination with
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| The Flying Spur takes to curves like a much smaller sport sedan. (Photo: Trevor Hofmann, Canadian Auto Press) |
mountain landscapes and ocean views for backdrops, plus, just getting there is a winding, undulating, high-speed event in itself. Power at takeoff is more than abundant, but, of course, even its silken W12 needs to use all of its juice to launch the big Bentley to highway speed within its claimed zero to 100 km/h window. The engine sounds pretty impressive as the revs climb, not like an F1 car or anything, and especially not NASCAR-like, no, more like a heavily muffled Champ Car crossed with something tuned for Le Mans - say Bentley’s 2003 Le Mans winning Speed 8? It’s subdued inside, mind you, although thoroughly stimulating if you happen to have the windows powered down or are lucky enough to be standing to its rear when its driver is blipping the throttle.
On the open road the Flying Spur’s power feels much like the GT’s, immediately responsive although not as decisively brusque when kicking up some dust in
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| All four wheels engage the tarmac during takeoff, limiting wheelspin and allowing for outrageously quick acceleration. (Photo: Trevor Hofmann, Canadian Auto Press) |
an Arnage T. The top-tier Arnage derives its power from a twin-turbo 6.75-litre V8, maximizing torque at a mighty 646 lb-ft - an electrifying experience! Its power is instantaneous, giving the car a jump off the line that few vehicles can emulate. The Spur has a bit less bite from standstill, but quickly makes this up when the revs start to climb. Its engine doesn’t quite match the Arnage T’s power output level, but it feels sportier thanks to an ability to spin higher. For instance, where the Arnage T claims 616-horsepower at 2,150 rpm, the Spur achieves 552-horsepower at 6,100 rpm. At the opposite end of the spectrum, however, and boosted where it matters most for everyday driving, the Spur arrives at maximum torque some 1,650 rpm earlier than the Arnage T, at 1,600 rpm compared to 3,250. Of course the Arnage T makes a lot of grunt on its way up to its maximum, so it’s still the more powerful of the two, which is as it should be.
The most noticeable difference between the two Bentley’s is in each car’s chosen transmission. Both are relatively conventional automatics, but
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| The ZF-built 6-speed automatic with manual-mode is phenomenally smooth, fully capable of optimizing the exact gear to any given situation. (Photo: Trevor Hofmann, Canadian Auto Press) |
this is where the similarities end. The Arnage uses a fairly simple point-and-shoot four-speed autobox, highly effective but not as engaging as the paddle-shift operated six-speed unit in the Spur. Yes, this ZF-built masterwork is phenomenally smooth, fully capable of optimizing the exact gear to any given situation, and then going through the motions without even breaking a sweat. While I didn’t use the paddle-shifters as much in the sedan as I did when piloting the coupe, probably because I spent more time in urban and suburban centers in the Flying Spur than the many winding rural backroads I enjoyed during the GT’s launch program, they were there when I needed them. Rather than the constant flick of the fingers, I simply set the transmission to sport mode and enjoyed all the power the car could offer whenever I asked for it. While I can hardly knock the Arnage’s robust four-speed transmission, the Spur’s much more sophisticated six-speed is about as well executed as luxury car gearboxes get.
Why such an exhaustive intra-brand comparison? Well, some will without doubt wonder why they should bother moving up to an Arnage when a Flying Spur will certainly do, and when specific features are
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| Once again I’m thoroughly stunned at how outrageously deft this next-generation Bentley is when the road starts to wind. (Photo: Trevor Hofmann, Canadian Auto Press) |
pulled out of the overall equation, such as transmissions, the new Spur comes out looking like the better bet, there are a discriminating few willing to pay the additional cost to get there hands on what is still arguably the best of the best; and the Arnage T, in my experience, is still the world’s ultimate luxury-sport sedan. But can it dance as well as a Spur when the road starts to wind? While I wasn’t able to test them on the same stretch of road side-by-side, my guess is it would be a toss-up. They’re both so wonderfully balanced, only a back-to-back shootout would do.
