Because they are unwritten, traditions can exert an influence more powerful than a body of laws. For example, no regulation states that men should act chivalrously towards women, yet there is something that compels us to hold doors open for them – never mind the fact that many ladies will forget to thank us for it.
Tradition also tells us to follow our cultural practices, even if they seem woefully outdated. Why else would we give red packets to newlyweds and bak kwa to our close relatives at Chinese New Year?
We do these things because subconsciously, we want to keep these rich customs alive. That we have to queue for hours to get crisp banknotes and smoky sweet meat is all part of what defines us. Without these practices, there would be precious little to distinguish one culture from another.
It is also for this reason that in the automotive world, British marque Bentley has held fast to its heritage of manufacturing automobiles that exemplify its ethos: a tailored interior and handcrafted exterior, both coupled with searing performance on the road. If this were fashion, Bentley would be London haute couture, for there is nothing off-the-rack about buying, owning or driving one.
Beautifully built cockpit expresses a certain civility that is rare in today’s cars.
Indeed, unlike regular production (i.e. standardised) cars that roll off the assembly line complete, pre-war Bentleys had coach-built bodywork. Customers essentially purchased the drivetrain and chassis, then chose a coach-builder (a “workshop” that once built bespoke coaches or horse-drawn carriages) to create a body with a design that met their personal specifications.
It was the same story for the original Bentley Conti – the swoopy R-Type Continental launched in 1952. Most of the bodies for this model with the distinctive streamlined tail were made by famous coach-builders such as H.J. Mulliner and Park Ward.
No digital clocks or ordinary analogues here – that’s a genuine Breathing timepiece on the dashboard.
Lighter and equipped with a more powerful inline-6 engine than its saloon siblings, the first Continental could easily achieve a top speed of 193km/h – earning its place as the world’s fastest four-seat motorcar at the time. As remarkable as this feat was to everyone else, Bentley considered it merely fitting, for the Continental’s purpose was to cover long distances at high speeds. It was, after all, created as a grand tourer from the get-go.
The R-Type was eventually followed by the Continental S1, S2 and S3 models. By the mid-1960s, however, the Continental line was discontinued because its successor utilised a monocoque unibody design, which made coach-building much more complicated. This also resulted in many British coach-builders going out of business.
Keep your eyes on the smaller (km/h) digits or you’ll run afoul of the law.
The Continental name reappeared two decades later, but because the Bentleys produced from the 1980s to the late 1990s shared their bodywork with Rolls-Royce models, they could not be considered authentic descendants.
The R-Type’s true successor, the Continental GT, was finally born in 2003 – five years after Bentley was acquired by German auto giant Volkswagen. Like its classic ancestor, the GT was also the fastest four-seater in the world when it was launched.
Regular 6-speed automatic executes shifts in 200 milliseconds and can even perform double downshifts as needed.
Apart from being muscular, the stylish first-generation GT also has a bespoke Bentley body, with lines and rear haunches strikingly similar to those of the R-Type. It became a huge hit for Bentley, attracting 3200 orders before the first unit was delivered.
The marque even increased production from 1211 units in 2009 to 1735 units in 2010 to meet global demand. The GT appealed to well-heeled Singaporean motorists, too – 90 of them still have the ultra-tourer parked in their garages.
But the Continental GT’s success also presented Bentley with a conundrum: How do you create a second-generation model that tops the first?
For starters, Bentley knew better than to mess with a design that still works well. Take a look at the new Continental GT gracing these pages – instead of radical changes, Bentley took a handsome design and literally sharpened it.
Despite the improved interior packaging, the rear seats remain cosy and legroom is tight for tall passengers.
Using Super Forming technology, the crease in the centre of the bonnet and the familiar “power lines” running down the flanks are created by heating aluminium to 500 deg C before using air pressure to shape them. The dramatic effect this process produces would have been impossible to attain with “classic” hand-beaten panels.
Focus on the front end, and you’ll see that the difference in headlight sizes is more pronounced than before. To bring the Continental GT up-to-date, LED daytime running lights in a ring pattern have been incorporated into the headlamps, lending them a sparkling appearance.
Asserting the car’s power are the rear haunches (inspired by the 1950s R-Type Continental), elliptical exhaust tips and “brightware” found along the car’s lower flanks. Made from the finest stainless steel and finished in classy chrome, these sword-like accents offer further hints to this coupe’s sporting abilities.
All this subtlety would be for nought if Bentley hadn’t made actual chassis improvements to the Continental GT. Despite the resemblance to its predecessor, the new GT is 65kg lighter than the old model, while its front and rear tracks have been widened by 41mm and 48mm respectively.
Aerodynamic lift at high speed has also been reduced. Given the GT’s increased width, it’s amazing the engineers managed to keep drag coefficient at 0.33 by reworking the design of the wheel arches, exhaust and undercarriage.
