2013 Bentley Continental GT V8

Okay, take my favorite ultra luxury Sports Tourer, the Bentley Continental GT, strip out the rock solid W12 motor, and insert a lower powered V8.

Recipe for disaster? – Negative.

Cheapens the brand? – No way.

Perhaps this is the classic, textbook case of “less equals more,” as the 2013 Bentley Continental GT V8 is such a terrific automobile, I would reckon that the Bentley Boys from Crewe, United Kingdom have another major sales success in the making.

Madrid and Logroño, Spain served as the backdrop for driving this latest Bentley masterpiece.  We arrived via motorcoach to the superb “Circuito de Navarro” racecourse near Logroño, stepped off the bus and listened to a song I’d never heard in a Bentley before.  Yes, I’ve heard similar songs written by other players: Corvette ZR1, Lexus LF-A, Audi R8, Porsche Panamera, Aston Martin Vantage V8 and others. If I could somehow translate the aural audacity of the song I heard in Logroño, it would read like this:

“You thought I was in this game for comfort and fun, but now you know who’s really number one, as there is plenty of power in this gun.”

The sound was of three Continental GT V8’s warming up for our track time, and the fury unleashed by those three under full power was mesmerizing.  Forget I was freezing my tail off under Europe’s surprisingly harsh winter.  I stayed outside watching the warm up laps to get my blood pumping for my turn behind the wheel.

When time came to volunteer for who would go on the track first among the 15 or so journalists present, my hand shot up quickly, and I asked to ride in the Dragon Red GT V8.  What I did not know at the time was the red car was the only right hand drive model of the three, and I had never driven at speed on a track on the “wrong” side of the car!

After the requisite safety briefing, I donned a helmet and under the instructive eyes of a pro driver, hit the course.  Circuito de Navarro is a very fast track, with long, sweeping turns and a straight where you can really open up.

Such is a formula for disaster if you are in a car not up to the task.

Let’s start with pure performance.  The 2013 Bentley Continental GT V8 is outfitted with a 4.0 liter motor outfitted with twin turbochargers and outputting 500 horsepower and 487 pound-feet of torque (the bulk of this prodigious torque is available beginning at just 1700 rpm).  Power is channeled to the tarmac through Bentley’s corporate all-wheel drive system (think Audi quattro), and a very impressive 8-speed automatic transmission with paddleshift capability.  Zero to sixty miles per hour comes up in an impressive 4.6 seconds, with a top end of 188 miles per hour under foot should you feel the need for ultimate speed.

Coming out of the pit lane, I quickly got the 5,060 pound GT V8 up to speed.  Touch the brakes to distribute weight and dive into the corner.  Hit the sweeping turn with your foot fully planted and watch as the big GT slides effortlessly using the throttle. Was I in a Bentley or a BMW M3?  The beauty of it all was just the week before, I had been in the M3 at Laguna Seca Raceway, and while the racetrack edge goes to the M3, one must factor in that the big Bentley weighs in at about 1300 pounds more than the Bimmer.  Tossing around a big, powerful car like the GT V8 was pure fun.

Back to Navarro, more aggressive turns, and then a straight with a pretty significant bump.  No loss of composure here.  A final series of turns, and then on to the straight, where the sounds of V8 fury are again unleashed with a full assault on the go pedal.  No issues driving on the wrong side, as my instructor and the Continental GT V8 had my back.

So we’ve established that the GT V8 goes hella fast and corners well, but what is all of this worth if your car cannot stop safely and securely?  On the racetrack, or on the roadway, clamping down from 140 plus miles per hour can create so much heat that brakes can fade away to the point of not being able to safely stop you.

So Bentley did the needful, dispatching the car with available Carbon Ceramic brakes with rotors so large at 16.5 inches, they’re bigger than the wheels on most economy cars.  Braking is forceful and fade free, even after mad romps around the track.