Yes, once again I’m thoroughly stunned at how outrageously deft this next-generation
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| The Flying-B brand has a long history of making sporting cars, going way back to its Speed Six and “Blower” Bentley days. (Photo: Trevor Hofmann, Canadian Auto Press) |
Bentley is, not that I didn’t expect as much from a marque that makes the even heavier Arnage manage corners with an agility that most compact sport sedans can’t muster, but such poise from a limousine-sized car still shocks the senses. And I didn’t even have the suspension dialed in to its firmest setting during my initial run up the aforementioned coast-side highway. “Dialed in” is the appropriate terminology when talking Flying Spur, by the way, as it features multi-variable suspension settings via its easy-to-use Audi MMI-like electronic interface. Push the button on the lower console featuring the shock absorber pictograph, and the various suspension settings show up on the screen, at which
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| Despite its superb handling prowess the Flying Spur coddles its occupants with an unrivalled ride quality. (Photo: Trevor Hofmann, Canadian Auto Press) |
point you can twist the main dial to the right or left in order to set it at most comfortable or most capable, from a performance standpoint, respectively. Tautening up its ride does reduce body roll, which is hardly much to worry about in its standard setting, as mentioned, but nevertheless it corners flatter and therefore can increase the car’s overall speed through consecutive curves. In the opposite way, softening its suspension settings improves the ride over rougher stretches of tarmac, when downtown or on highways that suffer from expansion joint problems, for instance. Even when turned to its stiffest setting the Spur’s ride couldn’t be called harsh, even remotely. Rather
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| The electronic interface allows adjustment of just about everything. (Photo: Trevor Hofmann, Canadian Auto Press) |
the big Bentley simply bit into the pavement with more tenacity, making the most of the car’s heft to keep it squarely planted between the lines.
The electronic interface allows adjustment of much more than just suspension settings, incidentally, but affects additional driver preferences as well as the usual climate control, this one a four-way system, audio system functionality, which features a handy six-disc, in-dash CD changer, and navigational adjustments. The latter system was a little frustrating as I couldn’t get it to show the street names in my neighborhood, with it only displaying a network of connecting roads. Its directional accuracy worked each time I tried it, but the mapping was a bit less than adequate.
Actually, my friend pointed out the navigation system’s shortcomings as we were driving around his upper class section of town,
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| While featuring nearly every technological advancement available to modern motor cars, the Flying Spur maintains its old world charm. (Photo: Trevor Hofmann, Canadian Auto Press) |
preparing to pick his kids up from their various schools. Upon seeing the car drive up to the school ground, the grin from each of the young men, ranging in age from twelve to seventeen, was infectious. There’s something about a big, bold Bentley grille that revs up the endorphins in young and old, and in this case the boys and their friends immediately took notice - one of which claimed be willing to sell his rather large afro in exchange (no doubt a sacrifice of the utmost). “Did you buy it Dad?” asked the first, second and third, in sequence. Of course, when they saw me they knew that we were just having a little fun. I find the kids’ reactions interesting, however, as they’ve been trying to talk there Dad out of buying a new Porsche 911 because “it’s too “boring”… yeah, you heard me right. Two out of three teens in my unofficial poll say, “Go for the Bentley!” with some enthusiasm no less. Sorry Porsche, but in this neighborhood at least, your 911 is simply too popular. Whether or not my friend will add a Continental Flying Spur to his collection of well-used premium vehicles is difficult to say, but he didn’t balk at its $227K base price and, other than the nav system, seemed to like the car much more than the others on his list.
Interestingly,
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| The Spur’s cabin could woo even the most overindulgent royal. (Photo: Trevor Hofmann, Canadian Auto Press) |
he has been looking at top-line versions of BMW’s recently revamped 7-Series and Mercedes-Benz’s new S-Class, and the Spur had him questioning his selection for a number of reasons. First, there is that impressive winged-B on the radiator, an attribute that’s impossible to put a price on. To some, it’s worth $100K alone, while to others it might not be part of the equation at all; or at least not much. It’s one of those intangibles, but everybody’s got a number that they’d be willing to pay to move up from a three-pointed star to a flying-B. I’m sure that the Bentley mystique played some part in my friend’s fondness for the Spur, but what I truly think had him leaning more towards the big-Brit, and for that matter has me sold and just about everyone else who sees it, is its divine design. It’s stunning. Bold, powerful, yet ideally proportioned, and thanks to classic lines that are almost understated in execution, especially when compared to the rather garish Rolls-Royce Phantom or the vainglorious S-Class on steroids Maybach 57, both of which, even at approximately twice the price of this new entry, Bentley’s least expensive model, should be considered competitors.
