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Bentley Continental Flying Spur

Bentley Continental Flying Spur

Bentley Continental Flying Spur
The Bentley Continental Flying Spur made its international debut at the 2005 Geneva Salon and began its global roll-out from April 2005. Sharing heart and soul with its highly successful stablemate, the Continental GT, the Continental Flying Spur is a four-door Grand Tourer born of a coupé.

The Bentley Continental Flying Spur is the fastest four-door in the company's history, and the fastest in the world, with a top speed of 195mph. It marries the excitement, power, refinement and craftsmanship of the Continental GT with enhanced luxury and space to provide a supreme combination of performance, style and comfort.

The launch of the Bentley Continental Flying Spur is a further step forward in the revitalisation of Bentley, which began in 1998 with significant investment in Crewe, the company's design, engineering and manufacturing headquarters.

The Bentley Continental Flying Spur was created at the state-of-the-art Crewe factory, where a 550-strong team of engineers has worked alongside Bentley's renowned designers, craftsmen and craftswomen. Access to parent company Volkswagen's worldwide engineering test facilities has also been of prime importance to the development of the car and the Continental Flying Spur has benefitted from the use of the group's advanced windtunnels, proving grounds and prototyping facilities.

"The Continental Flying Spur is a brilliant example of how to match world-beating technologies with renowned craftsmanship," says Bentley chairman Dr Franz-Josef Paefgen. "It is a performance car but not at the cost of comfort and as such represents a unique proposition - a sumptuous and spacious four-door Grand Tourer with the heart and soul of a high-performance coupé."



2005 Bentley Continental Flying Spur
Design

If one phrase could sum up the brief for the Bentley Continental Flying Spur concept it would be: 'no compromise'. That clear but challenging ambition meant the Continental Flying Spur would need to offer the highest levels of elegance and comfort while still delivering performance and driving dynamics normally only found in sports cars.

In short it would be a sporting Grand Tourer with substantial rear legroom for passengers, a stunning interior and breathtaking cabin materials; a car capable of travelling great distances with ease while delivering immense driving pleasure - in other words, a consummate Bentley.

Design director Dirk van Braeckel created the car's bold and contemporary look at exactly the same time as its sister car, the Continental GT, thereby ensuring a consistency of image and appearance between the coupé and the equally potent four-door version.

"By designing both cars together, we could ensure that the Bentley Continental Flying Spur is unmistakeably related to the Continental GT," says van Braeckel. "They share presence and authority in equal measure. That means the Bentley Continental Flying Spur has a noticeably short front overhang like the GT and a broad, dominant bonnet and radiator grille. It is unmistakeably a Bentley."

Where the Continental GT coupé drew inspiration from the iconic 1952 Bentley R-Type Continental, the roots of the new four-door can be seen in the equally desirable and admired 1957 four-door Continental Flying Spur; the car from which the new model takes its name.

Clean, contemporary lines stand out on every surface of the new Bentley Continental Flying Spur, an effect that was a primary aim of Dirk van Braeckel and his design team, who were keen to ensure that the car was evocative, timeless and unostentatious. This design theme is key to the future direction of all Bentleys, one in which the past will serve as inspiration but won't dominate the end product. The Bentley Continental Flying Spur's look is intended to offer owners both individuality and understatement.

"One of the virtues of the Bentley brand has always been understatement," says van Braeckel. "Even in the early days, many people preferred Bentleys to other more ostentatious cars."

Where design cues have been evolved from past Bentleys, they are interpreted in a manner that befits a modern four-door Grand Tourer. Central to the Bentley Continental Flying Spur's appearance is the rounded C-pillar behind the rear doors - a motif found on many early Bentleys. This 'hockey stick' curve adds tension and sportiness to the car's profile.

The extra length of the Bentley Continental Flying Spur compared to the coupé emphasises the waistline of the car, creating the impression of a deep, solid body that offers seclusion and privacy to its occupants. The elongated profile also benefits the car's aerodynamic properties, critical when a top speed of 195mph is attainable. The body of the Bentley Continental Flying Spur is also immensely stiff (46Hz resonance frequency) for both strength and durability.

"We have paid very close attention to the air flow over the car," says Bentley's head of exterior design, Raul Pires. "The rear bumper is specifically shaped to funnel air out cleanly from the underbody diffuser and the small aerofoil lip on the trailing edge of the bootlid provides downforce and stability at high speed. The four-door has an even better drag coefficient than the Continental GT - 0.31Cd compared to the coupé's 0.32Cd."

Design process technology

Like the Continental GT coupé, the Continental Flying Spur was first designed in the computer virtual world. With all its components existing in the virtual world before a single one was created as a physical property, it was possible to see how each part interacts with all the others, highlighting problems and conflicts that might not otherwise have come to light. This process cut down development time and enabled Bentley's engineers to design in quality and consistency at a component level.

Bentley also used advanced modelling techniques at the early pre-production stages to ensure that both the exterior and interior of the car were designed to astonishing levels of accuracy. Using a technique known as Data Control Modelling, precision-machined full-scale models of the inside and outside of the car were built using composite materials that are milled to within an accuracy of 0.1mm. The result is a perfect facsimile of the new car that can be used to construct extremely accurate tools for the production stage.

Interior design

The Bentley Continental Flying Spur's interior proportions provide luxurious legroom for all passengers and an impressive canvas on which Bentley's interior design team could set to work. Throughout the interior, leather hides or wood veneers on every surface combine to give a welcoming and contemporary environment for the driver and passengers alike.

