Used car buying guide: Bentley Turbo R

A Bentley Turbo R looks like 2.5 tonnes of expensive trouble you’d be mad to consider buying except that, bought well, you’re looking at an investment whose running costs aren’t as painful as you might think. How about £420 for the 6000-mile service, £800 for the 12,000 and £1280 for the 24,000? Much more than a Ford Focus admittedly, but the R is a special car and a complicated beast that needs the regular attention of an expert technician. “If it’s been well maintained, costs aren’t too bad at all,” says Adrian Worth of Prestige Services Leeds, a Bentley specialist. “It’s when people bring us something that’s been neglected. In that event, getting an R up to scratch is expensive.” He’s thinking of the kind of Turbo R that, at best, has endured a succession of minor services. Owners might think that at least they’re giving it regular doses of fresh engine oil but Worth is more concerned about things such as the gearbox filter that has been sitting there for mile after mile, clogging up and starving the unit of oil. “In that case, you’re looking at a gearbox overhaul,” he says. Which is all a way of saying only buy a Turbo R that has a full service history, as in all minor, intermediate and major services, or that has had a major overhaul by specialists. Such cars do exist. We found a 1997 Turbo R that, prior to purchase, had had its leather and bodywork restored by a specialist, and under its present owner’s care, its suspension, braking and cooling systems overhauled. It’s for sale at £15,950. For your money, you get a classic, handbuilt, performance saloon trimmed with the finest materials and powered by a turbocharged 6.75-litre V8 producing 296bhp for 0-62mph in around 7.0sec. Subsequent versions developed even more power – the limited-edition Turbo S 385bhp, the even rarer RT 400bhp and, in 1998, a year before production ended, 420bhp in ultra-exclusive RT Mulliner form. The Turbo R was launched in 1985 as a successor to the Mulsanne Turbo. (We found a mint, low-mileage 1984-reg with full service history, previously owned by a rock star, advertised for just £9995.) Alas, it was a bit of a pudding: quick but too soft. The R – it stands for roadholding – fixed that by adopting the Mulsanne’s optional suspension pack and much stiffer anti-roll bars, and wearing low-profile tyres. And so was born the most comfortable but brutish conveyance this side of the Flying Scotsman. Key events include the adoption of antilock brakes and fuel injection in late 1986, and the move to a four-speed GM auto gearbox from the same company’s long-running three-speed 400 in late 1991. A facelifted version with a new fuel injection system was launched in 1995, and after 1996, it was available in only long-wheelbase form. Find a good one and, fingers crossed, it won’t be as expensive to run as perhaps you first imagined. An expert’s view Adrian Worth, director, Prestige Services Leeds: “I joined Appleyard Rippon, a Bentley agent, in Leeds, as a technician in 1974 and left 20 years later to start my own business, with a partner, maintaining Bentleys and Rolls-Royces. I’ve worked on lots of Turbo Rs over the years. Like all prestige cars, they need to be serviced regularly by people who know what they’re doing and what to look for. Preventative maintenance is key to controlling running costs. Never buy one with anything less than full specialist or main dealer history. I’d avoid the early and troublesome carburettor engine.” Buyer beware ■ Engine: Early carburettor models can have failed carburettor gaskets. Post-1996 cars can suffer failure of their rubber head gaskets. Noisy tappets should be replaced with original Rolls-Royce parts. ■ Cooling system: Check the viscous cooling fan works by running the engine to temperature and then switching it off. If it runs on, it should be replaced. Most serious engine problems can be attributed to a failed cooling system. ■ Transmission: Generally reliable. Make sure the filter has been changed regularly. ■ Suspension and brakes: Steering and front suspension are prone to worn dampers, bushes, ball joints and track rod arms. The rear is a self-levelling system using gas springs mounted on top of hydraulic dampers, whose pressure is varied automatically. Over time, the gas in the springs leaks out, making the suspension hard. The height control valves for the hydraulic dampers can fail. If the brake pressure warning illuminates when you depress the brake pedal, the accumulators may be leaking. ■ Body: Doors, bonnet and boot are aluminium and rust can form around handles and badges. Later cars had rubber gaskets separating these steel parts from the aluminium. Check the rubber bumpers aren’t swollen. Replacement sections can be pricey. Also look for body filler. ■ Interior: Ensure everything works, including the air-con. Even simple electrical components cost a fortune. Also worth knowing The Rolls-Royce and Bentley Specialists
Origin: Used car buying guide: Bentley Turbo R

