Whether the Mulsanne truly is the “driver’s choice” in a segment where many owners don’t drive themselves remains to be seen. Certainly, the engine will be key to this, and in true Bentley fashion, it’s the familiar twin-turbocharged 6.75-liter V-8. For use in the Mulsanne, Bentley saw fit to bump output a touch to 506 hp and a whopping 752 lb-ft of torque.

For what it’s worth, Bentley has thrown a small bone to the environment by fitting variable cam phasing to the big eight, as well as—clutch pearls!—variable displacement. That’s right, whenever possible, only half the cylinders will be summoned for duty in order to save gas. Still, we shudder to think of the Mulsanne’s real-world fuel economy.The chassis, however, is all-new, according to Bentley, and is both stiffer and lighter than those of any Arnage, although Bentley declined to say how much the new car weighs. A new Drive Dynamics Control system is operated via a rotary switch on the console to select between Sport, Comfort, and “Bentley” modes, the latter presumably producing a ride smooth enough that the VIP in back may spread clotted cream upon his crumpets with absolutely no risk of spillage.

When BMW decided to divest itself of the heavily loss making Rover Group in early 2000, the new Mini project was the only thing Germans held onto. As the new decade dawned, work was well underway at Rover’s Birmingham Longbridge plant building the new Mini factory and BMW was briefing the global media that it would stick with the British car maker, despite its huge losses. Truth was, BMW was looking for a way out and by March 2000 it had decided to sell MG Rover to a venture capital company and Land Rover to Ford. It decided, though, to hang onto the Mini Project despite some misgivings. Some senior BMW figures feared the Mini would be a flash in the pan, though the success of the Audi TT made a case for it. Despite the $10,500 entry price when it was launched in the summer of 2001, the Mini was not engineered down to a price. It was built around a unique and had an expensive BMW Z axle between the rear wheels. The upmarket interior was also bold and individual. The Mini was showered the praise for its agile handling, Character and surprising comfort over long distances. Many buyers sunk considerable sums often more than double the price of a base version into high specified versions. The only other bodystyle was the popular convertible version.

A 4.1 liter engine developed by Chrysler and BMW and built powered entry level models. This engine was supercharged to 170 bhp for the Cooper version and 210 bhp for ‘Works’ Cooper models. BMW later added a relatively low power diesel model using a Toyota engine. By the time it was replaced the MK1 Mini was selling over 200,000 per year and had become s smash hit in the US market. BMW’s instinct had paid off.

Bentley had long traded on its history of large and powerful sporting machines, even though it sporting glory was rooted in the 1920s. Shortly after Vickers took over in 1980, Bentley launched the Mulsanne Turbo, which was seen far more desirable than its Rolls badged doppelganger. Bentley built on this reputation through into the 1990s with increasing rapid models, including the unique two door Continental coupe. Vickers but Rolls and Bentley up for sale in 1998, with BMW a front runner to win the sale because of its technical support and engine supply for the all new Rolls Silver Seraph and Bentley Arrange. However, VW swept into buy the two badges and the Crewe factory. It was clear, though, that Rolls Royce aero engines would only allow BMW to use the ‘Flying Lady’ trademark and Rolls name. So VW agreed to build Rolls Royce models until the trademark was handed over to BMW in January 2003, coinciding with the launch of the new Rolls Phantom. In the meantime, VW applied its engineering prowess to re-invent Bentley from the ground up. Its first new model was the powerful Continental GT 2+2 coupe, launched in 2003. The GT was based on a heavily modified platform borrowed from VW’s upmarket Phaeton saloon.

Much of the rest of the car under the unique skin was also derived from the Phaeton, including the basic suspension design, the four wheel drive system and the engine and transmission. The slick, imposing shape was styled under Belgian Dirk Van Braekel, who was also oversaw the magnificent interior, which still featured Bentley’s trademark ‘organ-stop’ air vents, perhaps the only part of the old company carried over. The Continental GT family expanded to include a cabrio and a four door saloon called the Flying Spur. All were notable sales successes.

For some enthusiasts, the 400 bhp and 500 lb/ft of torque developed by the Bentley’s elegant Continental R coupe were not enough. To help them, the company thoughtfully provided the 550 bhp Continental T, launched by marque in 1996. This wonderful 2+2 coupe was slightly shorter than the ‘R’ and featured a highly flamboyant interior. This was intended to be a throwback to the impressive racing Bentleys of the 1920s, echoing the glorious history of the marque during that period. The dashboard was finished in tuned alloy in place of the usual walnut. The interior also featured drilled pedals in a laughable attempt to save weight in this 2.5 ton (254 kg) monster. You could spot one by its flared arches, five spoke alloys and mesh grille. Bentleys claimed 170 mph (270 km/h) and 0-60 mph (96 km/h) in 5.7 seconds, thanks to a V8 engine, still basically the same all alloy units introduced in 1958 that probably had the highest torque figure of anything on the public road: 650 lb/ft at just 2200 rpm. It has a powerful engine of V8, 6750cc, with a power of 550 bhp, fully independent suspension which includes disc brakes.