In keeping with tradition, the Continental’s deep refinement (and that of any Bentley model) is naturally found in its luxurious cabin. Ensuring the GT slices easily through the wind helps the car cocoon its occupants in a (pure goose down) blanket of silence – even a tipper truck going by merely sounds like a raised whisper.
Slipping into the so-called cobra-style front seats is itself an experience to be savoured. Close your eyes and your nose is flooded with the scent of top-quality leather adorning the seats, dashboard and door panels. Imagine what it’s like to be placed safely in an Alfred Dunhill satchel – that’s what sitting in here feels like.
Every piece of leather you come into contact with has been carefully selected by craftsmen who painstakingly sew every impeccable stitch. These specialists are extremely passionate about their work and will reject hides marked with the slightest blemish. If a cow has been bitten by a big insect, you can be certain its skin won’t be coming anywhere near the Crewe factory.
Bentley Continental GT is armed with a 6-litre W12 that pumps out 567bhp and 700Nm.
Meticulously chosen, too, are the lacquered wood veneers that “mirror” each other so the expanse on one side of the dashboard is in symmetry with the other. Here again, specialists carefully select each leaf for the right natural pattern and colour – no bleaching or staining is allowed.
The leather and wood trim combinations you see here are just one of the many possibilities. True to its heritage, the Continental GT’s cabin can be custom-made to nearly any specification.
The first-generation Continental GT was criticised for the Volkswagen bits used in the cockpit, but that parentage is no longer as evident here. The remaining trace is found in the 8-inch touch-screen, which houses the infotainment and navigation functions.
In spite of its more pedestrian origins, the 11-speaker Naim audio system does deliver serious aural pleasure. Radio reception is above average in clarity, but it would be better to pop in a Tony Bennett or Michael Buble CD to truly enjoy the hi-fi’s potential.
Offering equally effortless access to its seemingly unlimited reserves of power is the Continental’s 6-litre twin-turbo W12 motor, with horsepower and torque outputs lifted by 15bhp and 50Nm compared to the previous model.
Now packing a total of 567bhp and 700Nm (the latter from just 1700rpm), this powerplant specialises in swallowing roads and making distances vanish into thin air.
Each carefully double-stitched steering wheel takes 15 hours to wrap in leather.
With figures like these, there’s hardly any need to do more than gently prod the throttle – brace yourself, however, if you plan on flooring it.
The instantaneous response, accompanied by a guttural growl, is immediately followed by a surge that’s unceasing till redline. It feels like the car has been launched from an aircraft carrier’s catapult as it hurtles towards the horizon.
The sensation becomes even more astounding when you realise that this machine weighs 2320kg (2.4 tonnes with this driver included). There’s simply no doubting Bentley’s claim of 4.6 seconds from zero to 100km/h (an academic 0.2 of a second quicker than the predecessor). Overtaking never becomes an issue. How could it when everything else on the road looks like it’s at a standstill?
This grand tourer remains surefooted even when driven on twisty roads, thanks to the double wishbones up front and a multi-link setup at the rear. For added control, the suspension can even be adjusted between four damper settings.
Its performance, however, is never brutal in its delivery. Unlike other supercars, which attempt to thrill by roughly shoving you into your seat, the GT and its ever-present power are content to await your every command like a good English butler.
Rear wing adds downforce but spoils the Bentley Continental GT’s lines.
It must also be said that the car is remarkably vibration-free. This is perfectly in line with the Conti GT’s ultimate goal of getting its occupants to their destination feeling as fresh as a daisy.
After all, a soul-stirring drive is just one part of this Bentley’s essence. In a fast-paced world constantly chasing instant gratification, the Continental GT distinguishes itself with its slowly customised cabin. When you’re behind the wheel, you’re deeply ensconced in practices that seem to be at odds with modernity.
Flooring the throttle produces an instant, omnipotent thrust from the Bentley Continental GT’s twin-turbocharged W12.
As you fire up the 12-cylinder engine and begin your journey, take a minute to appreciate the time and effort it took to create the awesome automobile you’re cocooned in.
Then you realise that in this moment, you want to play your part to keep these time-honoured traditions alive. This is olde worlde for a new century, and it is truly a marvellous one to reside in.
Bentley Continental GT 6.0 (A)
ENGINE 5998cc, 48-valves, W12, turbocharged
MAX POWER 567bhp at 6000rpm
MAX TORQUE 700Nm at 1700rpm
GEARBOX 6-speed automatic with manual select
0-100KM/H 4.6 seconds
TOP SPEED 318km/h
PRICE EXCL. COE $700,000 (as of August 2011)
Check out the latest Bentley Continental GT
New Bentley Continental GT aims to be the definitive luxury Grand Tourer