Long-lost Bentley recreated by original coachbuilder Mulliner

A very special Bentley considered the missing link between the 4.25-Litre and R Type Continental has been recreated from scratch by its original coachbuilder.Mulliner, the original builder, envisioned this beautiful teardrop bodywork wrapped around a 1939 Corniche, intended to be a high-performance version of the Bentley MkV.It was originally commissioned by Greek racer Andr Embiricos, who specified a sporting body on a 4.25-litre chassis.The car was dealt a bad hand to begin with: not long after delivery, it was so badly damaged in a traffic accident the car had to be sent back to the Bentley factory in Derby. There it was destroyed in a bombing raid at the start of the Second World War.In 2001 however, volunteers of the W.O. Bentley Memorial Foundation and the Sir Henry Royce Memorial Foundation started a project to make the car anew, though both eventually agreed to bring it back to Bentley itself to rebuild it. Chief exec Adrian Hallmark then asked Mulliner to finish the project in 2019, for Bentleys 100th anniversary. Using techniques borrowed from the 1930s, Mulliner reproduced the body panels by hand even the process of choosing the correct shade of Imperial Maroon and Heather Grey took several hours. Some of the more difficult parts, such as the grille, required the use of modern CAD design. The tech let Mulliner build models of the piece, and then hand-form the metal around those models over a period of three months. Inside, the seats were recovered using period-correct Connolly Vaumol hide, and the same West of England cloth and carpet, stowed away for years at the factory, that the car would have worn new. A special steam booth had to be developed to recreate the curved wood around the window surrounds.Salon Priv in September will be the lucky host for the reveal of the recreated Bentley Corniche, and then it will join the companys heritage
Origin: Long-lost Bentley recreated by original coachbuilder Mulliner

Bentley recreates long-lost 1939 Corniche performance saloon

Mulliner, Bentley’s in-house bespoke division, has faithfully recreated the company’s 1939 Corniche performance saloon, 80 years after the sole example was destroyed. The Corniche, named in reference to the French coastal roads on which it was designed to be driven, was built in 1939 as a high-performance reworking of Bentley’s pivotal MKV luxury saloon. Key upgrades over the MKV included lightweight steel body panels, a bespoke overdrive-equipped gearbox and modifications to the iconic 4 1/4-litre straight-six engine. Following successful speed trials at Brooklands, where it surpassed 100mph, the Corniche was damaged in an accident on French roads, and subsequently destroyed completely during a German bombing raid on the Dieppe port where it was being stored. Despite the loss of the only Corniche produced, a stockpile of parts for future models remained, and Bentley has been able to use original components for the continuation model. The project has been ongoing since 2001, when ex-Bentley director Ken Lea and a team of enthusiasts set out to create a Corniche using original parts and plans. Bentley gave financial support to the restoration in 2008, before bringing it in-house around 18 months ago at new CEO Adrian Hallmark’s request. Mulliner has been chiefly responsible for the work carried out since, although Bentley claims many employees from other departments devoted their spare time to rebuilding the Corniche. Bentley believes the underlying chassis to be an original unit from 1939, but the ash frame, interior and body have been built from scratch. The body panels were finished by the same team responsible for hand-forming the current Mulsanne’s bodywork, and are based on original blueprints donated by the family of the Corniche’s designer, George Paulin. The interior is trimmed throughout in period-correct leather and cloth, while the wooden window surrounds have been heat-formed over a number of hours in a purpose-built steam booth. It took a team of metalworkers three months to recreate the Corniche’s prominent front grille, each slat of which was digitally designed to enhance airflow. As with the original, the Corniche is powered by a MKV-derived 4 1/4-litre engine with higher-compression pistons, larger carburettors and a reconfigured inlet manifold. A Bentley spokesman said the Corniche’s resurrection is “proof that we have the skill to do restorations of this complexity”, hinting that more such projects could follow. Bentley is marking its centenary in 2019, and has unveiled a number of limited-run special editions and organised several commemorative events as part of the celebrations. The rebuilt Corniche will make its public debut at Blenheim Palace’s Salon Privé in September, where it will be on display alongside heritage models such as the Birkin Blower and WO Bentley’s 8.0-litre
Origin: Bentley recreates long-lost 1939 Corniche performance saloon