Inspiration for key elements of the Continental Flying Spur's interior came from earlier Bentleys. A deep, generous wooden waistrail runs the length of the cabin, producing a feeling of cossetting protection and opulence. Deep waistrails are very much part of Bentley tradition stemming back to the 8-litre Bentleys of the 1930s. "The use of so much prominent wood is a really distinguishing factor for any Bentley," says Henrik Nordin, interior designer. "We have managed to build this into the Bentley Continental Flying Spur but without making it feel dated or retro. Instead it feels elegant, sumptuous and subtly sporting, which is exactly the sort of statement this car should make."

Craftsmanship

Naturally, wood veneers and leather hides remain an integral part of the Bentley furniture, but they have been tailored to suit the Bentley Continental Flying Spur, proving that these most traditional materials can still convey a contemporary feel. Though craftsmanship remains as important as ever, these enduring skills have been complemented by some 21st century technology allowing, for instance, wood veneer to be dramatically curved in a way that would simply not have been possible in the past. And while the hide is still applied to the car with as much loving care as ever, it is cut using a digitised process that ensures minimal levels of wastage and optimum quality levels.

Throughout the car small but ingenious design touches highlight the difference between a Bentley and a conventional luxury saloon. The front seat headrests, for example, have been kept as small as possible to allow passengers in the rear an unobstructed view out. Even the areas behind the interior door levers and grab handles are protected by a stylish metal plate that prevents rings on fingers damaging the precious leather lining.

Interior features and technology

Bentley Continental Flying Spur owners will want for nothing inside their car, whether behind the wheel or enjoying the ride as a passenger. The car is equipped with the latest advanced cabin technology from its power-latching doors and 16-way electrically powered front seats (that are also air-cooled and heated) with new electro-mechanical lumbar control, to its four-zone climate control, LED mood lighting and advanced infotainment system.

Whether specified as a four-seat model with a centre console between two electrically powered rear seats or the five-seat cabin with full-width rear seat, passengers will experience an environment that simply cannot be found in any other car. The four-seat option cradles its rear occupants in large, sculpted seats that are electrically adjustable for optimum comfort. These seats are divided by a centre console which is trimmed in premium leather hide and wood veneer and contains the seat and climate control systems as well as a beautifully designed ashtray alongside a cupholder and storage space. Passengers in the rear can also operate the chair of the front-seat passenger, thereby ensuring maximum legroom and comfort should the front be unoccupied.

Interior key features:

Five-seat configuration as standard with full-width rear seat.
Optional four-seater configuration with two individual rear seats and centre console with stowage, rear climate control functions and seat switches.
Innovative multi-function storage area in centre console of four-seater model, containing unique removable designer ashtray.
16-way electrically adjustable front seats incorporating climate control, three-position memory (seats, steering column, exterior mirrors) and electric lumbar control with massage facility.
Rear outer seat positions on five-seat model incorporate climate control, heating and electro-mechanical lumbar adjustment.
Rear centre armrest with lockable ski hatch.
Multi-zone electronic climate control system.
Comprehensive infotainment system includes:
Satellite navigation system with route guidance
Optional television tuner (except for US market)
Premium 12-channel audio system
Climate control operation
Computerised suspension control operation (damper and ride height settings).
6-CD auto changer in glove compartment.
Nokia 'docking station' system for in-car phone (except for Japanese market).
Bluetooth hands-free privacy handset in centre arm rest as a no-cost option (except for Japanese market).
Keyless entry and keyless ignition system (US market - keyless entry only).
Console-mounted starter button.
Electronic park brake with move-off assist (except for US market).
Column-mounted gearshift paddles.
Stainless steel-faced foot pedals and driver's foot rest.
Optional glass electric tilt-slide sunroof (non-cost option for US market).
Comprehensive anti-theft and immobiliser systems.
Exterior features and technology

The Bentley Continental Flying Spur combines the finest Bentley traditions and craftsmanship with highly advanced automotive technology. Wherever modern solutions have been introduced on the car, however, these are never to the detriment of driving enjoyment or passenger comfort. At Bentley we don't believe in overloading our cars, or our customers, with technology that they don't need or may never use. On the Bentley Continental Flying Spur every feature content or safety system must make a case for itself before being added. The result is a car that contains a host of practical and desirable features that complement rather than overshadow the unique character of the Continental Flying Spur. What's more, the full features list is almost entirely standard, meaning customers won't be forced to trawl through an exhausting options list at additional cost. Whether you opt for the four or five-seat version, the Continental Flying Spur's full range of technology and feature content will be available to all.

Exterior key features:

Twin bi-Xenon headlamps with integrated washer jets to front.
Unique LED bulbless lamps to rear.
Rear spoiler styled into bootlid operates in conjunction with underbody diffuser to provide enhanced high-speed stability, contributing to a low drag coefficient of 0.31Cd.
19-inch multi-spoke single piece sports alloy wheels as standard. (19 and 20-inch split-rim sports alloy wheels available as an option.)
Traditional Bentley twin oval stainless steel exhaust finishers.
Choice of 16 exterior paint colours.
Full infra-red laminated glazing to all windows (dependent on market).
Rain-sensing windscreen wiper system.
Power-latching to all doors.
Chassis & Engineering

Bentley occupies a unique position in the marketplace. Whereas other manufacturers offer either hard-edged sports saloons or rear-passenger orientated limousines, Bentley effortlessly straddles the gap between these two extremes, building grand touring masterpieces that offer refinement and performance in equal measure. The Bentley Continental Flying Spur is no different, as member of the board, engineering, Dr Ulrich Eichhorn explains:

"All Bentleys must be able to pamper and perform when called upon. In the Bentley Continental Flying Spur you can be cruising along enjoying the highest comfort and luxury with superb ride quality. Then all you need to do is press the accelerator and the car is transformed. That is the character of the Continental GT coupé and one of our engineering challenges was to keep the family characteristics that people admire so much."