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| The Spur isn’t perfect, of course, as there has to be a few reasons to step up to the pricier Arnage. (Photo: Trevor Hofmann, Canadian Auto Press) |
The Spur is ultimately elegant, about as unpretentious as a $227,465 luxury car could be, and backs up its stately design with a cabin that could woo even the most overindulgent royal.
With its camel-coloured leather and rich wool carpeting, it’s a banquet for the senses, replete with that rich aroma only old money emits. Yes, the smell of finely tanned, individually sorted hides, the strikingly beautifully detailed wood trim, each piece similarly hand-picked to match its adjacent “plank”. The metal trim feels solid to the touch, especially the vents and their “plungers”, while plastic has been kept to a minimum. What plastic bits Bentley does use are high in quality, while the fit of buttons and switches is on the best side of better than average. Comparing the Spur to the Arnage, however, shows some of the newcomer’s weaknesses. You’ll be hard-pressed to find much interior plastic at all in the Arnage, other than for a few buttons on the centre console. Rather, pretty well everything is covered in leather, wood, suede or metal. Now don’t get me wrong, the Spur is a cut above most, if not all rivals in its class when it comes to interior execution, but just the same there are reasons why some Bentley customers are willing to buck up the extra $80K, or so, for the top-line car. Then again, most don’t.
The result of the new Continental Flying Spur being built on two continents, as mentioned when this review began, is that
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| Some interior details, such as these handcrafted vents that allow for the Spur’s four-zone climate control system, are exquisitely finished. (Photo: Trevor Hofmann, Canadian Auto Press) |
overall Bentley sales have increased by more than 31 percent, to a phenomenal 8,627 units throughout 2005. And the world’s most popular ultra-premium marque isn’t about to reign in its success either, with a new Arnage-based Azure “drophead” coupe (British for convertible) arriving this spring and the long-anticipated Continental GTC, a Continental GT minus the fixed roof, arriving in the fall.
Just what VW will do with its glass-encased Dresden boutique assembly plant in the near future is anyone’s guess, however, as all Bentley production will once again take place in Crewe by 2007; once the British factory’s full upgrade is finished, giving it a 9,000 unit per year capacity. Even if Bentley can sell more than 9,000 cars per year, it is unlikely that it will expand very far beyond this mark, being that exclusivity is one of the key elements that make the winged-B badge so appealing in the first place.
After all, even Her Majesty the Queen of England gets driven around in a stretched version of the Arnage, dubbed the State Limousine; about as influential a spokesperson any company could ever hope to entice. And truly, I felt like royalty during my very short three-day test. I wasn’t being shuttled by a chauffeur, mind you, but, this said, Bentley would be quick to point out that its cars are hand-built for people who like to drive first and foremost, not just for those who enjoy being driven. I mean, why waste such an indulgence on the hired help?
Specifications:
- Base Price (MSRP): $227,465
- Body Type: 4-door sedan
- Layout: front engine, AWD
- Engine: 552 hp, 479 lb-ft of torque, 6.0L, 48-valve, DOHC, twin-turbocharged W12
- Transmission: 6-spd auto w/ paddle-shift actuated manual mode
- Brakes (front/rear): disc/disc, ABS
- Curb Weight: 2,475 kg (5,456 lbs)
- Performance (0 - 100 km/h): 5.2 seconds
- Top Speed: 312 km/h (194 mph)
- Tires (frt/rr): P275/40R19
- Exterior Dimensions (L/W/H/WB): 5,307 / 1,916 / 1,479 / 3,065 mm (208.9 / 75.4 / 58.2 / 120.7 in)
- Cargo Volume (trunk): 475 L (16.8 cu-ft)
- Fuel Economy (estimated city/hwy): 26.4 / 12.7 (EU certified)
- Warranty (mo/km): 36 / unlimited comprehensive
- Direct Competitors: Audi A8 W12 6.0, BMW 760Li, Maserati Quattroporte, Mercedes-Benz S600 / S55 AMG / S63 AMG, Volkswagen Phaeton W12
- Web Site: www.bentleymotors.com
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