Autocar readers visit Bentley HQ for exclusive concept viewing

The histories of Autocar and Bentley have frequently intertwined over the past century, but the Crewe-based luxury car maker set an entirely new standard earlier this month by treating 30 Autocar subscribers, plus their friends and partners, to an exclusive concept car world premiere of their own. A few days earlier, the company had invited a strictly limited group of the world’s automotive journalists to Crewe to see the wraps come off the EXP 100 GT, a magnificent electric four-wheel drive luxury saloon concept, intended to show what luxury motoring could be like in 2035, from the points of view of styling, interior design, flexible accommodation, convenience and new materials that might be available. Similar in length (5.8m) to the longest Bentley Mulsanne limo in production, the 100 GT was configured both for autonomous and normal driving, under the theme of “extraordinary journeys”, either with the steering wheel retracted and the car in full self-driving mode, or with the driver taking charge on enjoyable roads. Bentley board member Astrid Fontaine explained the thinking behind the car to our Autocar group, while head of exterior design JP Gregory talked about the key design cues of the EXP 100 GT. Afterwards, both took part in a QA involving Autocar and Bentley people. The audience, who stayed for lunch, showed a keen appreciation of the car’s magnificent styling, and a passionate interest in the whole subject of electrification and the part it will play in 2035 motoring. But questions ranged far and wide, even including one reader’s forthright criticism of the shape of the current Bentayga SUV. Bentley’s diplomatic answer: it suits the customers who choose it, sir… All attendees – readers (two of whom brought Bentleys of their own), Crewe staff and Autocar writers – enjoyed this special occasion, which is fortuitous because right across its long history, Autocar has set out to be more than a magazine (and lately a website) but also the centre of a thriving, like-minded, car loving community. We’re already hatching plans to stage more of these events, one of the first likely to be an Autocar visit to Plant Oxford, the Mini factory. Keep reading the magazine and website and we’ll publish full
Origin: Autocar readers visit Bentley HQ for exclusive concept viewing

