Fast Facts

• Best model: Zytek-powered examples
• Worst model: Neglected examples
• Budget buy: Early R
• OK for unleaded?: Yes
• Will it fit in the garage? (mm): L5342 x W2044 (R)
• Spares situation: Fine
• DIY ease?: Not really
• Club support: Strong
• Appreciating asset?: Yes
• Good buy or good-bye?: Good buy

Cockpit is what you’d expect from a Bentley and feels sportier than any Rolls. Trim should have worn well, otherwise watch for some hefty resto bills

Azure is essentially a drophead Continental and more popular than earlier slide-roofed SC which was a known leaker. Azure more a cruiser than stiffer-shelled coupe

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Bentley’s Continental mixes old school values with modern virtues. And that’s why this modern is already a classic

The Continental of the early 1990s was a great blend of old-fashioned Bentley values and modern craftsmanship. It turned out to be a real leap forwardfor the prestige manufacturer, as it was the fi rst dedicated model since the original Conti’ of 1952. Famed for producing spor tsman’s cars during the great W.O. days, Bentley morphed into a re-badged, sportier alternative to Rolls- Royce when it was swallowed up by Roller, but the 1950s Continental clung to the purer spirit of Bentleys of old.Thankfully, that all changed when the Rolls- Royce Silver Spur and the equivalent Bentley Mulsanne arrived in 1980 because it marked a defi nite split of the two brands. Rolls kept its classy status while Bentley went down the sportier route – the mighty Mulsanne Turbo being a prime example. Suddenly, true, sporting Bentleys were back in vogue, with heritage aplenty but modern appeal for a more youthful clientele. Whether or not such a break from tradition was by accident or design is debatable, but the Mulsanne pioneered the brand and paved the way for the brilliant Continental. Conti’s have a fantastically broad appeal, which ranges from the most dyed-in-the-wool of enthusiasts to those just after an old motor with some pedigree. Owning one will always be a pipe dream for many, but for the privileged few, the Continental makes a viable, fun and individual alternative to an Aston Martin or Ferrari.

History

The R-Type Continental set the scene for bespoke sporting Bentleys for the next 50 years and the name “Continental” has always conjured up swish and sleek coupes of the highest order. After the R Type came the S, which evolved through several incarnations, concluding with the S3 in 1965. Throughout this time, a Continental version was available for each, with 431 made in total – blitzing the R Type’s once impressive tally. When the Silver Shadow arrived on the scene in 1966, it seemed odd that the Continental was not replaced, as Bentley followers then had to make do with a badge-engineered, two-door Rolls- Royce Corniche. Bosses hinted at the possibility of a Bentley Camargue at the time but, strangely, it never materialised. Hardcore Bentley nuts had to wait for a quarter of a century – until late 1991 – when a new sporting Bentley coupe was launched in the seductive shape of the Continental R. Owing much to the 1985 Project 90 design, the Continental was the fi rst Bentley since 1965 not to share its body with a Rolls-Royce. It was also the fi rst unique Bentley since 1952 – and the last ever before Volkswagen took over! The styling was catered for by a plucky pair of British designers – Ken Greenley and John Heffernan – and the body was fabricated by Pressed Steel Ltd – the same supplier for theCamargue some sixteen years earlier. Thankfully, the Continental was far more attractive than the dumpy Roller of 1975. Underneath was the familiar running gear from the Turbo R, including the meaty 6.75-litre 360bhp (385bhp from 1994) turbocharged V8. This was gutsy enough to whisk the Continental R to 60mph in a mere 6.5 seconds and on to 145mph – no mean feat for such a bulky car. All that power ran through a new GM-sourced four-speed gearbox with central shift – a fi rst for a Bentley. Four individually styled seats trimmed in the finest Connolly hide and enough Wilton and walnut to deck out a mansion made this the most sumptuous and bespoke Bentley of its time. For 1993 the car received a slight power hike, a new four-speed auto ’box with shift management, adaptive ride control, twin airbags and redesigned seats plus some detailed appointment changes. The summer of 1995 saw the addition of a new ZYTEK engine management system, which, along with better turbo cooling, liberated a touch more power and economy. The extra grunt prompted Bentley into adding a traction control system – which ran through a viscous differential control to harness the added power – as well as larger 17inch wheels. However, the real slingshot was the mighty Continental T, launched early in 1997. A fourinch shorter wheelbase, fl ared arches, uprated suspension and massive 285/45 series rubber made for a monstrous 420bhp supercar-beater. A sun-seeking spin-off was the SC (Sedanca Coupe), introduced in 1999 with a novel twin- panel glass sunroof, special sports seats a mega 30watt ICE system and a GSM digital phone package. Fully-fl edged soft tops are the far more popular of the Azures.