To ensure that the entire Bentley Continental range shared those qualities it was essential that both models had the right building blocks. The basis of the cars is an exceptionally stiff steel chassis and by extending the wheelbase of the Bentley Continental Flying Spur by 300mm (12 inches) the design team ensured the car had the spacious rear legroom that was a key objective.

The body of the new Bentley Continental Flying Spur is immensely stiff (46Hz resonance frequency) and this provides an extremely stable platform for the suspension and steering components for optimum on-road performance.

An increase in wheelbase helps the refinement and ride quality of any car, but that didn't stop the engineers carrying out a complete chassis retune. The Continental Flying Spur shares the same basic suspension system as its coupé equivalent - a four-link arrangement at the front and a trapezoidal multi-link rear axle with computer-controlled air springs and fully variable, electronically controlled shock absorbers in place of conventional coils. To optimise refinement and ride quality for the longer four-door model, however, significant changes have been introduced:

Redesigned electronic dampers within the air spring units ensure a suitable blend of sportiness and refinement.
New suspension bushes and reconfigured software are also introduced to complement the revised dampers.
A new aluminium subframe at the rear provides a light, stiff and strong platform for the multi-link rear suspension.
New aluminium uprights at the front lower the unsprung weight of the car and consequently improve all-round steering feel and rolling comfort.
One of the immense benefits of computer-controlled suspension is the ability to maintain a static ride height regardless of the load the car is carrying, as Keith Sharp, manager, chassis, suspension and vehicle dynamics, explains:

"By adjusting the suspension to control the car's height we can constantly ensure the optimum level of ride refinement. The other major advantage is that we can use the air suspension to change the attitude of the car at higher speeds to improve stability. We have programmed the Bentley Continental Flying Spur's suspension to lower the nose by 10mm and the rear end by 25mm at speeds over 155mph (250km/h). This reduces rear end lift at high velocities and means our car feels very stable, rather than nervous, as your speed increases."

Thanks to a continuous all-wheel drive system, the Continental Flying Spur is blessed with astonishing traction and poise whatever the weather. In standard conditions the drive is transferred equally between the front and rear axles via a highly sensitive centre Torsen differential. If, however, the differential detects a deviation in torque demand between the two axles it automatically sends more power to the wheels indicating greater grip.

As well as its advanced all-wheel drive system, the Bentley Continental Flying Spur incorporates traction control and an Electronic Stability Programme (ESP), both of which can be disabled at the discretion of the driver. These driver aids operate discreetly, offering additional security and governance over the car's dynamic potential but without being intrusive, thereby ensuring the unique Bentley driving experience remains undisturbed.

The advanced technologies used in the Continental Flying Spur's suspension were rigorously tested on proving grounds, test tracks and roads across the world. The result is a car whose breadth and capability, in any weather, on any road surface, is simply awesome. Over the course of its development the car was subjected to a drive programme that saw it complete nearly a million miles.

"When it came to prototype driving and development we utilised the finest facilities all around the world," says Dr Ulrich Eichhorn, member of the board, engineering. "The car was extensively tested at internationally recognised venues such as the Nürburgring, Nardo and the Grossglockner mountain pass. We also adopted some new development processes that married tried and tested practices with Bentley specifics. The result is a car that has been developed to the highest possible standards."

Evidence of this thorough testing process is seen in the Bentley Continental Flying Spur's revised steering. To ensure that the car handles in a way that is suitable for a luxury saloon as well as a high-performance grand tourer, a new steering rack was engineered. To improve driver feel friction was reduced in the steering column, rack and suspension ball joints. The system's responsiveness was also adapted to suit a four-door grand tourer, with a slightly lighter weighting around the centre for more relaxed driving at high speeds and a more linear increase in loading as it begins to corner. The new rack also means the Bentley Continental Flying Spur has a highly competitive 11.8-metre turning circle kerb-to-kerb - an impressive figure for a car with such generous accommodation.

Wheel and tyre choice is a vital part of the handling and dynamic characteristics of the Continental Flying Spur. The car will come with single-piece 19-inch alloy wheels as standard and will run on bespoke 275/40 R19 tyres produced by Pirelli and Michelin.

A final visual aid to help create that unmistakeable sporting presence is an optional 20-inch two-piece alloy sports wheel. This seven-spoke rim has a combination of chrome and silk finishes and retains the distinctive 'Bentley Motors' hub. The new two-piece sports wheel also wears a brand new tyre created exclusively for the larger rim and recently introduced as part of the Continental GT's optional Mulliner Driving Specification. Designed on behalf of Bentley by Yokohama, the Advan Sport 275/35 R20 tyre provides significant benefits for drivers looking for even sportier handling and improved steering feel and response.

The culmination of an intensive development programme carried out by both Bentley and Yokohama engineers, the new tyre has a lower sidewall that provides sharper turn-in feel and precision. The Yokohama Advan Sport manages to deliver increased performance without noticeable reduction in overall ride quality, meaning drivers will continue to enjoy the unparalleled luxury of the Bentley Continental Flying Spur and now benefit from its increased sporting characteristics.

