Bentley Continental Flying Spur
(2005 - to date)


A major argument for the name Bentley Continental Flying Spur to be chosen for the new four door model introduced in January 2005 obviously was to link that to a glorious past. When the original Bentley Continental had been launched in the early 50ies that model’s extraordinary coachwork by H.J. Mulliner had made a real impact. The fastback saloon was impressively elegant. Its lightweight construction was a decisive factor to achieve outstanding acceleration and top speed. Hence it was no wonder that Bentley did command coachbuilders to restrict themselves to two door coachwork only for the Continental variant. The rule remained unaltered after the Bentley S1 Continental had substituted the predecessor – and then H.J. Mulliner was the company who didn’t comply with that.

H.T. Johnstone, managing director of H.J. Mulliner, decided to fulfil the desire from customers who had expressed to prefer a four door version. Of course H.J. Mulliner did obey the strict weight limit set by the manufacturer. H.J. Mulliner’s 4-door creation was a formidably elegant and light one and Bentley granted permission to build the Mulliner „Flying Spur“ by Bentley. The designation „Flying Spur“ could be rooted to the crest of the Johnstone clan of Scotland; the clan’s heraldic device showed a “Flying Spur”.


With the introduction of the new Bentley Continental Flying Spur the name was revived. Parallel to what had been decisive in the 50ies yet again outstanding acceleration and top speed remained undiminished. Indeed figures were almost identical to those of the Continental GT Coupé. Combined though with more comfortable access to the rear compartment and, of course, generous space to accommodate rear seat passengers.



The Continental Flying Spur is a big car with big character, though not perhaps a “Four Door Sports Saloon” in the same league as the Bentley Arnage and the earlier Bentley Turbo R. It reflected the Bentley management – rather than to keep the Bentley sports saloon image alive - was more inclined to produce a sister model of the Bentley Continental GT, from which it was developed. Although the Bentley Arnage was said to remain in production, most presumably the balance of demand between the Arnage and the new Flying Spur would begin to shift immediately towards the latter. Predictably sales figures of the Arnage would be axed. The sales figures had given a very clear hint: Since introduction of the Continental GT sales had rocketed to 6,500 cars in 2004; the new Continental GT was responsible for the lion's share of sales. For the first time since the takeover by Volkswagen the books showed a profit at the end of 2004.



Technical Data:
W12-cylinder-engine (72 degree angle between two main banks, 15 degree between staggered cylinders), bore x stroke 84 x 90.2 mm, capacity 5998 cc; 4 valves per cylinder, 4 overhead camshafts; digital engine control Bosch Motronic, twin turbochargers, 552bhp/411KW at 6,100rpm, torque 650Nm (479lb ft) at 1600 rpm; 6-speed automatic gearbox; four-wheel drive with central differential, independent suspension front and rear; air springs, electronic traction control, electronic stability program; ventilated disc brakes front and rear, anti-lock device, drag torque control; wheelbase 120.67in (3,065mm), track front 63.90in (1,623mm), rear 63,27in (1,607mm);overall length 208,94in (5,307mm); width (across mirrors) 83.39in (2,118mm); kerb weight 5,456lb (2,475kg;) tyres 275/40R19 on 9Jx19 light alloy wheels (optionable split-rim 19” light alloy wheels or tyres 275/40R20 on 20” split-rim light alloy wheels); max. speed 195mph (312km/h), 0-60mph 4.9 sec (0-100km/h 5.2 sec).








Bentley Continental and Continental Turbo
(1984 - 1995)

Bentley Continental

Bentley Continental, 1988, #SCBZD00AXJCH23168, Mulliner Park Ward Drophead Coupé. When it was announced that future production of the R-R Corniche would concentrate on convertibles only (no more two door saloons) it was announced too that the Bentley variant would be named Bentley Continental.

The introduction of the Bentley Mulsanne in 1980 and more so that of the Bentley Mulsanne Turbo in 1982 made it clear that Rolls-Royce wanted to rescue the Bentley marque from oblivion. The Corniche had been available in Rolls-Royce as well as in Bentley form though from 1982 onward the two door saloon had been abandoned and only the drophead coupé remained. One further touch underlining Bentley's own identity was the 1984 announcement of the Bentley Continental which was developed from the Bentley Corniche. The designation Continental had graced the magnificent sport variants of the Bentley series of the early post-war period. The company provided a few turbocharged drop head coupés for clients insisting on outstandingly brisk acceleration.

