Movies always seem to get it wrong. In Ian Fleming's original novels about everyone's favorite numerically nomenclatured spy, Bond had a taste for cars from Crewe instead of Aston Martins. If Fleming's Bond were still fighting the Cold War, facing supervillains bent on global destruction, and ordering aerated cocktails, there is a good chance Bentley would still be his motor of choice. Why? Because Bond isn't just a singleminded killing machine. He's a thinking man, a ladies' man, and a gentleman. He's not just a bit of everything -- he's all of everything.
The Bentley Continental GTC is a kindred spirit of her majesty's diplomatic fail-safe. Like any double-O, the Bentley is not about excelling at a single task, but accomplishing everything thrown at it with style, grace, and dead-on effectiveness.
The first rule of Bond is to look the part. While the Continental hasn't changed considerably since the initial 2003 launch, it has been subtly refreshed. The 2012 GTC takes all of last year's GT updates and applies them to the convertible body style. Every GTC panel is new for 2012. The front fenders are probably the most significant, as the effort and expense in the ever-so-slight visual change might define the very spirit of Bentley. Like crisply creased tuxedo pants, the character lines sweep across the headlamps and over the fenders to create a feeling of motion. Past Continentals made do with stamped panels similar to what the rest of the industry considers adequate. For 2012, Bentley turned to the aerospace industry to borrow a production process known as superforming, in which sheets of aluminum are heated to nearly 1000 degrees Fahrenheit and then molded around a single tool using air pressure. The cooling time is controlled to eliminate the need for an additional heat-treating process. The previous character lines had radii of 6.5mm, or roughly a quarter of an inch. The now-perfect pleats are 3mm, or less than an eighth of an inch radius. Not only are the sharper lines possible, but the fender is now one uninterrupted piece from the lower front spoiler to the hood and the A-pillar. The previous fender required a cut line that sliced the headlights in half, not incredibly noticeable, but nowhere near as visually perfect as the new pieces. While most manufacturers would struggle to see the value in all this effort and expense, Bentley sees it as a continuation of its heritage.
The rest of the body maintains the athletic yet debonair theme. The Bentley does not scream supercar, but has the air of reserved performance. Bentley has sculpted the stance of the new GTC, adding 20-inch wheels as standard and offering 21-inch options wrapping the body lines tighter around the alloys and emphasizing the track, which has been widened by 1.6 inches in front and 1.9 inches in the rear. The rear trunklid is made from a fiber-reinforced composite material, allowing Bond to communicate with MI6 without externally mounted antennae. The trunklid also incorporates the double-horseshoe shape initially seen on the Mulsanne, but with a larger lip spoiler.
The customizable interior includes seven standard wood veneers hand-selected and matched by craftsmen in Bentley's woodshop. Drivers can also choose completely custom selections. The thin sheets of wood are formed and adhered to aluminum plates, some machined sheet metal, and others beautiful cast pieces. The entire interior has a bespoke feel to it, with a choice of 17 different standard hides for upholstered surfaces. These can be ordered in two-tone combinations, with umpteen different colors and styles of stitching and embroidery. And if those combinations don't fit your needs, custom hides are of course available. The seats are large and luxurious and offer more adjustments than those on a first-class transatlantic 747 flight. They hold you in place in even the most demanding situations. The driving position is low, and the hand-stitched steering wheel adjusts for both height and reach. The thick rim and contoured spokes fill the palm of your hand, but unlike some other steering wheels, still allow your fingers to wrap around naturally for miles of comfort.
The shortage of plastics is surprising. Air-conditioning vents and controls are metal. Knobs and buttons are beautifully knurled machined pieces. Even the veneered sunglass case that snaps into the center cupholders looks like an aspirational purchase and not merely an accessory. The few parts that have been lifted from Audi have been reworked, and nothing feels mass-produced.
Bond would feel perfectly at ease in the Bentley, chasing henchmen or giving a ride to Tilly Soames after slashing her Mustang's tires. The 6.0-liter twin turbo W-12 has been revamped to produce an effortless 567 horsepower while twisting out 517 lb-ft of torque from 1700 up to 6000 RPM. Bentley refers to the engines delivery as a "wave of torque." In reality, waves crest and break, but the Bentley never does. It is one fluid push from the time you put your foot down to the time you lift it off. The turbos' spooling is imperceptible and the engine never feels out of the powerband. The engine is complimented by Bentley's six-speed ZF-produced automatic transmission. For 2012, shifts are quicker with the ability to fire off downshifts two at a time. The transmission has both normal and sport mode, with the latter holding gears longer and grabbing a lower ratio sooner. For those control freaks out there, column-mounted shift paddles the size of putters are mounted on each side of the wheel. The transmission will automatically upshift at redline, so really the downshift paddle is all that's needed.
The steering is near perfectly weighted, and feedback is more active than you would expect. With its sheer size, rotation isn't happening at the rate that requires constant flicks of correction -- movements are deliberate but graceful as it swings in big arcs. With all this size and mass, it is hard to believe the Continental is capable of this kind of on-road parkour.
Even with all this performance, it might be real-world driving abilities that set the Bentley apart from the supercar elite. It has the cool, unflappable demeanor that defines any good double agent. Although this is a big car, it maneuvers through tight parking lots and alleys with ease. Good visibility allows for constant 360-degree situational awareness with the top up or down. With the top up, the Bentley feels more like a coupe than a convertible. At speed, there is zero buffeting in the roof, and wind noise is minimal around the header panel. With the top down, conversational voices are adequate for speeds up to 100 mph; after that, you may need to raise the side windows to discuss global safety or baccarat strategy.
We have heard rumors that the next Bond film will feature a Bentley as the star, and we assume that Craig guy will be back as well. As the Continental may very well be the best all-around car built today, it's the ideal Bond car. Although it might be hard to call a car that costs nearly a quarter of a million dollars the perfect Car, there isn't another car that does everything as well as the Continental. You can get faster cars that are nowhere near as luxurious. You may be able to find something more luxurious, but it won't be a car you'd want to drive yourself. Add in the fact that the Continental can be driven back and forth to the store just as easily as it can through the Alps, and you have a combination that simply can't be touched by anything else.