Style wise, the new GT V8 is very much a Continental GT. It’s distinguished from its 12 cylinder brethren by a radiator grille in gloss black mesh bordered by a thin chrome rim.  The lower grille features massive air intakes for engine breathing and brake cooling, divided by strakes into three distinct segments.  At the rear, figure eight exhaust pipes and a blacked out lower rear valance convey the power at hand.  In contrast to the black enamel winged “B” emblem on W12 models, the new GT V8 features a red winged “B,” reviving a badge hierarchy of earlier Bentley models from the 1920s.

Inside, you still get the full luxe Bentley treatment.  I was particularly impressed with the sonic quality of the “Naim for Bentley” audio system with its crisp highs and pounding lows.  Even the “lesser” base system comes with eight channels and eight speakers, 15 GB of storage for music, six disc CD changer and iPod capability. As one would expect in a Bentley, leather, wood and polished metal abound inside.  This is one well crafted motorcar.

After an impressive day at the track, we drove around Spain’s scenic countryside.  Again, the V8 did not disappoint, as Bentley estimates the new V8 is 40% more fuel efficient than the W12 equipped up-level GT.  I love the W12, but is does not sound as wicked as the V8, even though it’s a faster, more powerful motor. Ride quality is excellent, and you can dial in the fun factor using the adaptive damping system.  Full “Sport” was our mode of choice to tackle the myriad switchbacks we encountered during our drive.

So is less more?  At an expected price about $20,000 cheaper than the W12 GT, I’d have to say yes.  Unless you are a status freak, you’ll miss nothing from going “down” to the GT V8.

It’s all Bentley, and that means it is very, very good.

Should you desire the top down experience, the GT V8 is also available as the GTC V8 Convertible.

2012 Porsche Cayman R

The 2012 Porsche Cayman R was one of the most-anticipated cars to ever come through the Roadfly office.  The car’s stats are simply stunning: 0-60mph in 4.7 sec. 330hp @ 7500rpm, 2855 lb.  Even the door handles have been replaced with nylon tabs to reduce weight.

The results are predictable.  The Cayman R is virtually telepathic, to the point that it nearly bores you.  It’s so free of vice that you start to feel that it’s just like a normal, civilized car, with a tad more immediacy…and you wonder what the big deal is.  Only when you go back to your daily driver do you realize how responsive the Cayman actually is.

It’s a nearly perfect machine.  It makes few compromises that interfere with spirited driving, but still manages to be completely docile, tractable, and even practical with its two trunks and stellar reliability.  It also gets great fuel mileage, at 19 city and 27 highway when equipped with the 6-speed manual.

Ever gone to a movie that didn’t blow you away at first, but weeks later you’re still thinking about it and can’t get it out of your head?  That’s what my days with the Cayman R left me with.  This car is definitely on my ‘short list’ of cars I want to own before I die.  It’s slightly expensive with a starting MSRP of $66,300, but given how well-built Porsches are in general and how good their resale values are, the price is fair in my opinion.

YouTube Video link: 2012 Porsche Cayman R

Visit the Roadfly forums for a downloadable window sticker.

Vehicle: 2012 Porsche Cayman R
Base Price: $66,300
Price as tested: $73,280
Engine: 3.4L Horizontally opposed 6 cylinder
Transmission: 6-speed manual
Horsepower: 330 @ 7,400 rpm
Torque: 273 lb-ft. @ 4,750 rpm
0-60 MPH: 4.7 sec.
Curb Weight: 2,855 lb.
Warranty: 4 years, 50,000 miles (vehicle)
Fuel Economy: 19 city / 27 highway MPG

Hosts Jessi Lang and Steve Hammes checked out the all-new 2010 Mercedes Benz CLS 63 AMG, the ridiculously powerful sports sedan whose class, the CLS, is being marketed by Benz as a “four door coupe”. Although this seems like a contradiction, once you see the 63 AMG for the first time, you realize that its sleek, sporty styling, while managing to fit itself into a four-door frame, rewrites the rules on both coupes and sport saloons.

Mercedes’ CLS lineup has been known for both its power, sportiness, and luxury, and the 63 AMG is the culmination and pinnacle for all three. Under the hood, the 63 AMG has a naturally-aspirated 6.3-liter V8 engine that gets an insane 507 horsepower and 465 pound-feet of torque. This power will get you a blazing-fast 4.3 seconds in the 0-60 test, a drop in 1.2 seconds from the closest model in its lineup, the CLS 550. However, all this power comes at a steep price: you’ll be looking at 12 mpg in the city and 18 mpg on the highway, and that’s with premium gas.