Bentley centenary: 2019 Bentayga Speed meets 1919 EXP2

If you are to understand why Bentleys are as they are today, it is important also to understand how they got that way. It’s a tale now 100 years in the telling, or about a year per 15 words of this story. And as I’ve already wasted three years so far, you’ll forgive me if I skip some of the less important and, frankly, dull bits in the middle – also known as half the history of the company. What you’re looking at here are the bookends: the one you likely recognise is a Bentayga Speed, the latest product off Crewe’s production line, the other a rather older Bentley. The oldest, in fact. It’s called EXP2 – it is the second EXperimental Prototype – and although it wasn’t completed until 1920, it was certainly in build in 1919, the year in which Bentley Motors came into existence. So it’s either 100 years old, or in its 100th year, depending on how you look at it. The first car, EXP1, was tested by this very magazine in 1920 by SCH Davis, who was not only an Autocar staffer but would also go on to win Le Mans for Bentley in 1927 by a margin that still has not been beaten to this day. Sadly, EXP1 was broken up a lifetime ago. EXP2, by contrast, is very much alive and, despite its incalculable value, a car Bentley was happy to hand over to us for the day. We used it as we would any other car, so when we needed shots of the Bentayga taken from a moving platform, EXP2 briefly became the most valuable camera car in existence. An abuse of the privilege of being able to drive such a car? Absolutely not: we treated it exactly how WO Bentley would have wanted. WO is a much misunderstood man. He was a decent driver, good enough to come fourth in one of his own cars in the 1922 Tourist Trophy, but not a great. He was a fairly terrible businessman who lost control of his company less than five years after delivering its first production car. But he was one of the finest engineers this country has ever produced. Long before Bentley Motors, he was designing engines for World War I fighter aircraft that saved an untold number of lives because, unlike many others of that era, a Bentley BR1 or BR2 motor could usually be counted on to keep working. In the engines he designed for Bentleys, he pioneered the use of aluminium pistons, and fitted them all with overhead camshafts, four valves per cylinder and twin-spark ignition. So if you think they sound like reasonably modern innovations in the road car arena, be advised WO was doing it all a century ago. Yet – and this is where people get him wrong – the pursuit of ultimate performance was never his aim. His vision, stated unambiguously and in his own words, was for “a good car, a fast car, the best in its class”. Refinement was just as important to WO as power, which is why he rejected the efficient twin overhead camshaft layout because at the time it could not be made quiet enough. His desire to make the best possible car he could is what prompted none other than Ettore Bugatti to call them “the fastest lorries in the world”. Even though his cars won Le Mans five times in seven years between 1924 and 1930, it was quality he sought most. In an era when normal cars were rickety, inexactly constructed and often highly unreliable jalopies, Bentley built cars that would travel tens of thousands of miles without so much as blowing a bulb. The strip-down report on one of the Le Mans-winning engines read, in its entirety, ‘nothing to report’. You can see the philosophy in EXP2. It is so primitive in so many ways, from its beaded-edge tyres and brakeless front axle to its centre throttle and resolutely synchro-free gearbox. But its 3.0-litre four-cylinder motor starts instantly and settles down to an idle so even, you feel it would burble away quite happily to itself until the tank ran dry. In fact it wouldn’t, but only because you have to pump the fuel from tank to engine by hand every few minutes. It’s a beautiful and brilliant thing to drive. I doubt it has much more than 75bhp, but it also only weighs 658kg – about the same as a fully trimmed Caterham – so it goes way, way better than you expect. You travel from place to place at the same speed as everyone else, and while its 80mph top speed sounds distinctly modest by today’s measures, in 1919 it would have been easily twice that of the average car of the era. This was the Bugatti Chiron of its day. So I understand the temptation of looking at the imposing bulk of the Bentayga and wondering what happened. But the truth is that in many ways it’s not the modern car that’s the exception to the Bentley rule, but the old one. EXP2 was built as a test-bed prototype, hence its beautiful but rather flimsy and impractical super-lightweight body. As Bentley got into its stride during the 1920s, its cars got bigger and heavier: four years after the 3 Litre was introduced, Bentley was making 6.5-litre engines, which were eventually expanded to 8.0 litres and were often found in cars carrying vast
Origin: Bentley centenary: 2019 Bentayga Speed meets 1919 EXP2

Bentley celebrates 100th birthday with this massive EXP 100 GT Concept

Bentley is celebrating its birthday in the most extravagant way with a massive grand touring concept to preview the future of motoring.Its calld the EXP 100 GT, and its quite imposing. The vehicle spans an incredible 19 feet, and is almost 8 feet wide. The wheelbase measures 120 inches, which means you can almost fit a Nissan Micra between the tires.Under the extremely long hood of the EX 100 GT is not much, but on each of the wheels is a big electric motor that has active torque vectoring, and a combined system output of 1,100 lb.-ft. of torque. The massive torque figure helps the 4,188-lb car reach highway speeds in just 2.5 seconds, before pressing on to a quite respectable top speed of 295 km/h.The range is also quite respectable, at some 700 km, pulled off thanks to a new type of battery Bentleys developed thats reportedly five times more energy-dense than competitors. The battery can be charged up to 80 per cent in just 15 minutes. As it is with most cars in the Bentley stable, the real show is on the inside. Scissor doors bring you into a world of wool and leather-like material, with accents of 5,000-year-old copper-infused riverwood, according to the Crewe brand.On top of it all, the EXP 100 GT is ready to accept a fuel-cell hybrid powertrain, one which should make over 670 emission-free horsepower.Bentley rarely gets to make pure show cars, so its great to see the brand really pouring its heart and soul into this one. If this is what 2035 looks like, were so
Origin: Bentley celebrates 100th birthday with this massive EXP 100 GT Concept