Braking is provided by huge ventilated disc brakes - the largest of any production passenger car on sale today. The front discs are 405mm in diameter and 36mm wide, and the rear discs 335mm in diameter and 22mm wide. These are retarded by aluminium single-sided callipers branded with cast aluminium 'Bentley' logos.

The braking system features a Bosch anti-lock system with Brake Assist and electronic pressure distribution. The Continental Flying Spur also has a unique electronic parking brake - after the driver has applied the brake it will automatically re-apply one and five minutes later. This prevents accidental slippage should the brake discs cool after use. The parking brake system can also be operated as an emergency brake. In this instance braking is applied to all four wheels and the car's electronic safety systems remain fully operational allowing the driver to steer as normal.

The Bentley Continental Flying Spur also offers enhanced occupant safety with the use of a tyre-pressure monitoring system that constantly measures the tyre pressures in all four wheels and instantly warns the driver should a significant reduction occur.

Powertrain

The heart of the Bentley Continental Flying Spur is its magnificent 6.0-litre, twin-turbocharged 12-cylinder engine which will propel the car to 60mph in 4.9 seconds and on to a top speed of 195mph. This awe-inspiring piece of engineering was created for both the coupé and four-door versions of the Continental and delivers phenomenal power (552bhp/411kW) as well as that legendary wave of torque (479lb ft/650Nm) from low revs that is the hallmark of every Bentley.

"When the decision was taken to produce the Continental family, we knew we would need an engine that was incredibly compact and well packaged to incorporate both its styling requirements and complex powertrain," reveals Dr Ulrich Eichhorn, member of the board, engineering. "From the outset the W12 concept was created with all the group's top products in mind. That is why we had significant input into the basic architecture of the engine. This basis was then developed extensively by Bentley to meet our exacting requirements - high torque at low revs and effortless acceleration."

Brian Gush, chassis, powertrain and motorsport director, explains the unique development process:

"The engine block is made from a hypereutectic aluminium alloy with silicon concentrates that reduce friction in the cylinder bores. Aluminium pistons were also specially developed to cope with the increase forces created by the turbochargers, which were themselves created exclusively for this Bentley engine."

The 12-cylinder block has a 48-valve head with four camshafts that operate using continually variable valve-timing. Power is transmitted via a seven-bearing crankshaft to the car's six-speed automatic transmission. To ensure that the large powerplant met stringent Euro IV and US LEV emissions regulations the twin turbochargers were designed with a unique bypass valve that automatically sends exhaust gases to heat the catalytic convertors when the car is started from cold. This valve then operates as the turbocharger wastegate at all other times.

The Borg-Warner turbochargers are also the ideal solution for producing the flat torque curve that is a key characteristic of every Bentley engine, ensuring that the driver has instantly available performance without a hint of turbo lag or having to shift down through the gears. That mighty torque curve is constant, with no drop-off from its maximum output of 479lb ft (650Nm) at just 1600rpm.

Packaging all those systems was a remarkable challenge in itself. The astonishing compactness of the engine - it is just 653mm long - was a critical target and with such immense amounts of torque it was equally imperative to have impressive traction in any conditions. What was called for was an all-wheel drive system that could cope with the Continental Flying Spur's performance capability and consequently as short an engine as possible to allow room for the extra componentry.

"The internal packaging of the engine is amazing," says Francis Ellison, module leader, powertrain. "And that helped when it came to designing all the other elements of the car's powertrain assembly. Because of the performance requirements, we wanted the centre of gravity to remain as low as possible and this meant we couldn't have the front differential under the engine. Instead we placed it between the engine and the gearbox. You can only do that if you have a very compact engine to begin with, otherwise you would have a car with a very long nose."

With ideal positioning of the main parts of the powertrain, the Bentley Continental Flying Spur has a 56:44 weight distribution over the front and rear axles. Unlike rear-wheel drive cars with large amounts of power, which are forced to put more weight over the rear wheels to improve traction, the Bentley's all-wheel drive system means the weight balance can be biased towards the front, thereby improving both the agility and handling of the car.

"Because we have a close to ideal distribution of weight, the Bentley Continental Flying Spur has excellent initial grip and turn-in when you start cornering," says Dr Ulrich Eichhorn. "You also get very good high-speed stability and it is much easier to tune an inherently stable chassis like ours to be agile than to make a nervous one stable."

Work was not just carried out on the performance capabilities of the engine but also its acoustic properties. The Continental Flying Spur has a re-engineered exhaust system that provides greater refinement for a car that has a broader role than the coupé.

"We have added a cross-tube in the centre of the exhaust system and we have also optimised the exhaust valve system to get the right acoustic pattern," explains Cameron Paterson, head of engineering for the Bentley Continental Flying Spur. "The exhaust note in the Continental GT coupé was deliberately quite noticeable - it is a sports car after all. For the Continental Flying Spur we wanted to ensure more refinement when you are driving in a leisurely fashion but still create that unmistakeable Bentley sound when you are pressing on. With this new exhaust system we can achieve that by closing off one tailpipe at differing engine load levels."

The Bentley Continental Flying Spur's prodigious power is channelled through a six-speed automatic transmission built for Bentley by ZF. This is the same gearbox as used in the coupé but it has been recalibrated. The principle behind the reworked transmission is to give a more relaxed driving style but to retain the car's full performance when called upon. At most times the transmission will rely on the enormous torque produced by the engine to do more of the propulsion, thereby avoiding unnecessary downshifting and allowing the driver to enjoy the tremendous pulling power of the engine as well as giving a smoother driving experience.

