FLYING SPUR V8 vs TURBO R

RAPID PROGRESS

We spent a few days with Bentley’s current generation Flying Spur to see if the V8 model delivers the ultimate blend of driver focused appeal and rear-seat luxury

WORDS: PHIL WEEDEN PHOTOS: GREGORY OWAIN

It’s hard to imagine that it’s 40 years since Bentley first strapped a turbocharger to its luxury saloon to create the Mulsanne Turbo. It’s been over 20 years since Bentley became part of the VW family and it’s 16 years since the Flying Spur was introduced, back in 2006. Here we are about to sample the new V8-powered, third generation Flying Spur, a sporting prestige saloon that moves the game on even further. While change can often be unsettling, there is no question the evolution at Crewe has been steady, logical and utterly effective. At £160,000, the Flying Spur is not cheap (our example actually topped out at £201,300 with optional extras) but then you wouldn’t expect it to be. Luxury comes at a price.

The aim of the new 4.0-litre twin turbo V8 Flying Spur is to create a more driver focused package than the W12 model; to build a sporting saloon with a hybrid personality; a car that can hustle a B-road and glide effortlessly along a motorway; entertaining yet refined whether you’re in the driver’s seat, or safely cocooned in the luxuriously appointed rear cabin. To achieve such

Flying Spur's twin-turbo'd 3996cc V8 makes an amazing 135.5bhp per litre

a diverse set of objectives, you really need substance, and happily the Flying Spur packs plenty of that. We were fortunate enough to borrow an example for a few days to see if it delivered.

ENGINE

The 4.0-litre twin turbo is a masterclass of modern engineering. Boasting over 540bhp and nearly 570 lb ft of torque, performance is not wanting despite its 2330kg kerb weight (it is in fact 100kg lighter than the W12 model). It will despatch 60mph in a mere four seconds and almost hit 200mph: be under no illusion that this is a supercar cloaked in a stylish saloon body.

The turbos are located inside the ‘V’ of the engine, minimising the distance the exhaust gases travel from the engine to the turbochargers, said to promote rapid response and greater efficiency. The turbochargers store up boost pressure on light throttle openings, comparable to a dam and reservoir, so boost pressure is instantly available again when the throttle is opened wide, significantly improving throttle response and engine flexibility. To withstand higher stress and bore wear, the cylinder bores have an iron coating that’s just 150 microns thick.

It has cylinder deactivation, shutting down four of its eight cylinders on light load, which occurs faster than the blink of an eye, to optimise running efficiency. A combined fuel economy figure of 22mpg and 268g/ km CO2 emissions make it more efficient than the W12 model, and with a theoretical driving range of 441 miles from its 90-litre tank.

In practice, this equates to an engine that has a menacing growl on start-up that quickly settles to an effortlessly smooth idle. On light throttle loads it is the epitome of refinement. One can amble along serenely without feeling like the car is fighting you. Yet if provoked with kickdown, the V8 will erupt, deploying its power through all four wheels with devastating efficiency. The eightspeed ZF auto is utterly smooth, the perfect match to the awesome V8.

DYNAMICS

With aluminium double wishbones up front and aluminium multi-link suspension at the rear, the Flying Spur has the dynamic credentials to complement the powertrain. One is under no illusion of the car’s sheer bulk, yet it is still surprising just how capable it is through the corners. It feels stable, flat and planted through any corner. Utterly composed with seeming »

Mulliner Driving Specification adds diamondquilted features while high-gloss carbon-fibre 'technical finish' keeps dash clean and current

inexhaustible levels of grip, my bravery and talent ran out well before the capabilities of the car. As the driver, you are further flattered by the reassurance of all-wheel drive, torque vectoring by braking and what Bentley called Drive Dynamic Control. Customers can also add electric active roll technology and all-wheel steering, an option that will set you back almost £6000.

The ride from the adaptive air suspension is impressive. I’ve known air sprung cars in the past to have compromised low speed ride as a trade-off to a more composed ride at high speeds. The Flying Spur manages to smother most imperfections with ease, while remaining taut at motorway speeds. I never got to enjoy travelling in the rear of the car, but my fiercest critics, i.e. my young daughters, seemed to thoroughly enjoy the supreme comfort and refinement from the back cabin.

Vented discs all round and antilock brakes ensure the Flying Spur can stop as well as it goes. The front rotors are 420mm while the rears are 380mm. The electronic power-assisted steering is well judged. It’s weighty enough to give one confidence at any speed, yet it’s effortless when parking. A trip to our nearby town had me performing some frenzied twirling in a tight car park, yet I had no bother manoeuvring its 5.3 metre length and 2.2 metre width.

STYLING AND INTERIOR

Whether you love or loathe the styling, this latest generation Flying Spur is certainly imposing. Personally, I love the confidence that exudes from every angle of this car. It’s so clear about its identity. It’s bold without being too glitzy, and the proportions are pretty much perfect, set off on our example with 22-inch, black alloys. This is a big car, and there is no disguising that. Yet the exterior panels, made »

of aluminium (save the composite bootlid), seem to be almost pulled tight like cling film over the steelaluminium chassis. The bold grille gives this Bentley a definitive face, crowned perfectly with the jewel effect headlights and the electrical pop-up mascot as its ultimate party trick.

The interior is even more praiseworthy. It is opulence redefined. Having visited the factory, I can whole heartedly attest to the quality and level of detail that goes into creating the interior. The quality of the leather, the range of interior finishes available and the craftmanship that goes into making every cabin is everything you would expect from a Bentley.

