Bruce

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In just three years the ‘downmarket’ – if a £100k-plus super-coupé can be labelled as such – Continental GT has dramatically increased Bentley’s sales by widening its portfolio. And now, following the introduction earlier this year of the Flying Spur (the Continental in limo form), Bentley presents a Continental for sun-worshippers. But has it created a wobbly, lounge lizard of a machine or the most suave near-200mph cabriolet on the planet?




Protecting the integrity of the chassis was a prime consideration. So the engineers incorporated steel reinforcement to the sill areas, fitted additional cross-bracing underneath the cabin and placed strengthened tubing in the A-pillars and windscreen surround.



These additions – and the complex, hydraulically operated folding roof – have added 110kg to the GT’s already considerable girth: a GTC tips the Autocar scales at a massive 2546kg. Clearly, it’s going to require plenty of muscle to shift this behemoth.



Welcome back then, the formidable – and unchanged – twin-turbo W12. Its 5998cc churns out 479lb ft at just 1600rpm and 552bhp at its 6100rpm top end. This is fed through a six-speed ZF automatic with a tiptronic function available either via the gear lever or by long, slender paddles behind the wheel. It’s then deployed by a four-wheel-drive system that features a Torsen centre diff. Its normal split is 50/50, but it can alter as far as 80/20, in either direction, should the electronic systems detect a loss of grip.



With a higher kerb weight and altered distribution (55/45 instead of 57/43 for the GT), suspension tweakery was necessary. So while the GT’s four-link arrangement at the front, trapezoidal multi-link system at the rear and electronically controlled air springs and dampers have been retained, the rear dampers’ mounting points on the upper lever arms have been dropped by 210mm – in order to accommodate the folding roof and protect the boot space – and located on a brand-new lower trapezoidal link.

The GTC also gains the new rack, column and ball joints from the Flying Spur. These components aim to reduce friction and make steering response more linear off dead centre. Interestingly, the GT coupé doesn’t receive this upgrade.



Twist the plump key and the W12 fires with a boom. A valve in the exhaust opens – as it does under hard acceleration – in the name of aural entertainment, and the pulses from those fat tailpipes remind you of a cross-Channel ferry.



To leave dock, select D, lightly brush the accelerator, and relax as the GTC gently rises up and forward.

Or you could mash your foot into the carpet and crack 60mph in five dead and clear the ton in 12. Bentley claims a hair-raising 195mph flat out. We achieved a remarkable 175mph on the speed bowl before tyre scrub, an awkward bump and the steely doom of the inches-away, rushing Armco suggested we retire for the afternoon.



But the GTC’s performance isn’t centred on raw sprinting ability, rather the provision of effortless thrust at all times. To this end, the auto does everything it should, its smooth and reliable manual shifts making it well worth using during spirited driving.

It’s hard to imagine brakes that could restrain a charging GTC, but these are the largest discs – 405mm diameter on the front – fitted to any production car. Their retardation is impressive, as is their willingness to sustain repeated punishment.



There are four suspension settings – and this is the best-riding Continental we’ve driven. In ‘comfort’ mode the suspension still allows too much road surface detail into the cabin at times, but this is a fantastic car in which to waft.

The greater surprise is what happens when you twist the damper dial the other way. This is a large, heavy car that requires sympathetic handling – but it resists understeer remarkably well. Although the initial turn from straight ahead isn’t that promising, you can feel a good deal of the deterioration in grip, and sense the differential juggling the torque. This surefooted, far-from-blunt approach breeds confidence. Only when pushing very hard over a bumpy road can you detect the odd shimmy, which, considering the forces involved, is remarkable.



The Continental GT arguably possesses the finest all-round interior – and the changes for the GTC are minimal. The large steering wheel doesn’t promote the sportiest of handholds, but it’s pleasingly indulgent to know it takes eight man-hours to manufacture. There’s a choice of four different veneers and 17 leather hues – and that’s before you’ve dipped into the extended Mulliner range of trims and finishes. But best of all, the overall effect isn’t spoiled by a constant airstream rush.

The wind management is superb, with only a subtly raised volume – chiefly around the mirrors and frame-less join between the front and rear side glasses – at motorway speeds betraying the lack of a fixed roof. With the roof lowered, the experience is equally pleasant, and for calmer, two occupants-only cruising there’s a standard alloy windbreaker that can be fixed behind the front seats.

For four, the front seats have had 30mm of knee-room scalloped from their backs, but while rear headroom isn’t an issue, the cramped footwell and hunched seating position is only really comfortable for smaller passengers, and then only just.
Predictably, the GTC is horrendously thirsty, with a mixture of town, fast and motorway driving unlikely to better 16mpg. And with 410g/km of CO2 belching out the back, owners with an environmental conscience will need to keep their arboretums well stocked.
With a basic of £130,500, it’s not cheap, but it does feel as special as a product featuring such a price tag should.




It was never going to be easy to follow the remarkable technical achievement of the 208mph limousine, but the GTC is proof of the very high engineering standards at Bentley. With admirable refinement and integrity for a drop-top, it melds some of the GT’s best features with the pleasure of open-air motoring. Lavish, fast and elegant, the GTC – along with the ’07 Arnage – is the most authentic Bentley so far in the new VW-led era.

Specifications

How much?
Price when new £130,500
Price as tested £135,450

How fast?
0-30mph 1.9 sec
0-60mph 5 sec
0-100mph 11.9 sec
0-150mph no data
0-200mph no data
30-70mph 4.7 sec
0-400m 13.6/107 sec/mph
0-1000m 24.3/139.5 sec/mph
30-50mph in 3rd/4th no data/no data
40-60mph in 4th/5th no data/no data
50-70mph in 5th no data
60-0mph 3.1 sec
Top speed no data
Noise at 70mph 70 dbA

How thirsty?
Test average 17.4 mpg
Test best/worst 19.1/6.4 mpg

Curb Zone

 

Merc1

This "car" has one of the nastiest profiles of any convertible I've ever seen. It looks like a railcar wearing a ill-fitting wig.

M

Hypersonic

I have seen this car with its roof down and it does look impressive on the road ...but not a car I dream of owning. I am eagerly awaiting spy pics of the next SL, although I have a reasonable idea of what it is going to look like I think.

The Artist

can you share that idea ^

Curb Zone