However, the driver will always be just a push of the accelerator away from instantaneous response and the car's full potential. The ability of the gearbox to lock its torque converter during normal driving conditions replicates the immediacy of a manual transmission but without sacrificing any of the smoothness of an automatic gearbox.

The six-speed transmission can be left in full automatic mode or changed to a Tiptronic function that allows it to be used as a clutchless manual where gear changes take place only on the command of the driver, via either the gearlever or paddles mounted behind the steering wheel. Naturally the transmission constantly monitors the engine speeds and selected ratios to ensure that it is not possible to over-rev the engine when changing down in tiptronic mode or stall the car by slowing too much in a high gear.

These subtle but essential points sum up the character of this remarkable car. From a sound basic concept was devised a four-door grand tourer that delivers on every front. "Our job was to ensure that the car was exceptionally sporting and stable yet still refined and luxurious," says Dr Ulrich Eichhorn. "I always tell my teams that it is the concept that defines the potential but the detailed execution determines the result."

Safety

The increase in wheelbase over the Continental GT coupé means the Continental Flying Spur will react differently to the physical forces created in the event of an accident. The change in what is known as its 'crash pulse' means it has a revised crash structure between the engine and front bumper. To ensure the highest possible protection in the event of a head-on crash the car was subjected to a series of advanced simulated crashes on a super-computer as well as more standard real world tests.

Bentley's advanced Dynamic Crash Analysis (DCA) capability means much of the trial and error traditionally associated with providing a car with good impact resistance has been bypassed. Indeed, so highly developed are the procedures that Bentley's engineers can put the Bentley Continental Flying Spur through a real world crash test with great confidence that the result will vary in no major way from those predicted in the virtual world.

Nevertheless it should be understood that DCA, as with all virtual design work, will never replace real world test procedures, nor was it ever designed to. Its role is simply to ensure that by the time these tests are conducted, the product is in as good a shape as possible to meet each new challenge.

To protect its occupants, the Continental Flying Spur is equipped with a full suite of safety equipment. There are two front airbags, four side thorax airbags for the front and rear-seats and full-length curtain bags that extend to the back of the cabin. Seat-belt pre-tensioners are used for all seats and a passenger occupant sensing system in the rear seats automatically raises the rear headrests to ensure the best possible protection against whiplash injuries.

It's not just the range of safety systems that protect the car's occupants, for the Bentley Continental Flying Spur's all-round abilities mean the driver is assured of having the performance to avoid many accidents in the first place. The all-wheel drive system offers major safety advantages not only in adverse road and weather conditions, while the latest traction, stability and brake control systems offer further opportunities to avert potential danger. Similarly the powerful 6.0-litre engine means outstandingly fast acceleration and a reduction in the time spent on the wrong side of the road during overtaking. To this end, the Continental Flying Spur is specified like no other four-door in the world.

Marketing

The Bentley Continental Flying Spur perfectly complements the existing range of Bentley models. The Continental GT continues to fulfil our customers' desire for a dynamic coupé that offers the very essence of Bentley: sporting prowess and Grand Touring performance. Similarly the Arnage range represents a unique proposition: the emotional purchase of a truly bespoke, hand-built and entirely individual limousine. The Bentley Continental Flying Spur will appeal to customers seeking a sumptuous four-door Grand Tourer sharing all the virtues of its coupé stablemate: high-performance, timeless design and superb craftsmanship.

Bentley chairman Dr Franz-Josef Paefgen says the distinction between the new Continental Flying Spur and the Bentley Arnage range is simple:

"As Bentley Continental Flying Spur production begins, the Arnage will retain its true position as the most exclusive limousine in the world. If you work in a major capital city you might see a Continental Flying Spur a few times a month, but you will only come across an Arnage a few times a year. The Arnage will continue to be a bespoke car with real exclusivity."

"With the Bentley Continental Flying Spur we are opening our doors to new customers who value that unique combination of luxury, style, excitement and practicality. Nowhere else will they be able to enjoy a car that possesses all this as well as the dynamic qualities and power of the Continental GT coupé. The Continental Flying Spur promises a new motoring experience and we look forward to welcoming a new breed of discerning customers to our marque."

The business case for the new four-door is just as compelling. Bentley believes that by offering a car that appeals on both an emotional and rational level to customers it will fill a gap in the market that until this day remained empty. Bentleys are unique cars and the Continental Flying Spur holds a unique position in the market, above more commonplace saloons and below truly bespoke cars like the Arnage. Adrian Hallmark, member of the board, marketing, explains:

"We know there is a great market for a car like this. Like the original Flying Spur, the new Bentley is also purposely positioned as a premium product above a crowded market. When asking our future customers about their needs they were very clear - performance and luxury, style and practicality, inspiration and solidity, excitement and safety. The Bentley Continental Flying Spur is our response to their 'no compromise' attitude, and our desire to further the Bentley story."

Bentley is confident that although the production of the new Continental Flying Spur will naturally increase annual sales volumes, the exclusivity of marque's brand will be retained - a factor that has been crucial to its mystique since its beginning in 1919. In the 85 years since, the marque has built a heritage and authenticity based upon its understanding of its customers and the passion for what it does. Whether competing at Le Mans, creating bespoke cars for loyal clients, or introducing new members to the exclusive Bentley family, it has always been done in a manner that echoes the spirit of its founder W.O. Bentley. To that purpose, every Bentley customer will still experience the most personal treatment from his local dealer right up to the factory gates at Crewe where they can come and watch their car being built.

