It's Bentley's latest convertible, based on the recently launched, second-generation Continental GT. Put another way, the GTC is a Continental GT coupe with a folding soft top.
Like the new GT coupe, the GTC is best described as a fairly subtle evolution of the landmark Continental launched in 2003. That car put Bentley back on the ultraluxury-brand map, and then increased the brand's sales nearly tenfold over the next five years. The new GTC blends some mild but obvious styling tweaks with hardware updates and a wider track.
Its 6.0-liter, twin-turbo W12 can now run on E85. Rotating mass and friction have been reduced, and power increases slightly thanks to new calibrations and turbo-control strategy. There are 15 additional peak horsepower (to 567 hp at 6,000 rpm) and an infusion of 37 lb-ft of torque across the rev range. Shift speeds in the six-speed ZF automatic are reduced 50 percent, and double downshifts are allowed for the first time in the GTC. The all-wheel-drive's default torque split is shifted rearward, from 50 percent front, 50 rear, to 40/60.
The styling updates start with a more upright grille and LED running lights that trim the main projector beams. Underbody refinements help reduce the coefficient of drag slightly, to .33, and reduce lift at the front and rear axles. The track increases 1.6 inches in front and 1.9 inches in the rear, making room for standard 20-inch wheels with 275/40-ZR tires (or a 21-inch upgrade). Overall, the new GTC is 155 pounds lighter than its predecessor, improving the power-to-weight ratio more than the 15-hp boost suggests.
Then there's the convertible top. It's crafted with traditional fabric over a seven-bow frame, heavily insulated and lined with Alcantara. It's also exceptionally taut when it's closed and clean in profile.
The Continental GTC will reach U.S. dealerships by the end of this year, priced at $212,800 before a gas-guzzler tax, the $2,595 destination charge or any of the boggling array of hardware and interior finish options. Bentley execs say the engineering department has finally signed off on the brand's new 4.0-liter, twin-turbo V8 and it should be available sometime in 2012. They promise lower specific fuel consumption and a 40 percent reduction in emissions compared with the W1
As we'd expect, based on the measured nature of its improvements. The Continental GTC delivers the same, fabulous combination of high style, unmistakable presence, good response and smooth, stable, velocity that it always has. Only more so.
The top is a simple affair, operated with one button at speeds up to 20 mph, opening or closing in about 25 seconds. Bentley brags that this is the world's stiffest convertible, with "coupelike refinement," and that may be true. But with the top up, there is still a bit more road and wind noise in the GTC than in the coupe. There's also an extra bit of rippling flex through the steering column when you pound over a railroad crossing. Such is the price one pays for the option of open-top motoring.
With the top down, buffeting is almost never an issue for those in the GTC's front seats. Put the side windows up and you probably won't want to bother with the removable rear wind blocker that stows in the trunk. There's little turbulence holding steady at 80 mph.
Both the brake and gas pedal have a smooth, progressive feel, whether the operator is subtle or quite aggressive using them. And this GTC responds to steering inputs more crisply than the original. It feels a bit less nose heavy, less pony-carlike in that respect, and it turns into corners more readily. On the road, with its huge, performance-grade Pirellis, we could not get the GTC to understeer. No one really needs more power than this car delivers, even with a curb weight exceeding 5,500 pounds. Its ZF automatic transmission is outstanding. At a casual pace it's as smooth as 18-year-old single malt. Shifted manually, its delivers quick, throttle-blip downshifts that sound as good as any dual-clutch extant.
It's all padded, soft leather surfaces inside, with big, comfortable seats and a hand-finished, bespoke quality that lesser luxury brands don't match. The control interface, which combines a couple of knurled aluminum knobs with a high-res, eight-inch touch screen, is more effective than most of the point-and-click system out there. There's plenty of space and a bit more legroom in back, thanks to a new seat design, though access still requires some acrobatics.