New Bentley Flying Spur: 207mph luxury sports saloon on show at Goodwood

The third-generation Bentley Flying Spur will represent a “quantum leap in technology, performance and innovation” over its predecessor, according to the Crewe-based maker. The goal for the model – which follows the Bentley Bentayga and Continental GT in the sales rankings and makes its public debut at the 2019 Goodwood Festival of Speed – is to offer sports saloon agility paired with limousine refinement so that it caters to both drivers and those being chauffeured. The latter is a crucial selling point for the Flying Spur in China, which is the largest market for the model alongside the US. Bentley claims that the new Flying Spur “owes only its name to its predecessor” – alluding to its new chassis, suspension, W12 engine and eight-speed dual-clutch automatic gearbox. Much of the new Flying Spur’s set-up and componentry is shared with the Continental GT, launched last year. However, despite the Flying Spur and Continental’s identical underpinnings, including the MSB platform that is also shared with Porsche’s Panamera, Bentley has sought to differentiate the two cars not only through the difference in body shape but also a number of finer design details both inside and out. The Flying Spur will launch with Bentley’s familiar range-topping twin-turbocharged W12 engine, reworked for this generation. The 6.0-litre unit produces 626bhp and 664lb ft of torque, accelerating the car from 0-60mph in 3.7sec, 0.7sec faster than its predecessor. The top speed is 207mph. It is mated to an eight-speed dual-clutch transmission promised to deliver “smooth and refined acceleration, quicker gearshifts and improved fuel economy”. The engine combines high-pressure and low-pressure fuel injection, intended to maximise refinement, lower particulate emissions and optimise power and torque delivery. The new model reaches a peak torque of 664lb ft at 1350rpm, compared with the previous generation’s 590lb ft at 2000rpm. The unit also uses a variable displacement system that can shut down half the cylinders, making it more efficient below 3000rpm. After the W12 launches, an entry-level V8 will be added to the range. A V6 petrol-powered plug-in hybrid will complete the powertrain line-up. This, Bentley’s second hybrid, will follow the Bentayga Hybrid, which launches in August. The Flying Spur pioneers all-wheel steering for Bentley, a system that is promised to enhance stability at high speeds and manoeuvrability around town. The rear wheels are steered in the opposite direction to the front wheels at low speeds, reducing the turning circle and making parking easier. At higher speeds, the rear wheels stay in the same direction as the front wheels, as a means of improving stability. While the second-generation Flying Spur had all-wheel drive, the new model introduces an active system that favours rear-wheel drive to improve the car’s handling but will also send torque to the front axle automatically as needed. Bentley said the front end of the car feels “much lighter” as a result. Other features already seen on the Continental include Bentley’s Dynamic Ride System, a 48V electric active roll control system and three-chamber air springs containing 60% more air volume than the previous single-chamber springs, resulting in a chassis set-up for all types of driving. Torque distribution varies according to the drive setting. In Comfort and Bentley modes, up to 354lb ft is sent to the front axle. In Sport mode, torque to the front axle is limited to 206lb ft to achieve a more dynamic feel. The model also has a torque-vectoring-by-brake system. The Flying Spur gets a longer wheelbase than its predecessor – the front wheels move forward by 130mm, creating a shorter overhang and more interior space – but its overall proportions are similar to the outgoing car’s. While the outgoing model and the new Continental have a matrix grille, the new Flying Spur adds vanes to the grille “to make the car look more majestic”, said design director Stefan Sielaff, and to pay homage to WO Bentley’s 8 Litre model from 1930. The matrix remains behind the vanes for cooling purposes. The Flying B mascot has been redesigned for Bentley’s centenary year. It is the marque’s first-ever electronically powered, retracting Flying B – the existing emblem on the Mulsanne is manually adjusted – and even gets illuminated wings. The headlights and ‘B’ graphic tail-lights have the same crystal-cut-effect LEDs as found on the Continental. Standard wheels are 21in, but 22in Mulliner rims – the biggest yet offered on a Flying Spur – are available. Inside, the Flying Spur has the familiar double-wing theme in the front, and uses the well-received rotating display including the 12.3in touchscreen first launched on the Continental. The second side of the display has three customisable digital dials and the third side continues the wood veneer around the cabin. There is a different central console to the Continental featuring two
Origin: New Bentley Flying Spur: 207mph luxury sports saloon on show at Goodwood

