Car review Bentley Continental GT V8 driven road test BBC Top Gear

7 Апр 2014 | Author: | Комментарии к записи Car review Bentley Continental GT V8 driven road test BBC Top Gear отключены
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Oddly, driving a supercar on the never feels as fast as it Driving on a real road, a blur of trees and hedges, a always feels scary-quick if it doesn’t, it’s not firing on all But out on the wide-open tarmac of Silverstone, the of speed is diminished.

Tucked up a helmet, you can’t even the engine properly. So, after a few in a prototype of the new Bentley Continental GT V8, impressed but not quite blown

Apparently, though, I’ve getting along at a fair At the end of the relatively short Wellington hauling off the speed for Brooklands left-hander, not the Arnage-based Bentley I’m told the brake have been glowing To be fair, it wasn’t me who was doing the Oh, I was, in the literal sense of behind the ‘wheel, but it was Juha coaching from the passenger who was really in charge.

I just accelerated and braked when and he said. When it’s a world rally champion, you bother having your own opinion.

So, flat-out, it actually is and I believe the 188mph top speed It also shows a gain the W12 in the handling department. It turns corners more convincingly, on a greasy, damp, wintry

It’s more eager to be off the straight-ahead by a steering input.

them, the front wheels are 25kg less than do on the W12. Not a lot, I agree, but the rates and geometry have recalibrated to take maximum It’s a heavy car, on for 2,300kg, but the way it refuses to roll, and the feeling that you can push it it snapping back, mean big fun.

The adaptive dampers the body motions from any kind of drunk, and the four-wheel-drive lets you take liberties. The pushes extra effort to the tyres once you’re on the and trimming the line with the is a nicely connected experience. The ESP is calibrated, too — should you some style, it doesn’t it, but should you need saving yourself, then it obliges.

And the nose means this new staves off understeer unless turned up with ridiculous at a properly tight corner.

But to learn an engine, you need driving, so I potter out under the barrier and head east. On a your needs are simple power at big revs and quick On the road, you need progressive smooth and prompt shifts, across the rev range, subtle at traffic speeds, and the general that the engine is talking to the and both are listening hard to the

While we’re on the subject of we want a good sound. Oh, and economy, where the V8 is supposed to its benefit over the W12. all those characteristics into a — especially one still in stage before the April — is a whole lot harder making one that’s simply for tear-arsing round a track.

is a very complicated engine.

off, on the road, there’s all the performance you need. The torque (487 lb ft, only six per cent than the W12) arrives in all its down at 1,700rpm and carries on to so in any of the lower gears, the rate of feels pretty much as wherever you are in that band. of course, there are eight in the transmission, so those sort of crescendo runs are really an exercise to see what the engine is of, and to listen to its noise change as it

That noise is wonderful. At low a rocking old-school V8 gurgle, and with some power on, a naughty rumble with a edge definitely audible the buttered surface. That kicks right in as you howl towards the red line, with a bit of crackle on gearshifts when hurrying.


It’s deliberately different the German-saloon exhaust of the related in the new Audi S6 and S8. Good. It’s got a Bentleyness to it.

The chassis is the best of on the road, too: tight but a surprisingly plush ride, on B-roads.

Along with the new the V8 gets an eight-speed automatic instead of the six-speed in the W12. ratios mean it’s often in exactly the right and because each shift less of a jump, they it smoother and faster. Response to the solid metal finger is super-quick when you feel getting involved and DIYing it. the new transmission is programmed to slip neutral when you’re at rest with your on the brake, to save fuel.

off, and it engages first you noticing.

That’s just a shard of all the cleverness in this The engine is a brand-new V8 developed Audi but in a different spec. less power than an S8 but torque, for instance.

The big aim was efficiency: in Bentley announced it would a powertrain delivering the same as that year’s W12, but 40 per cent less fuel and CO2 emitted in the official test This is it.

How? Nearly half of the gain is by reducing the size and count, while direct injection — and the higher pressure that allows brings the power back up to level. In search of fast response, the engine uses a of small twin-scroll blowers.

For the reason, the exhaust is fed through the of the V rather than the outboard of the banks, keeping the tubing to the centre-mounted turbos.

The eight-speed also plays a big part in the gain, and the third biggest is another clever engine Variable displacement they it, but actually what’s happening is the engine can switch between two Little electric actuators the cams of four of the cylinders from their valves, so the stay shut and no fuel

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That sounds innocuous, crikey, look what it A Continental GT, a car that we’ve known as a 6.0-litre 12-cylinder, now as a V8 that will at times run as a V4. But you know what? You never it. Bentley decided it wouldn’t be to have a little ‘eco’ burning away when in V4 mode, so for all I know, it wasn’t actuated on the car I drove.

But assuming they weren’t lying and it was operating, it works well. The engine idles as a V8 to smooth, but on a light throttle, the V4 operates between 1,500 and Which covers the majority of when you aren’t on a hoon.

Gush, the chief engineer, had a light fitted to his development car and the 30 miles past Crewe on the M6 Stafford junction to Sandbach at without it ever blinking

Making the valves lock and open again is quite the piece of engineering, but there’s An engine running on four has different vibes and exhaust from a V8, so to make sure you notice, extra flaps the exhaust, and active engine control the vibrations.

Add all of those together, and you get a car that does promised, saving its buyers tax and green brownie points. Two troubles. The tech is expensive, so the V8 is about 10 per cent less to buy the W12, and it has less equipment, so if you the interior up to match the W12, the comes very close.

while it’s impressively when wafting along on resembling the official test, you’re enjoying all 500bhp in 2.3-tonne car, you get (or I got, on in Northamptonshire and Oxfordshire) something than 16mpg.

The W12 would have drunk That engine continues as is get direct injection and the eight-speed The V8 has slightly different styling, a new lower front bumper, grille, new wheels, figure-eight and black lower rear

Subtle, but visible if you look. not the poor relation. It’s the car for fun on your favourite road, and you’re stuck at normal-traffic it’ll go far further on a tank.

The

3993cc, V8, 4WD, 500bhp, ft, 27.0mpg, 246g/km CO2, in 4.8secs, 188mph, 2295kg

The

Fast, secure and a lovely bit of Not one for tail-slide hooning, but involving and very secure in the wet. long-range GT

This review was published in the January 2012 of Top Gear magazine

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