The handling is a thrill as well. The AMG-tuned suspension also takes things to the next level, with stiffer shocks and stabilizer bars–controlling this car is a thing of beauty. Taking to the curves of the backroads gives you confidence and drives at a level which Steve Hammes calls, “Like a star athlete on game day.” The 7-speed automatic transmission comes with paddleshifters on the steering wheel and seems to shift slightly faster than the base CLS models.

Our test car came with the performance package, which rounded up the price another $9800. The package came with 19″ alloy wheels, a limited slip differential, larger front brakes, a track-calibrated suspension system, and a sport steering wheel. All AMG branded. And with this package, the speed limiter was raised from 155 to 186 mph.

The interior is a little less than expected out of a hundred-thousand dollar sports saloon, the electronics are outdated and the backseat feels a little cramped. But the 63 AMG is still luxurious, and one buys this car for the German engineering, the beauty of its exterior, and its incredible driving experience, not the minor gripes that can be found inside the cockpit.

And the CLS 63 AMG is no cheap car, either. The base 63 AMG starts at $97,950 while our test car, with that performance package, came in at $116,775. On either, though, tack on the steep $2600 gas guzzler tax charge.

Although the CLS models are on the cusp of a redesign, this year’s 63 AMG is an incredibly tempting and powerful marriage of luxury sedans and sport coupes that is hard to resist.

For 2010, Nissan has taken over one-hundred pounds off the body and added more power behind the engine of their 370Z Roadster. This agile coupe had host Jessi Lang grinning as she took to the backroads and highways to test out this super-fast and super-fun convertible.

The 370Z boasts a 3.7-Liter V6 engine that produces 370 horsepower and 270 pound-feet of torque. It goes from 0-60 in about 5.1 seconds. Its advanced 4-wheel independent suspension has been made stiffer and lighter this year to improve its quick, responsive handles and ride comfortability. Fuel economy is manageable, you maintain about 18 mpg in the city and roughly 22 mph on the highway.

The comfortable interior maintains a racetrack-aesthetic, with digital gauges mounted into the dash that display all your pertinent information and a finely-tailored cockpit that make you immersed in a true sports car experience. And with the soft-top, the 370Z driving experience becomes a pleasure.

Our 370Z as tested, with the navigation package, came in at $45,270, up from the base price of $41,620.

The 370Z Roadster Touring boasts a lot of power and fun for your dollar, and is a tough competitor to beat in its price-range, a range which includes muscle cars such as the Mustang GT and Camaro SS, or sports sedans such as the Subaru WRX STI and the Lancer EVO. However, the 370Z easily stands on its on apart from the herd with its aggressive exterior, powerful drivetrain, and distinguishing, incomparable characteristics.

If you’ve followed the M3 over the past 25 years, you’ll definitely want to watch our video debut of the new 2011 BMW M3 GTS.

Host Jessi Lang breaks down the M3 GTS’ new features for the interior and exterior as well as the specs of the many components that make the M3 a formidable sport coupe. Rolf Scheibner, BMW M3 Product Manager, also steps into the spotlight to briefly speak to the racing DNA of the M3 and how they applied the M3 heritage to the limited edition GTS.

The 4.4 L V8 engine mated to the 7-speed dual clutch transmission produces 450 horsepower at 8,300 rpm and 325 lb-ft of torque at 3,750 rpm.  With the powerful engine, a max speed of 190, and a 0-60 mph time of 4.4 seconds, the limited edition M3 GTS is both racetrack ready and road legal.

But now for the bad news… while the pricing will be around $170,000, the limited edition M3 will not be available in the US.

Like it? love it? Hate it? Wish it were coming stateside? Discuss it here, in our M3-dedicated Forum

Join RoadflyTV’s correspondent Steve Hammes as he gives an in-depth look at the 2010 Jaguar XKR. The ’10 XKR is a Roadfly favorite, with its 510 horsepower, throaty sound, beautiful design, and sporty performance abilities.