Conclusion

The introduction of the Bentley Continental Flying Spur marks the next step in the revival of Britain's most revered automotive marque. Following on from the hugely successful launch of its sister car, the Continental GT coupé, this stunning new car will change people's perceptions of what performance, comfort and style from a four-door grand tourer means.

And the unveiling of the Continental Flying Spur is not the end of the story. Bentley remains committed to a thrilling future model programme, one that will reflect the core values of the company, ensuring its public perception is not diluted by over-production or unnecessary niche products.

"The purity of our brand is in clear focus now," says Adrian Hallmark, member of the board, marketing. "We can behave as an independent company because the economics of our business plan are sound and we don't have to compromise our products because of short-term financial decisions. We are that rare thing in the British automotive world - a car company that is expanding and we have done so by producing models that appeal to a demanding and growing customer group.

"Our aim is to restore Bentley to the position it once owned - the creator of definitive British Grand Tourers - and the Bentley Continental Flying Spur is our next step in the fulfilment of that ambition."

Rover 75

Rover 75

Rover 75
A new evolutionary design style for the highly-regarded Rover 75 Saloon and Tourer models embraces a sharper-edged front and rear exterior appearance, a larger integrated radiator grille, halogen projector headlamps and three distinct trim identities - Classic, Connoisseur and Contemporary, with SE derivatives are supported by additional option packs that offer carefully tailored specifications across all points in the range.

The established appeal of the Rover 75 range - with its unrivalled reputation as the definitive luxury premium Upper Medium saloon is further enhanced by the addition of the "Contemporary" derivative theme, providing a younger, more modern interpretation of traditional Rover values. Other features include a selection of new alloy wheel designs and options like Personal Assist - Smartnav® voice navigation and concierge service.

The exterior has the clean lines of the sharper-edged Rover 75 design to capture a fresh spirit of style with a larger and more prominent Rover grille, complemented by a new headlamp design incorporating standard fit halogen projector units. The style of Rover 75 has been updated to offer cleaner, more progressive lines without jeopardising the integrity of the original design, widely regarded as one of the most beautiful cars in the world.

Rover 75 Saloon and Tourer already possess one of the most admired interiors in the motoring world. With the introduction of the Classic, Connoisseur and Contemporary variants this interior is now available in three distinctive identities. In particular,

Contemporary models offer an entirely new and progressive interior based around a new black oak wood finish. This provides a distinctive, younger and more continental flavour to the cabin. Full leather seat trim is standard on SE derivatives of both Connoisseur and Contemporary models.

For security and peace of mind, superlocking disables door and tailgate lock releases and sophisticated electronic networks stand ready to trigger the alarm. Highly convenient 'plip' operated remote unlocking of the boot or tailgate is now available on all derivatives, while a robust engine immobiliser and remote control with a continuously changing security code complete the anti-theft defences.

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Alfa Romeo 8c Competizione

Alfa Romeo 8c Competizione

Alfa Romeo 8c Competizione
The definitive version of the gorgeous exclusive Alfa Romeo 8C Competizione, Gran Turismo car that is to be produced in a limited edition makes its debut in Paris. The car, designed by Alfa Romeo, is directly derived from the concept car that aroused such admiration at the 2003 Frankfurt Motor Show and has benefited from the best technical and industrial know-how that the Alfa-Maserati Sports Centre can offer. The cooperative venture between both manufacturers was conducted with a view to ensuring integration between the Alfa Romeo design departments and the Maserati production departments.

The Alfa Romeo 8C Competizione is inspired by Alfa Romeo's glorious past, projecting its brand values of technology and emotion into the future. The historical allusions begin with the evocative name, recalling the great sporting tradition of Alfa Romeo. The 8C code was used to identify cars (racing and on-road) of the Thirties and Forties equipped with the revolutionary eight cylinder engine produced by the famous designer Vittorio Jano. The term 'Competizione' is intended as a homage to the '6C 2500 Competizione', a sports coupé driven in 1950 by the duo Fangio and Zanardi in the famous Mille Miglia race.

The name, '8C Competizione' is not an arbitrary invention but a distinctive mark of Alfa Romeo's own sporting history. A veritable legend that has arisen out of the innumerable victories won on circuits throughout the world through the skill of men and their passion for racing, engine research and advanced technology and a reawakened taste for new challenges.



2007 Alfa Romeo 8c Competizione
This link with the values of Alfa Romeo's history adds extra poignancy to the term 'Competizione'; when projected into the future it represents the sense of constant dynamism that distinguishes a brand engaged in a quest for excellence, increased competitiveness and technological innovation. This is the explanation behind the role of the new car, which is not a point of arrival but a point of departure designed to reaffirm Alfa Romeo's unique place in the world: its ability to match a thrilling shape to driving satisfaction.

Styling and aerodynamics: tradition and innovation

The attractive shape created by the Alfa Romeo Style Centre makes this car with its two bucket seats unique in the Gran Turismo scenario. The designers have worked hard to ensure that the aerodynamic and performance demands have not altered the car's original concept. The style maintains an incredibly clean shape, uncluttered by any element interfering with the overall harmony.

The solutions introduced on the Alfa Romeo 8C to achieve the highest levels of aerodynamic efficiency are not limited to the shape. Air wraps around the car and follows its natural course, unhindered by corners and unevenness. All the pillar and glass surfaces and profiles together with the door mirror shape and position have been optimised by mathematical modelling and also by wind tunnel tests and tests on actual models. Much attention has been devoted to the creation of a ground effect that has allowed a negative Cz (lift coefficient) to help increase stability at high speed, as on racing cars.