Limited-edition Bentley Bentayga features plaid interior and chessboard

Bentley has revealed a limited-edition Bentayga, a result of a collaboration between its Mulliner bespoke division and Savile Row tailor Huntsman. There are two versions available: the Businessman and the Sportsman. Both replace traditional wood veneer with Huntsman tweeds while the Businessman features a Mulliner chessboard in the rear seat rest, complete with a drawer trimmed in Huntsman fabric to hold the chess pieces. The Sportsman “take its cue from relaxed countryside pursuits,” said Bentley, with more obvious use of tweed on passenger and driver and includes blue leather and Liquid Amber veneer inserts, paired with a red exterior. The Businessman is described as having a “more urban spirit”, with a black Anthracite interior with two-tone black and grey exterior, carbon fibre fascias and waistrails and tweed on door cards. The limited-edition Bentayga is only available through Bentley showroom Jack Barclay, based in Mayfair, London close to Huntsman. The partnership is described as “uniting two icons of London’s Mayfair district and two special centenaries; that of Bentley Motors and that of Huntsman’s Savile Row boutique”. Huntsman and Jack Barclay logos are embroidered into each of the head rests. Stefan Sielaff, Bentley director of design said: “Bentley is delighted to bring together two brands which have such an impeccable heritage in the heart of London – Jack Barclay and Huntsman. “The personalisation work we do at Mulliner is about bringing a vision to life – like creating a perfect tailored suit – so adding an element of bespoke Huntsman material to the Bentayga’s lavish and beautiful interior is a perfect fit.” All buyers of the limited-edition Bentayga also receive a bespoke Huntsman jacket with a lining made exclusively for Bentley. Pricing has not been revealed, but is expected to be significantly more than the Bentayga’s starting price of £162,700. Bentley is ramping up its Mulliner division, as it recognises more and more demand for ultra-exclusive models. Later this year, a new model of which only 10 will be made will be revealed and is expected to cost in excess of £1m. The Crewe-based marque has already seen success with a limited-edition Mulliner model this year. The Continental GT Number 9 Edition by Mulliner was revealed at the Geneva motor show in March and all 100 examples promptly sold out. The special edition model celebrates the brand’s 100th anniversary and sports design that echoes the 4 ½ Litre ‘Blower’ raced at Le Mans in 1930. Bentley’s main centenary celebrations will happen next week, 10 July, at its headquarters and will include a new concept showcasing the future of grand
Origin: Limited-edition Bentley Bentayga features plaid interior and chessboard

Bentley rounds off centenary trio with Continental Number 1 Edition

Bentley has paid tribute to its 1929 Blower race car with the new Continental GT Number 1 Edition by Mulliner. Based on the Continental GT Convertible, the Number 1 can be had in either red or grey and features a number of bespoke styling elements that, the firm says, “celebrate some of the pioneering individuals from the marque’s first 100 years”. The Number 1 is equipped with a Centenary trim package that adds commemorative badges to the bootlid and wheels, unique LED lighting patterns and bespoke interior elements. The number 1 is painted on the grille, in reference to the brand’s historic motorsport markings, and a carbonfibre body kit is fitted as standard. Further styling upgrades include 18-carat gold badging, jewel-encrusted oil and fuel filler caps, and 22in alloy wheels finished in dark red or gloss black. The Continental’s rotating infotainment display now features a miniature replica of the Bentley Blower’s distinctive wheel spinner, formed from a piece of piston taken from the original car. The special edition is powered by the standard model’s twin-turbocharged 6.0-litre W12 engine, with power sent through a dual-clutch eight-speed gearbox. The Number 1 Edition completes a trio of limited-run models Bentley has unveiled as part of its centenary celebrations. Last year’s Mulsanne W.O. Edition celebrated company founder Walter Owen Bentley, and the recently revealed Continental GT Number 9 was styled after the firm’s 1930 Le Mans racer. As with the earlier cars, just 100 Number 1 models will be made. The Bentley Blower, named for its prominent supercharger, set the Outer Circuit lap record at the now-closed Brooklands race circuit in Surrey in
Origin: Bentley rounds off centenary trio with Continental Number 1 Edition

Bentley rounds off centenary trio with Continental Number 9 Edition