For 2010, the XKR’s visual changes are subtle, hiding the big news under the hood. The 5.0 L V8 engine, producing 510 horsepower and 481 lb-ft torque, is the most efficient engine Jaguar has every built. And, don’t forget, it is supercharged. 0-60 mph in 4.6 seconds, a 3/10s of a second increase over last year’s model, and the quarter mile in a mere 12.9 seconds, makes the Jaguar XKR a very respectable contender in the sport coupe arena.

For more information on the interior changes and technology improvements from the adaptive dynamics to the electronic rear differential, check out our video review on Youtube: 2010 Jaguar XKR Car Review Video.

2010 Nissan 370Z NISMO

If you haven’t driven the 2010 Nissan NISMO 370Z, you’re doing yourself a disservice.  A high-performance version of the 370Z Coupe, the NISMO has an engine that screams excitement and an exterior that begs to be looked at.

If you’re an automatic-only driver, you’ll be disappointed to learn that this car is out of your league; it’s offered in just one fully-loaded model that’s equipped with a close-ratio six-speed manual transmission— a gearbox that’s required for Nissan’s SynchroRev Match (SRM) function.  The first of its kind in the world, SRM is a fully electronic downshift rev-matching system that seamlessly blips the throttle for you, as a team of sensors respond to the clutch, sifter, and transmission to ensure the drive shaft speed matches that of the engine.  The system works not only during downshifts and upshifts, but can also bring the revs to the optimum level if the driver presses the clutch but doesn’t follow through with changing gears.

Adding to the pleasure of the SRM system is a 3.7-liter V-6, which produces 350 horsepower at 7400 rpm and 276 lb-ft. of torque at 5200 rpm; that’s an increase of 18 hp and 6 lb-ft of torque over the regular 370Z, and the differences are noticeable.  With increased power and no added weight gain, the NISMO 370Z is wildly energetic, and the harder it’s pushed, the better it drives.

Handling has also been improved, thanks in part to stiffer suspension and wider anti-roll bars.  Roll stiffness has been upped by 15 percent, and the front and rear damping factors have been increased by 40 and 140 percent, respectively.  In other words, you can corner with dizzying speed and confidently lay on the gas through each turn.  Those who are enamored by exhilarating performance will instantly be smitten.

Drivers can tear through terrain of all kinds on the 5-spoke Nissan-branded 19-inch RAYS forged aluminum-alloy wheels (19×9.5-inch front, 19×10.5-inch rear) mounted with Yokohama ADVAN Sport Y-rated high-performance tires (P245/40ZR19 front, P285/35ZR19 rear).  Stopping power is supplied by standard NISMO Sport Brakes, which have larger 14.0-inch front and 13.8-inch rear vented rotors, as well as 4-piston front and 2-piston rear aluminum calipers.

As if its performance specs weren’t impressive enough, the changes made to the racing-inspired exterior have yielded a brazen, attractive-from-every-angle body that’s consistently attention-getting.  Not only do the longer nose, new side sills, and distinctive rear spoiler add flash, but they’re also functional, providing increased down-force at high speeds.

The NISMO’s two seat interior features a deeply sculpted gauge cluster, NISMO logo seats, a leather-covered steering wheel, aluminum pedals, a NISMO tachometer, power windows, power door locks, a center console box, and the standard Nissan Intelligent Key.  The interior is uncluttered and simplistic; it has everything you need and is refreshingly devoid of extraneous features.

Pricing starts at $39,130 and, with just three available options, (special floor mats for $115, a trunk mat for $95, and illuminated kick plates for $200) you can load it up and drive it home for under $40,000.

Suffice it to say, the NISMO impressed us and, after driving it for seven days, we were sincerely sad to say goodbye.  Few cars exhibit a better combination of manners and prowess, speed and control, and all at an affordable price.  If you’re looking for a race-bred, factory-tuned sports car that offers extreme performance and intense vivacity, trust us when we say that you need not look any further.

2010 Nissan NISMO 370Z Window Sticker

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