Technical Data:
8 cylinder 90 degree V-configuration, aluminium-silicon alloy cylinder block with cast iron wet cylinder liners; bore x stroke 104.14 x 99.06 mm (4.1 x 3.9 in), capacity 6,750 cc, aluminium alloy cylinder heads; 2 SU carburettors (Bosch fuel injection on export models for North America and Japan, from 1986 Bosch K Jetronic fuel injection standard, from 1990 Bosch K Motronic fuel injection and ignition control system standard; Bentley Continental Turbo: Solex 4-barrel downdraught carburettor with Garrett AiResearch turbocharger ); 3-speed automatic gearbox; hypoid bevel final drive; independent suspension with coil springs front and rear, hydraulic self-levelling height control rear; ventilated disc brakes front, plain discs rear (from 1987 anti-locking brakes); wheelbase 3,061 mm (120,5 in); tyres 235/70VR x 15



Bentley Brooklands
(1992- 1997)

Bentley Brooklands

Bentley Brooklands, 1996, #SCBZE12C9TCX57801. "Bentley's sporting excellence encompasses proven automotive technology that maximises the owner's driving pleasure" was Rolls-Royce's statement as regards the marque values for Bentley motor cars.

With the introduction of the Bentley Brooklands in 1992 it had been announced that the production of the Bentley Mulsanne S as well as that of the Bentley Eight was discontinued. Aimed to appeal to luxury car buyers who might not have had a Bentley on top of their shopping list this new car was the outcome of Rolls-Royce's ability to respond to recession. Sales had dropped almost 50 % the previous years and forced the company to concentrate on a leaner production at Crewe (Mulliner Park Ward was relocated there and the London factory had been closed). The sporting connotations were reflected in the name Booklands - a racing circuit having been in the headlines during the 30s quite frequently with Bentleys achieving speed records and a new sports style centre console gearchange to the electronically controlled 4-speed automatic gearbox. The Bentley Brooklands benefitted from micro-computer technology which controlled areas including the suspension, instrument displays and air-conditioning and the last series from 1996 were enhanced by the fitting of a light-pressure turbocharger. In their response to demand Rolls-Royce supplied special low volume series (e.g. Bentley Brooklands Trophy Special).

Technical Data:
8 cylinder 90 degree V-configuration, aluminium-silicon alloy cylinder block with cast iron wet cylinder liners; bore x stroke 104.14 x 99.06 mm (4.1 x 3.9 in), capacity 6,750 cc, aluminium alloy cylinder heads; Bosch MK Motronic fuel injection and ignition control system (from 1996 exhaust driven Garrett AiResearch turbocharger); 4-speed automatic gearbox; hypoid bevel final drive; independent suspension front and rear, self levelling with automatic ride control; ventilated disc brakes front, plain discs rear, anti-lock device; wheelbase 3,061 mm (120,5 in); tyres 235/70 R 15;

No. made:


Bentley Brooklands


Bentley Brooklands long wheelbase


Bentley Brooklands R
(1996 - 1998)

Bentley Brooklands R

Bentley Brooklands R, 1997, #SCBZE20CXWCX66200. The Brooklands R - sporting a mesh radiator grille - replaced the Bentley Brooklands, building on the 1997 model year changes which included the adoption of a light pressure turbocharged engine producing 300 bhp.

To achieve an even finer level of roadholding than hitherto proved to be a really challenging task for the team of engineers at Crewe. The 1997 Bentley Brooklands demonstrated impressively that they had been successful. But more than this - the legendary comfort even during spirited driving had not been affected. And all the hand-built individuality was retained as well. With the company's subsidiary Mulliner offering engine tuning as well as changes of the body or to the interior there existed a new dimension for owners to specify a Bentley precisely to their tastes and requirements. Mulliner had been a bespoke coachbuilder during the pre- and post-war period and had been taken over by Rolls-Royce towards the end of the 50s and shortly afterwards been merged with Park Ward. Rolls-Royce intended to give Mulliner again a separate identity of their own with a strong link to Bentley. The Bentley Brooklands R offered the chance to commission a superbly tailored motor car with every detail executed to a demanding owner's personal preferences.