The compact dimensions concentrate the aggression of a car designed to ensure maximum driving efficiency.

The car surfaces are highly sculpted and skilfully moulded. In detail, the body is given extra dynamism by the horizontal furrow cut into the side above the front wheelarch. The big wheels and powerful musculature of the rear wings emphasise the model's personality and strength without detracting from the lines that flow smoothly, almost as though to underscore the formal good looks of the individual exterior details: the drop-shaped headlight embedded, gem-like, in the front wing, the led tail-lights that are a blend of technology and rationalism, the spare door handle. The front end still displays the distinctive Alfa Romeo traits, with a new interpretation of the 'whiskers' and shield.

The innovative shape heralds the details and proportions of future Alfa Romeo cars but is also redolent with past thrills and historical allusions: the 33 Coupé Stradale, the Giulia TZ and many other great names of motoring history. The Alfa Romeo style centre also developed new colours to emphasise the shape of the Alfa Romeo 8C Competizione that match the car's sinuous shape while also suggesting modernity and a hint of technology.

8 cylinder 4.7 engine: Italian 'belcanto'

The engine is the beating heart of any Alfa Romeo. In this case it takes the form of a brand new 90° V 8 cylinder unit with a cylinder capacity of 4691 cc that was designed with one aim in mind: to ensure extraordinary performance while still offering a smooth drive and being usable in all circumstances, from the track to city traffic.

The top engine performance figures may be summarised as a maximum power output of 450 bhp at 7000 rpm, a peak torque of 470 Nm at 4750 rpm and a top speed of 7500 rpm.

The layout of internal fluid movements and the cylinder head cooling system is designed to achieve high duct permeability and effective intake load cooling to maximise volumetric efficiency and engine performance.

Harmonisation of the intake and exhaust geometry together with the introduction of continuous variable valve timing on the intake camshafts and optimisation of the combustion chamber and engine calibration means that 80% of torque is available from 2000 rpm.

In sporty driving conditions over mixed routes, the power unit offers impressively short response times due to the high permeability of the intake duct and the low inertia of the flywheel-twin plate clutch system.

A crankshaft with counterweights at 90°, fully balanced through careful selection of connecting rods and pistons, ensures the engine runs with low vibration levels.

The engine block and base assembly is in aluminium with 5 main bearings to ensure the structure is very rigid with little loss due to friction. The cylinder heads are also in aluminium alloy.

All the ducts (water, oil, secondary air) are cast directly into the engine to produce a system with great rigidity, low dimensions and guarantees of safe installation, i.e. great reliability.

Casting accessory systems into the main engine casting and the use of very rigid, thick-walled components ensures that little noise radiates from the engine and the components are very reliable.

Longitudinal engine packaging has also received particular attention, as evidenced by the introduction of a single chain timing system that guarantees exceptional lifetime dependability.

Special attention has also been devoted to the acoustic definition and tuning of the intake and exhaust in the quest for a sound timbre that enhances the car's character and makes it unmistakable. The result is a full, distinctive sound, emphasised by the permeable intake system and an exhaust system with electronically controlled valves that enhance the car's sound without infringing any type-approval or environmental constraints.

Transmission, robotised gearbox and self-locking differential

The engineers used a layout familiar from other Alfa Romeo cars on the 8C Competizione: the transaxle architecture with gearbox at the rear that is an acknowledged asset of Alfa Romeo cars. This layout allows outstanding dynamic performance while also offering the active safety for which Alfa Romeo cars are fabled.

The engine-gearbox unit is designed in accordance with a transaxle configuration that ensures the weight distribution is very effective for vehicle handling. Due to the small axial engine size and the integration with frame components from the drawing board, the entire power unit can be housed well back to ensure the required sporty configuration.

The 6-speed gearbox with computerised speed selection by means of levers behind the steering wheel is designed to ensure ultra-slick gear shifts and may be used in Manual-Normal; Manual-Sport; Automatic-Normal; Automatic-Sport and Ice modes. The self-locking differential allows acceleration and stability to be managed with extraordinary efficiency in all situations.

Suspension, wheels and braking system

In the very best Alfa Romeo tradition, the engineering is directly derived from the race track. The suspension on the new model is no exception, with a double wishbone layout, forged aluminium axle carrier and arms and extra strut for toe-in control.

The braking system offers perforated, ventilated discs with aluminium brake callipers to ensure prompt, effective braking even with heavy use. To ensure the car stays glued to the road, it is fitted with 20" tyres specially developed to ensure outstanding performance: 245/35 at the front and 285/35 at the rear, fitted on perforated rims in fluid moulded aluminium to ensure lightness and maximum brake ventilation efficiency.

To ensure the car is entertaining and safe in any driving condition, the Alfa Romeo 8C Competizione comes with the latest Alfa Romeo VDC, an advanced stability and traction control system to ensure the driver feels at one with his car.

Rigid, light structure

A rigid, light structure is the rule when configuring a good high performance car. This is also the guiding principle behind the Alfa Romeo 8C Competizione. In detail, the compact frame is in steel to achieve the greatest torsional rigidity to ensure an accurate, safe drive at all times while the body is in carbon fibre. This choice was motivated by the need to minimise weights while also optimising the car's centre of gravity for better agility and handling on demanding routes.

Interiors: personality and technology

The car's distinctive look comes from extensive use of composite materials on the facia and interior panels. This is a technical choice but also reinforces the car's spirit and emphasises its personality. The same thinking lies behind the adoption of anatomical seats made out of carbon fibre that can be adjusted and customised on the basis of the driver's physical characteristics (a facility previously reserved for racing cars).