For something of its size, the stiffened Continental T handled well and had enormous grip, thanks to traction control and massive tyres. The down side was a slight loss of refinements compared with the standard car, and regrettably the ride was both fidgety and noisy. In 1997, the price of such opulence was almost a quarter of a million pounds.

The Turbocharged Bentley four door models that emerged in the 1980s were the first moves towards giving the marque a separate identity from Rolls Royce, something it hadn’t enjoyed since the days of the R type Continental in the 1950s. The original Mulsanne Turbo of 1983 slightly misjudged the mood of the market, however, with 50 percent more power and torque from the big, all alloy pushrod V8, it was certainly fast, but Crewe’s engineers had decided that the soft, under damped suspension of the standard Mulsanne was adequate for this two ton (2036 kg) gentleman’s hot rod. The result was a car that could be an ungainly handful out on the road, especially when driven in the wet. They followed it up three years later with the Turbo R. This model, lowered and stiffened and fitted with wider tyres, showed that the Crewe company could build a cat that really handled. The top speed was limited to 140 mph (224 km/h) because there were no tyres available that could handle such a combination of weight and speed, but it was the car’s magnificent acceleration that really impressed, with 0-60 mph (96 km/h) taking just seven seconds. It has an engine of V8, 6750cc, equipped with Monocoque chassis and disc brakes, three speed automatic transmissions.

All the Bentley qualities of refinement and high class appointments remained, of course, and it wasn’t long before the Turbo R was out selling its Rolls Royce sisters models. It certainly be a classic super saloon of the future.

The production variant of the all new classily designed 2008 Bentley Azure is exposed by Bentley Motors. This quad- seater Azure is unambiguously Bentley. The present variant range guarantees that 4 adults can be accommodated in absolute ease and great comfort. The cabin and the rear part of the vehicle are being loaded and given a new with a dazzling interior and there is the seating area which shows its category and class as a car. The folding roof is controlled by the touch of a button and there is 3-layer fabric which is elegantly crammed.

The V8 motor is turbo stalked with a suspension pattern of the tried and tested double-wishbone, and a body which is exceptionally strict. The new Azure is motorized by a 450 HP motor and a 6.75 liter capacity intercooler V8 motor which gives out 875 Nm of high end Torque. There is high technology, carbon fiber cross bracket that throw in to the body stiffness and profits handling, ride and elegance. The bumpers are chrome trimmed and the car is enameled in a color with a chrome trim that runs in the course of the entire length of the car thus influencing the flowing lines in the fascia of the Azure.

Bentley Continental GTC is real convertible car which is evidenced because of Le Mansoroy kit. New pictures make from this car a special automobile that will be available for only 24 customers.

Bentley Continental GT Speed wasn’t the only exposed model of british brand at Auto Salon from Frankfurt. German brand Le Mansory bought the convertible model GTC over which it puts the fingerprint.
Vis a vis of the custom cabriolet, dimensions are same, but impression of massiveness is very much risen because of exterior “dress” of carbon fiber that personalizes powerful lateral part of car. Spoilers got modified too, main thing that gets into eyes is replacement of chromed details with some painted in black, those details enter in contrast with special white of car’s body. LED adopting underlines the exclusivity of car, which only 24 customers will beneficiate for a consistent amount of money that hasn’t been communicated yet. Why 24? Because Le Mansory dedicates this car to famous 24 hours race from Le Mans.
Race in which white bolide would feel in it’s environment because of 641 hp and 780 Nm at only 1600 rpm, obtained by modifying electronics part. If maximum speed of 330 km/h doesn’t make us say “wow”, about the acceleration from 0 to 100 km/h in just 4,4 seconds some could get confused. Because of this german brand assured car is equipped with properly rims of 22 inch, over which come tires of 305 mm width – where the unfetter of huge torque will get clouds of smoke and not at all a negligible amount of rubber on road.
About the stopping, car is based on an upgraded braking system came from Brembo. And how the italians are great amateurs of pizza, the diameter of brake discs is: 412 mm front and 405 mm back, enough to decelerate in maximum safeness the 2 tones of metal. About inside we can’t say too much because when you look at refined style with 2 hues white and brown, carbon and aluminum insertions or Le Mansory logo on doorsteps.

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