Technical Data:
8 cylinder 90 degree V-configuration; aluminium-silicon alloy cylinder block with cast iron wet cylinder liners; bore x stroke 104.14 x 99.06 mm (4.1 x 3.9 in), capacity 6,750 cc; aluminium alloy cylinder heads, Zytek EMS3 digital engine management, exhaust driven Garrett AiResearch turbocharger; 4-speed automatic; independent suspension front and rear with adaptive ride control; ventilated disc brakes front, plain discs rear, anti-locking device; wheelbase 3,161 mm (124.5 in); tyre size 255/55WR17; max. speed 140 mph (225 km/h)

No. made:


Bentley Brooklands R (1997 - 1998)


Bentley Brooklands R long wheelbase (1997 - 1998)


Bentley Brooklands R Mulliner


Bentley Azure / Bentley Azure Mulliner
(1995 - 2002 / 1999 - 2003)

Bentley Azure

Bentley Azure, 1997, #SCBZKI4C0WCX61519, Pininfarina-designed Mulliner Park Ward Convertible. The fully automatic hood provides perfect protection from inclement weather.

The exciting success of the Bentley Continental R made it predictable that here was the basis for a most promising convertible. Indeed the company did ask Sergio Pininfarina in Italy to take over the task of styling one. Testimonial to successful Anglo-Italian cooperation was the elegant Bentley Azure with its automatically operated, fully disappearing hood. The name was evocative of those very special models too whose designations could be traced back to areas in the South of France: Corniche and Camargue. But here was an out-and-out sports car for the most demanding driver whereas the previous models had neither been noted for brisk acceleration nor for sure-footed roadholding. Later models of the Bentley Azure are distinguished from the first series quite easily because the special radiator matrix replacing the radiator slats - was only fitted from model year 1998 onward (i.e. on Bentley Azure delivered from July 1997 onward).

Clearly distinguished from the basic version was the Bentley Azure Mulliner, unveiled in 1999. Not only was a maximum torque of 875Nm provided - an increase of some 10% - but the roadholding was improved accordingly with torsion bars stiffened 15% front and 20% rear.

Technical Data:
8 cylinder 90 degree V-configuration; aluminium-silicon alloy cylinder block with cast iron wet cylinder liners; bore x stroke 104.14 x 99.06 mm (4.1 x 3.9 in), capacity 6,750 cc; aluminium alloy cylinder heads, Zytek EMS3 digital engine control, exhaust driven Garrett AirResearch turbocharger with intercooler, 385bhp/286.1kW at 4,000rpm, max. torque 750Nm at 2,000rpm (from 1999 Bentley Azure Mulliner 420bhp/313kW at 4,000rpm, max. torque 875Nm at 2,200rpm); 4-speed automatic gearbox; independent suspension front and rear with adaptive ride control; ventilated disc brakes front, plain discs rear, anti locking device; wheelbase 3,061mm (120.5in); tyre size 255/55WR17; max. speed 150mph / 245km/h


Bentley Azure, 1996, #SCBZK15CBTCX53730. In conjunction with Pininfarina of Italy the styling department at Crewe developed the convertible based on the successful Bentley Continental R


Bentley Azure, 1997, #SCBZKI4C0WCX61519, Pininfarina-designed Mulliner Park Ward Convertible.
A famous song stated "Heaven is on the back seat of my Cadillac" - this song was written prior to the Bentley Azure putting things right!

No. made:


 Bentley Azure (1995 - 2002)


 Bentley Azure Mulliner (1999 -2002)

 Bentley Azure Le Mans (2001)


 Bentley Azure Final Series Performance (2002-2003)

 Bentley Azure Final Series Luxury (2003)




Bentley Arnage T

Bentley Arnage T
(2002 - to date)

2002 Bentley Arnage T, Chassis-No. #2CX08744. The Bentley Arnage was registered in Germany, where certain unlimited stretches of highway permit to make full use of the twin-turbo engine's power.