Driving

Driving, or even riding shotgun in a Continental is a real experience even on the shortest of jaunts. Just remember that under the cultured coupe body lurks a chassis based on a 40-odd yearold design, weighing a hefty 5340lb – so it’s no hot hatch! That said, you’re in for a surprise if you think that it’s simply a sugar daddy’s express. As Autocar put it: “The Bentley Continental R makes no apologies – it’s not a stuffy old, ponderous barge. It has the dynamics to go with the luxury.” Unusually for something from the Rolls stable, you have to expect a few creaks and groans over rough roads – especially in the more raucous Continental T – but it’s still a wonderful place to be even if the ride is a little lumpy for a Rolls chassis. This explains why the car bore the Bentley Continental badge, as it just wouldn’t sit easy with a fl ying lady mascot up front. Ditto for the performance. Open the taps and that tarmac-shredding 400bhp and 650lb ft of torque far from sedate and not quite in-keeping with the elegant Rolls-Royce way. Handling is surprisingly tidy for such a big coupe. It’s not nimble, but the Continental is up there with the best of the performance saloons such as the Aston Martin V8 or Virage – and it’s a whole lot more restful when cruising. It’s also fairly spacious for a sports 2+2 and rear passengers aren’t likely to complain about the cosseting if slightly cramped experience. Fuel economy is far from the Continental’s strong point – expect around 19mpg from careful driving and a lot less with an over-zealous right foot. There again the Bentley Continental is hardly a daily driver…

Prices

Continentals aren’t exactly bargains, but they’ve now well slipped below the £30,000 mark at specialists – that’s the price of a new Audi TT or VW Scirroco and the Bentley certainly won’t suffer from the same depreciation! Used car experts say that £13,000 is the trade value for the cheapest Continentals, with a retail price of £20,000 – so there’s fair room for haggling. And considering the car’s new price tag of £175,000 and it’s a real snip! Don’t expect a car fi t for concours at that price, though. Attractive though it may be, budget Continentals will most likely have mega miles on the clock and could cost their asking price in renovations. For this reason be very suspicious of cars selling around the £20,000 mark. According to leading specialists, £35-50,000 remains the correct amount to pay for well-maintained exam-ples that won’t need a lot of money spending on them to bring back into line. The most popular model is the Continental R of which 1548 were made. There were some special editions too, such as the very rare Jack Barclay Special – just 10 were made – and the lovely Le Mans, of which only 50 were produced. As expected these are all highly desirable and the Le Mans models in particular can command almost six fi gures. The more powerful S model typically commands £9000 over a normal R, model but even in these tough times you’ll do well to net a Continental T for less than £40,000. The cream-of-the-crop SC models can sell for six fi gures. That might sound costly, but it’s still worthwhile if you bear in mind the original list price and their classic potential.

Three Of A Kind

Aston Martin DBS V8

Another British Bulldog, the Aston V8 is remarkably similar to the Bentley in its style, performance and character. Last of line S4 and S5 cars are the best bets and offer shattering pace. DBS prices are now on the rise after years in the gutter so the time to buy is now before they slip out of reach like other DBs. High restoration costs.

Rolls-Royce Camargue

Did the Rolls Camargue provide a taster of the Bentley to come? Certainly this 1970s coupe is similar in appearance and luxury, although standard Silver Shadow underpinnings numb the driving experience in comparison to the Bentley. After being forgotten for decades, interest is gaining in the Camargue and prices are now not far short of the Continental’s.

Mercedes CL

The closed-coupe cousin to the iconic SL, the CL is right up there with the Bentley in terms of engineering and quality, plus it gives buyers a far wider choice, even if it is a little more common. Magnifi cent to drive and awesome in V12 form, values look unbelievable and far cheaper than a Bentley, but running costs sit in the supercar league.