Flying Spur Bentley Flying Spur (D1) Tests

[Merc1]

Like the members of your local Lions Club in their private moments, the auto industry is obsessed with stiffness. It seems that every model redesign brings boasts of increased torsional rigidity, augmented bending stiffness, and firmer suspensions. Not this time. Bentley claims the 2014-model Flying Spur’s front and rear air springs are 10 and 13 percent softer, respectively, than its predecessor’s. It goes on to say that the new model’s front and rear anti-roll bars are 13 and 15 percent less starchy. And bushings throughout the suspension are described as anywhere from 25 to 38 percent more flocculent than the outgoing car’s. (Rest assured, Rotary Club members, the body shell’s torsional rigidity is said to improve by four percent.)

The marketers in Crewe did this in pursuit of a more luxurious ride—and, probably, in pursuit of greater acceptance in emerging markets with occasionally lumpy roads such as China, where we drove the new Flying Spur. To distance its refocused sedan from the coupe with which it shares its underpinnings, Bentley is also dropping “Continental” from the four-door’s moniker. Name-dropping might be a regular activity for people who know Bentley owners—and want you to know it—but this marks the first time that the company has gotten in on the game.

More Power, Torque and Gears

Other aspects of this redesign follow a more familiar script. The 6.0-liter W-12 sees increased output, from 552 horsepower to 616 and 479 lb-ft of torque to 590, the new figures being the same as those of the uplevel Continental GT Speed. Rather than last year’s six-speed automatic, the twelve-holer now spins cogs in ZF’s eight-ratio autobox. Pleased with the effect of the slight rearward bias in the all-wheel-drive system of its extreme Continental GT Supersports, Bentley has applied that model’s nominal 40/60 front/rear torque split to the Flying Spur as well. When necessary, the car can punt 65 percent forward or 85 percent aft.

Full Story: http://www.caranddriver.com/reviews/2014-bentley-flying-spur-first-drive-review


M

 

[HighestOfHigh]

I really want to like this car. It's the rear that bothers me. I'm sure it's a great car though.

 

[HighestOfHigh]

It's hard to pick out the landmarks through the dusty permahaze, but even just before dawn it's clear. Beijing does not play around with scale. Second to none is the general theme, and it holds true as you pan from one side of the hotel window to the other. The Olympic Torch towers off stage left, a creepy, Orwellian interpretation of triumph. In front of it, the Borg cube once housed media during the 2008 Games. It's styled after a computer chip. Minus the whimsy? Oh, and that haze. Maybe L.A. hid under a blanket this thick in 1960, but it didn't come with parachuting bits of white fluff that look like dandelion spores, but totally are not.

The glowing points of fab are a welcome relief. The Water Cube is still enchanting and playful, and atomic geometry still elevates the Bird's Nest stadium out of its white-elephant gloom. Among the glam, we'd also count the glimmering row of Bentley Flying Spur sedans parked in front of the Pangu 7 Star hotel, which apparently has its own big-bang theory for star ratings. A relief from the Pangu's relentless colonnade, the Spurs have made the big leap here after a global debut at Geneva's Motor Show, moving westward to the New York show before coming to Beijing for a global first drive.It's a highly unlikely location for a drive, and it comes with a little bit of dread for lots of good reasons. Unknown roads. Incomprehensible signage. A requirement for a completely new driver's license. Then there's a certain reputation for free-form driving that Beijing's drivers proudly live up to.
The Flying Spur has to find its light in this mix. It's been a Continental for most its life, and with 20,000 sold since 2005, it's secured a niche. But the niche needs to grow, Bentley believes, and the sedan needs to move out from under the two-door's shadow. Hence the slight name change--there's no more "Continental" prefix--and a stronger emphasis on a more emphatic look. Our part in all this? To endure 17 hours of lie-flat seats paid for by Bentley, slip into a Flying Spur Mulliner Driving Specification (we'll decode that for you later on), and to suss out precisely what our Storm Grey sedan can do, while artfully dodging every obstacle the local roads can throw our way. Including a Great Wall or two.

Styling: the Flying Spur cuts loose, a little

Against all this dramatic backdrop, the Flying Spur scores its own celebrity-sized impact. But it's not clear if it comes from the graceful new shape or from the name alone. Beijing clearly knows Bentleys; it's just not as obvious that everyone gawking knows how it's changed so much, especially at the rear. Brand identity is the single most important touchstone for ultra-luxury brands, so the Flying Spur retains much of the familiar front-end appearance from the Continental GT. It hasn't strayed wildly from the first-generation sedan