Bentley Motors Ltd. decided to launch their Bentley Arnage T at NAIAS in Detroit, the North American International Auto Show. When in January 2002 the new car made its debut the manufacturer highlighted this to be the most powerful road-going Bentley off all times and the fastest saloon in the world that was built as a standard production four door saloon.

Some 80 Mio GBP (ca. 116 Mio US$) had been invested in evaluating almost every area of the car for its suitability to 21st century demands. First to be mentioned is the total redesign of the engine that had been developed from the well known 6 ¾ litre V8-configuration. Minimal component carry over was stated as 50 % was all new and 80 % of the remainder had been subject to re-engineering. Compared to the Bentley Arnage Red Label's single Garrett T4 turbocharger the boost was supplied by two Garrett T3 turbochargers now. Most notable among the advantages of twin turbochargers were more power and reduced response time. Close-coupled catalytic converters heated up to their operating temperatures more quickly and thus cutting emissions was achieved, the new engine was fully compliant with existing and foreseeable global emissions legislation to 2004. As regards the Bentley Arnage Red Label some complications had been met, when electronic control units from Bosch and EMS Zytek (engine management) needed suitably adjustment to become compatible. By switching over to engine management via Bosch Motronic


ME7.1.1 that problem area became inexistent. The new Bentley Arnage T almost entirely employed electronic from Bosch. A single belt drive in front of the engine replaced the multiple belt system, that could become an owner's nightmare once a belt "failed to proceed".

Neither changes as regards the well-proven GM 4L80-E 4-speed automatic gearbox nor as regards the ventilated disc brakes all round – though that can only be stated for cars built up to September 2006. A new back axle had twice the torque handling capability and compared to the previous the added bonus of being slightly lighter. However any reduction of weight of that component didn’t mean much considering the car’s overall weight of 2.585 kg. With the launch of the model year 2007 (in September 2006) a major improvement was the substitution of the old 4-speed automatic by a ZF 6-speed automatic transmission that permitted very smooth gearchanges. The body structure was stiffened by adding a brace inside the wheel arches, including a bow in the roof and reinforcing the front bulkhead. Notable were thicker sills, too. The Bentley Arnage T achieved a top speed of 168 mph (270 km/h) and accelerated in 5.5 seconds from 0-60mph; figures that previously had been clearly beyond the borderline. The adoption of a Bosch ESP 5.7. stability system enhanced handling, providing the driver with a stet of the art electronic stability program.


Subtle outward changes (e.g. new front bumper with lower air dam) were complemented by a re-designed interior. The seats distinctive looks was achieved by a combination of a diamond pattern using perforated hide and contrasting stitching plus an embroidered Bentley motif. Engine-turned aluminium for both the instrument surround and the waist rails in the doors clearly set a sportive note. On top of the dashboard a pop-up screen displayed information from a DVD-based satellite navigation system and Kevlar covered picnic tables were indications that the age of a club-like interior had gone. Nothing was lost though for clients with a more conservative taste. They were offered to get a Bentley Arnage T tailored via "Personal Commissioning".

2002 Bentley Arnage T, Chassis-No. #2CX08418


Technical Data:
Light alloy 8-cylinder-engine with 90 degree V-configuration, bore x stroke 104.16 x 99.06 mm (4.1 x 3.9 in), capacity 6,750 cc; Bosch Motronic ME7.1.1 digital engine control, two turbochargers, intercooler, 456hp/336KW at 4,100rpm, max torque 875NM at 3,250 rpm (from model year 2007 500bhp, max. torque 1,000NM); GM 4L80-E 4-speed automatic gearbox (from model year 2007 ZF-6-speed automatic gearbox); independent suspension front and rear, Bosch ESP5.7 electronic stability program; ventilated disc brakes (front 348mm, rear 345mm), anti locking device; wheelbase 3,116mm (122.7in), track front 1,602mm, rear 1,602mm; tyre size 255/50R18 102Y, optional 255/45R19 104Y (from model year 2007 tyre pressure monitoring); max. speed 168mph -270km/h- (from model year 2007 max speed 179mph -288km/h-)