Everything is designed and produced to ensure the greatest user-friendliness for the driver and whoever is lucky enough to share the thrill: relaxed driving position, intuitive instruments that are always visible, robotised gear levers secured to the steering column and easy to reach without removing your hands from the sporty steering wheel.

The carefully-crafted and detailed finish naturally allows the car to be customised to the driver's taste and a choice of different interior environments is available.

The absolute satisfaction of a sporty drive

To see it is to love it: wide tyres, low-slung ride and styling of poised aggression. To die for, in fact. Hear the engine and weep: a full, convincing throaty roar. Now all that remains is to sit behind the wheel, engage first gear and you are off to try out your Alfa Romeo 8C Competizione. You are left with one doubt: how will you drive a sports model whose bonnet conceals a 4700 cc eight cylinder engine hat unleashes 450 bhp of power and 470 Nm of torque when you touch the accelerator. The unexpected answer is: with great ease - even more easily, simply and instinctively than your normal car in fact. Provided you allow yourself the time and satisfaction (because this is about pleasure, after all) of getting used to the more direct controls and prompter responses: the sort you could only expect from a true sports car on mixed routes or - even more so - on the track where speed and transverse acceleration are much more controllable.

The new Alfa Romeo 8C Competizione is self-avowedly an Alfa in its uncompromising sense of control and driving satisfaction. Driving comfort and dynamic behaviour have always been specific features of Alfa Romeo cars: on this car, they amount to a real strength.

Alfa Romeo 8C Competizione: a legendary name for a unique car

Since the very beginning, the Alfa Romeo spirit has been driven by a constant quest for technical perfection, achieving performances that are better and better. This is all about the engine: the beating heart of every Alfa Romeo car. Racetracks throughout the world have provided the perfect backdrops for truly unique technical and technological progress, with Alfa Romeo always occupying the highest position on the winners' podium.

The key to Alfa Romeo's engineering prominence was the 8 cylinder engine developed during the first half of the Twenties by a young engineer named Vittorio Jano. His original brief was to revise the 6 cylinder engine to meet the needs of standard production model buyers and also to stand up to the competition offered by rival manufacturers in races.

The first 8C was tested in 1923, with the P1, already fitted with a compressor and twin spark ignition, and then the P2. Its debut could not have gone better: in 1925 the Alfa Romeo P2 won first place in the first World Championship. The positive effects of these innovations were not restricted to the engines of production cars but the glory of this result was included in the 'Alfa Romeo - Milan' badge in the form of the laurel crown that was to adorn all Alfa Romeo cars from that day on.

At the beginning of the Thirties, the powerfully reliable 8 cylinder engines - now in light alloy - purred like cats under the bonnets of stylish cabriolets and coupes (whose bodies were built by the Milanese Zagato and Castagna) and roared like lions in the dust of races such as the Mille Miglia and Targa Florio, that added to the impressive list of victories. The thrilling wins achieved by the Alfa Romeo 8C in 1931, 1932, 1933 and 1934 at Le Mans deserve special attention (the car was later called the 'Le Mans' in the wake of these great successes).

The 8 cylinder engine achieved its technical peak in the Alfa Romeo Tipo B engine, known as the 'P3' to highlight its technological relationship with the P2. Campari, Nuvolari, Caracciola, Borzacchini, Marinoni, Guidotti and Fagioli were just some of the champions who owed their successes to the 1932 and 1934 versions of the 8C engine in the face of the challenges posed by the most prestigious circuits in the world.

The continual progress and consistent technical research culminated in the 8C 2900, the unbeaten star of racing from the Mille Miglia to the Le Mans 24 hour. The car, an extremely stylish 8C with its body built by Touring especially for Le Mans, was driven peerlessly by its driver Biondetti. This engine was exceptionally long-lived: an 8C 2900 B driven by Biondetti and Romano won the Mille Miglia again in 1947, proving yet again and over an exceptionally arduous route, that Alfa Romeo engines were possessed of truly extraordinary power and reliability.

World War II only halted the victorious progress of the 158 for a short period. The legendary 'Alfetta', a distillate of superlative automotive engineering qualities, first saw the light in 1946. In the words of Juan Manuel Fangio, driving this 8 cylinder car was like 'holding the bow of a Stradivarius in your hands'. First the 158 and later the 159 brought Alfa Romeo laurels in the first two modern Formula 1 world championships, with Nino Farina in 1950 and with Fangio in 1951.

After the Formula 1 victories, Alfa Romeo decided to withdraw from racing to devote itself to the demands put on it by its latest arrival, the 1900 and later the Giulietta range. 1967 saw the return of the powerful 8 cylinder engine fitted to racing 33 models and responsible for the attractive, resolute shape of the road version of the 33. This car also enjoyed a very encouraging racing debut, with Teodoro Zeccoli taking top position on the winners' podium after the uphill race in Fleron, Belgium, in a 33/2 Sport Prototype.

Other 33 cars met with considerable success on tracks and circuits throughout the world during the Seventies. This technical perfection was transferred to standard production cars such as the Montreal, a car of great prestige and performance, whose 8 Cylinder engine was derived from the unit fitted to the 33 models used for racing. In 1977, the 8 cylinder engine was fitted to a limited series of the Alfetta GTV, produced by Autodelta which thus continued the sporting tradition applied to engine production.

Now the legendary heart of that engine comes back to beat under the bonnet of the new Alfa Romeo 8C Competizione.

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