Crown Cut Walnut is offered as standard, but there are a further seven veneers to choose from, plus a High Gloss Carbon Fibre technical finish, as featured in our test car. Dual veneer finish can also be specified in all veneer types to add an even more bespoke feel to the cabin.

From the driver’s perspective you are equipped with electronic gauges up front with different display modes and another party trick exists in the

FLYING SPUR VS TURBO R

Our brief tenure of the latest generation Flying Spur coincided with our Turbo R project car, which we acquired at the start of 2021. The project initially ran in sister publication Classics Monthly and has also starred in countless videos on the Classics World TV channel (visit youtube.com/ClassicsWorldUK). For someone less accustomed to Bentleys, the Turbo R was a revelation to me. You see its stately home styling and assume it’s going to be a cumbersome slug of a thing, with more roll than roar. However, the Turbo R surprises by just how different it is to the Silver Spirit on which it’s based. Thanks to that brutal Garrett turbocharger and stiffened suspension, it packs a mighty punch. Sure, it’s still a behemoth, but one that surprises you when you hustle it along. Confidence is the key; you need to trust that this mighty saloon can handle a more aggressive driving style. This does not mean driving in a reckless or menacing fashion. One cannot deny the laws of physics, and a 2400kg, rear-drive saloon will still bite if provoked. But drive with balance and precision, and it’s surprising how competent this 30-year-old saloon is. Everyone who’s driven it is surprised at its blend of performance and prestige.

It's that automotive cocktail that Bentley’s been refining ever since, and the latest generation Flying Spur just builds on that tradition. And it does it

form of the rotating centre console display: it can switch from a plain veneer finish to three traditional gauges or a state-of-the-art 12.3inch touch screen. The fascia is laden with the latest technology yet still manages to look stylish and sophisticated. A perfect blend of the Savoy and the Starship Enterprise.

Our example was a four-seater model, with a pair of dedicated seats at the rear for ultimate comfort. There is a refrigerated bottle cooler between the rear seats behind the centre armrest. With two levels of cooling from +6°C to -6°C and the ability to accommodate six 330ml soft drinks, four 500ml bottles or two full sized (750ml) champagne bottles, the cooler can be stocked to suit any journey. Electric stowable picnic tables, and sublimely comfortable leather chairs mean the rear compartment is a rather special place to be.

If there is a criticism it is merely that the cabin still feels rather snug despite its gargantuan proportions. Thanks to the Cumbrian Green leather with Portland contrasting stitching, the cabin wasn’t dark or oppressive, but nor did it feel spacious. The boot is 420 litres, which also doesn’t feel massive. A Skoda Octavia’s boot is 590-litres by way of comparison.

“...with seeming inexhaustible levels of grip, my bravery and talent ran out well before the capabilities of the car.”

CONCLUSION

We only had the Flying Spur for a few days, and it was last October when the UK was running out of fuel, so hardly the optimum testing conditions for a V8-powered saloon that weighs over two tonnes. Yet in that time, I appreciated how good the third generation Flying Spur is. What strikes me about it is just how authentic it is, how deserved it is of the Bentley badge on its nose and boot. As you’ll see below, we’ve had a 1990 Turbo R on the fleet for the past year, and in many ways that model reflects the rebirth of Bentley over 30 years ago, when the brand reasserted itself after years in the (silver) shadow of its Rolls Royce stablemate. In the 21st century and as an independent carmaker, Bentley has such a clear sense of self. The Flying Spur is the ultimate statement of intent. A modern, sporting saloon that manages to combine the latest technology, traditional craftsmanship, refinement and dynamic prowess. n

better, as you’d expect, but still in a way that’s faithful to that original concept. It still boasts the imposing styling, the traditional interior with its coach-built qualities, the barnstorming performance and imperious refinement. The Flying Spur’s V8 engine has more power and torque from a smaller displacement, achieving better acceleration and speed while also emitting less CO2 and sipping fuel in a more sedate manner.

It's also interesting to note that the list prices of the two aren’t far apart. The Flying Spur is technically cheaper in standard trim, but they’re pretty much identical in today’s money when the optional extras fitted to our Flying Spur are taken into account. It’s clear from looking at the comments on the video channel that the modern car divides opinion. It’s easy to look at the Turbo R through rose tinted glasses and assume that it alone is the real deal. But one cannot deny the Turbo R’s ageing underpinnings, even in 1990. Fast forward 30 years and the 1960s architecture definitely feels oldfashioned compared with the very latest 21st century Flying Spur. Some people may not like the mod-cons of the Flying Spur, or its homage styling. But you cannot deny the depth of quality and engineering that goes into the modern car. I think it thoroughly deserves its Bentley wings. Furthermore, it gives me hope and confidence for the future of the Crewe car maker. Having celebrated its centenary a year or so ago, one can’t help but feel both proud and optimistic for the next 100 years.

Engine Power

Torque Top Speed 0-60mph Length Width

Weight Cost new

Cost new in today's money Cost now Turbo R

6.75 V8

320bhp 455lb ft / 616Nm

137mph 7.0 seconds

5300mm

1500mm

2410kg £100,000

£202,000 £16,000 (est) Flying Spur 4.0 V8

542bhp 568lb ft / 770Nm

198mph 4.0 seconds

5316mm

2220mm

2330kg £160,200