Bentley Arnage RL

Bentley Arnage RL
(2001 onward )

The company brochure listed this particular model as the „Arnage RL by Bentley Mulliner“ and that name was program. There was no chance to order a “standard version”, because no standard production existed. Each order listed the individual specifications selected by a customer, then in dialogue with technicians, designers and craftsmen the vehicle was assembled. Without doubt the Arnage RL by Bentley Mulliner was the peak of the range of Bentley’s four-door models. The sheer presence of the car heralded that Bentley was adequately positioned even in hindsight to the launch of a new Rolls-Royce after the separation of the marques – this was a yardstick to measure the Rolls-Royce Phantom, introduced in 2003.

A range of long wheelbase limousines offered the choice of extending the body by 250mm, or decide upon extending the body by 450mm or even 728mm. The longer extensions included heightening the roof by 100mm. Thus were combined the passenger compartment’s increased dimensions and well balanced outward appearance. The relation of length/height of the body found acceptance because the proportions were right. Brakes and suspension systems were carefully re-calibrated to cope with the extra weight. The electronic stability control was tuned accordingly by re-flashing, too. As regards equipment there was but one standard: perfect quality. All else was reflecting the individual arrangements, a client had opted for. It wasn’t unusual to provide items that were not found in Bentley Mulliner’s portfolio of options. An American customer for example asked for a special stainless steel filler cap complete with enamelled ‘Winged B’ – and got what he wanted.

Mulliner’s offer that the bespoke treatment could include special protection, reflected the situation several of their clients had to consider seriously. Energy absorbent material and armour plating was built into the body during the initial production stages. Any design was engineered to the very high B6 or VR6 world standard (ballistic protection when fired on by NATO 7.62 rifle or Kalashnikov AK47; blast protection from DM51 hand grenades, even if two are detonating simultaneously above the roof, and the same grenades detonating 150 mm below the floor). Full B6 protection added some £250,000 - £300,000 to a car’s price.Bentley_Arnage_RL2

Technical Data:
light alloy 8-cylinder-engine with 90 degree V-configuration, bore x stroke 104.16 x 99.06 mm (4.1 x 3.9 in), capacity 6,750 cc; Bosch Motronic ME7.1.1 digital engine control, two T3-Garrett turbochargers, intercooler, 400hp/298KW at 4,100rpm, max torque 835NM at 3,250 rpm (from model year 2007 450bhp, max. torque 875Nm); GM 4L80-E 4-speed automatic gearbox (from model year 2007 ZF 6-speed automatic); independent suspension front and rear, Bosch ESP5.7 electronic stability program; ventilated disc brakes (front 348mm, rear 345mm), anti locking device; wheelbase 3.336 mm (optional: 3.566 mm or 3.844 mm), track front 1,602mm, rear 1,602mm; tyre size 255/50YR18 102Y, light alloy wheels or - as an option - chromed light alloy wheels (from model year 2007 tyre pressure monitoring)) ; max. speed 155mph (250km/h), 0-60mph 6.2 sec. (0-100km/h 6.3 sec.)




Bentley Arnage Red Label

Bentley Arnage Red Label
(1999 - 2002)

Bentley Arnage Red Label, 2001, #YCX05945. RONAL, Europe's premier manufacturer of light-alloy wheels, supplied specially designed wheels for the Red Label

When the Bentley Arnage Red Label was introduced at the 1999 Frankfurt Motor Show its specifications listed a figure of 835 Newtonmeter torque - nowhere in the world existed another four door motor car that came even near this enormous figure. The new was a clear indication on what Volkswagen after having invested a tremendous amount in the take-over of Bentley was willing to spend further investments: on positioning the marque with an unimitable profile of their own.

The Bentley Arnage Red Label

logo_bentley_red- the "Winged B" logos on the car were embedded in red enamel - was clearly separated from the Bentley Arnage Green Label. Shoehorned into the Red Label's engine bay was the "familiar" turbo-charged V8-engine with a capacity of 6.75 litres, the one that was used on the huge Continental coupés and the Azure convertible, whereas the Green Label was powered by a 4 ½ litre V8-engine that came from BMW. The 6.75 litre engine had been subject to most careful development and boosted by a Garrett AiResearch turbocharger provided enormous torque at low rpm; 835 Newtonmeter at 2,100rpm to be exact.

