Such wasn't the case when I took it for a photo shoot the following day. I chose a route that I often use when I'm driving something special, as it ends up at a spectacular destination with
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| The Flying Spur takes to curves like a much smaller sport sedan. (Photo: Trevor Hofmann, Canadian Auto Press) |
mountain landscapes and ocean views for backdrops, plus, just getting there is a winding, undulating, high-speed event in itself. Power at takeoff is more than abundant, but, of course, even its silken W12 needs to use all of its juice to launch the big Bentley to highway speed within its claimed zero to 100 km/h window. The engine sounds pretty impressive as the revs climb, not like an F1 car or anything, and especially not NASCAR-like, no, more like a heavily muffled Champ Car crossed with something tuned for Le Mans - say Bentley's 2003 Le Mans winning Speed 8? It's subdued inside, mind you, although thoroughly stimulating if you happen to have the windows powered down or are lucky enough to be standing to its rear when its driver is blipping the throttle.
On the open road the Flying Spur's power feels much like the GT's, immediately responsive although not as decisively brusque when kicking up some dust in
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| All four wheels engage the tarmac during takeoff, limiting wheelspin and allowing for outrageously quick acceleration. (Photo: Trevor Hofmann, Canadian Auto Press) |
an Arnage T. The top-tier Arnage derives its power from a twin-turbo 6.75-litre V8, maximizing torque at a mighty 646 lb-ft - an electrifying experience! Its power is instantaneous, giving the car a jump off the line that few vehicles can emulate. The Spur has a bit less bite from standstill, but quickly makes this up when the revs start to climb. Its engine doesn't quite match the Arnage T's power output level, but it feels sportier thanks to an ability to spin higher. For instance, where the Arnage T claims 616-horsepower at 2,150 rpm, the Spur achieves 552-horsepower at 6,100 rpm. At the opposite end of the spectrum, however, and boosted where it matters most for everyday driving, the Spur arrives at maximum torque some 1,650 rpm earlier than the Arnage T, at 1,600 rpm compared to 3,250. Of course the Arnage T makes a lot of grunt on its way up to its maximum, so it's still the more powerful of the two, which is as it should be.
The most noticeable difference between the two Bentley's is in each car's chosen transmission. Both are relatively conventional automatics, but
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| The ZF-built 6-speed automatic with manual-mode is phenomenally smooth, fully capable of optimizing the exact gear to any given situation. (Photo: Trevor Hofmann, Canadian Auto Press) |
this is where the similarities end. The Arnage uses a fairly simple point-and-shoot four-speed autobox, highly effective but not as engaging as the paddle-shift operated six-speed unit in the Spur. Yes, this ZF-built masterwork is phenomenally smooth, fully capable of optimizing the exact gear to any given situation, and then going through the motions without even breaking a sweat. While I didn't use the paddle-shifters as much in the sedan as I did when piloting the coupe, probably because I spent more time in urban and suburban centers in the Flying Spur than the many winding rural backroads I enjoyed during the GT's launch program, they were there when I needed them. Rather than the constant flick of the fingers, I simply set the transmission to sport mode and enjoyed all the power the car could offer whenever I asked for it. While I can hardly knock the Arnage's robust four-speed transmission, the Spur's much more sophisticated six-speed is about as well executed as luxury car gearboxes get.