It had been no easy task to arrange for that well-proven unit (its ancestor had been the 6¼ litre V8-engine that made its debut on Bentley S2 in 1959!) to meet all the demands of present day, e.g. exhaust emissions. Because an electronic control unit Zytek EMS3 was employed for digital engine management it had been a major task to make that communicate correctly with the other ECU's - most of which were Bosch equipment. When the Bentley Arnage 4 ½ litre (it was still available as Bentley Arnage Green Label) had been developed, there had been absolutely no problems as regards compatibility, as the electronic control unit of the BMW-engine had been delivered by Bosch too.


Bentley Arnage, 1999, #YCX4001. The Swiss demonstrator is one of the earliest cars of this model; note the "starter's" chassis number. (Photo courtesy of H.P.Koch)

The Bentley Arnage Red Label sported a re-designed front suspension. That resulted inevitably from the new model weighing a hefty 224kg more than its lower capacity sister model - not least due to the "big block"-engine having been decided upon. This might well have the reason too for ventilated disc brackes of increased diameter; 348 mm front and 345 mm rear. The more powerful brakes were also fitted to the Bentley Arnage Green Label - and the model did benefit too from a some alterations to the body aft of the B-post. Without changes to the outward appearance some 5cm (2in) more legroom for rear seat passengers had been achieved.

The potential of the new parent company did permit a multitude of additional improvements to become series standard, for example one-touch power folding door mirrors (previously an extra) and satellite navigation. Customer reaction to a long wheelbase version of the Bentley Arnage Red Label was tested with a prototype exhibited at the Paris Motor Show in September 2000. The response to a most lavishly equipped model with a wheelbase extended by 250 millimetres (9.8 inches) was quite promising. Quick reaction to market demand was exercised when at the Detroit Motor Show in January 2001 the Bentley Arnage Red Label lwb was launched as a standard model. Skillfully lengthening the front and rear doors the designers ensured that the Anage's proportions remained pleasing; this was head and shoulders above the result of some stretching processes with simple extensions in the floor and roof and wider B-posts. The extra length and weight had been taken into account for the suspension settings as well as for the engineering of steering and brakes. All in all a magnificent combination of undiminished sporting performance and luxurious extra space in the rear seating area.


Bentley Arnage Red Label, 2002, #1CX06496

Technical Data:
All aluminium 8 cylinder engine, 90 degree V-configuration; bore x stroke 92 x 79 mm, capacity 4,398 cc; 4 valves per cylinder, 4 overhead camshafts; twin turbochargers, intercooler; digital engine control; max. power 350bhp (260kW / 354PS) at 5500 rpm, max. torque 413 lb/ft (570Nm) between 2500 and 4200 rpm
(from 1999 optional: 8 cylinder 90 degree V-configuration; aluminium-silicon alloy cylinder block with cast iron wet cylinder liners; bore x stroke 104.14 x 99.06 mm (4.1 x 3.9 in), capacity 6,750 cc; aluminium alloy cylinder heads, Zytek EMS3 digital engine control, exhaust driven Garrett AirResearch turbocharger with intercooler; 420bhp/313.4kW at 4,000 rpm, max. torque 875Nm at 2,200 rpm); 5-speed automatic gearbox (from 1999: "old" 6,75 litre V8-engine in combination with a 4-speed automatic gearbox); independent suspension front and rear with automatic ride height control, auto load compensator and headlamp leveling; automatic stability control, aquaplaning detection; ventilated disc brakes front (334 mm) and rear (328 mm), anti-locking device; wheelbase 3,116 mm (from 2001 long wheelbase version 3.366 mm available), track front and rear 1,608 mm; tyre size 255/55R17; max. speed 150 mph (240 km/h; from 1999: with "old" 6,75 litre V8-engine 260 km/h)


Bentley Arnage Red Label, 1999, #YCX4001. (Photo courtesy of H.P.Koch)

No. made:
2273 Bentley Arnage Red Label