, either, though the grille's framed in thicker body color, and has a center spline--that, and the larger oval headlamps are now mounted outboard, not inboard as they've been since 2005.
Where the shape has shifted, it's tilted in a sporting direction. Much of the formality of the former Spur's roofline has been softened, especially at the rear pillar, where the side glass lays down more gradually. There's less top hat, and more bowler in the curves. At the shoulder line and below, the Flying Spur's rear end looks to us more crisply formed, with squarer fenders and with a blunter tail that call back to the pre-VW Group Bentleys with a wink and a nod. Drag is down, from 0.33 to 0.29, and distinctiveness is up, especially in the darkest, richest colors. The shape isn't without a foible or two: the LED ovals inside taillamps don't illuminate the entire shape, and could be more subtly rendered. The same holds true for the LED brake light mounted at the base of the rear glass. Other details are gems, like the Bentley "B" logo cast into the fender vents. The Flying Spur's cabin remains a gorgeously fitted, finely organized atmosphere that swings wildly from refined to posh, depending on the finishes you select. Some pieces are recognizable from other vehicles--the navigation screen and transmission surround are bits we've seen before--but they're in a discreet harmony with the Bentley bits that embroidered the sticker price of our test car

so impressively. Knurled shifter, dark-stained wood, lavishly applied leathers, all of them boost a very efficient twin-binnacle cockpit into the ultra-luxury leagues, without complicating it.

Flying Spur: a word on driving in China

We'd been warned. Pulling out of the Pangu 7 Star would kick off a seven-hour stint in some of the most interesting traffic and driving to be had on this planet--Rome, Tokyo, Boston included. What's so resale-endangering about driving here? First, remember taking your learner's-permit test, if you dare. Now imagine taking it without knowing anything about cars or signals, or lane discipline. Then, render the whole mise en-scene as a videogame version of Black Hawk Down. Every blind corner has its own obstacle, its own split-second decision. Right turn! Left turn! Here's the one-line driving test they should give at the airport, instead of the cursory eye exam: "A tanker truck is stopped at entrance of your lane of a dark tunnel. A man on a bicycle is emerging from the shadows in the other lane. Another truck is approaching quickly in your rear mirror while the driver is texting with two hands. What do you do?"

"Proceed with caution" is fine, but we would also have taken my answer: "I don't know, slide into it, aim for the gas tank, and pray for a forgiving god." People ambling, dogs shambling, other drivers gambling with your lives and theirs. In any other country, the same conditions we found between diving into Beijing traffic and our midway stop at the Great Wall at Jinshanling...well, they would have come with an advanced-care directive.Spoiler alert: we made it back safely, pleasantly surprised by how navigable traffic was, once you abandoned things like "rules."

Flying Spur performance: W's still in charge

It doesn't hurt matters to be behind the wheel of a vehicle that looks like it could hold Party members, one that hurtles itself around like it's late for a meeting with Mao himself. The Flying Spur's a massive beast, but its acceleration and grip are of an even higher magnitude. At launch, it's configured in just one way, with a twin-turbocharged 6.0-liter W-12 engine, rated at 616 horsepower and 590 pound-feet of torque. The torque hits its peak from 2000 rpm and maintains it to about 6000 rpm, and all of it gets distributed to the ground via all-wheel drive and an eight-speed automatic transmission with paddle shift controls--big ones affixed to the steering column, not the wheel, not cast in some exotic metal. The drivetrain flips the usual equation. Bentley's larger, far more expensive Mulsanne sedan makes do with a twin-turbo V-8 with just 505 horsepower. It's the prestige of the 12-cylinder that owners want, even though the W-12 has a less evocative purr and more complexity and vibration than Bentley's current eight. The Flying Spur has more of everything, including acceleration: it's put at 4.3 seconds from 0-60 mph, and a top speed of 200 mph.

And that's why we take care putting even mild pressure on the Spur's pedal. We pull into orbit around the interstate-styled ring roads encircling Beijing, barely into the gas at first. No one wants to be the first pulled over, a stranger in a strange land, without a translator. The Spur picks up almost silently, shuffling down through a few long gas-mileage top gears to tap into its substantial reserves. Hitting 100 mph takes under 10 seconds from a standstill; at highway speeds, the huge passing power makes easy work of the constant flicking between undisciplined drivers drifting unpredictably between their chosen half-lanes. Even while the rest of the world is pressured to downsize displacement, Bentley's W-12 is its signature piece. It still finds a way to eke out better fuel economy, mostly from the 110-pound weight loss it's achieved with lighter body panels and with the new eight-speed automatic. EPA estimates of 12 miles per gallon city, 20 mpg highway, and 15 mpg combined are better, but still fairly unworried. Our handlers top off the fuel at the first waypoint as a little extra insurance.

Flying Spur: emergency handling on call

We dive off the highways, surrounded by a new section of Beijing 20 miles removed from the city center, and patterned after Amsterdam. Complete with a windmill. From here on, we're largely on winding two-lane roads that alternate captivating pastoral scenes with sheer moments of panic. China's still new to driving, in the larger view, and it's completely common to park a bicycle on the road while you're collecting kindling. Just the same, it's also common to be texting with both hands, eyes completely off the road, when that road converges on big traffic junctions. It's a clash of centuries going on, at every kilometer. So while on most international press trips, we get a pared-down view of emergency handling and braking, we're fully sated over an afternoon wandering to the Jinshanling outpost of the Great Wall of China--yeah, it's pretty great--on the route to a faux chateau crafted by a local billionaire intent on becoming a wine powerhouse.

The Spur carries over its all-wheel-drive system, with a power split set at 40:60, variable to 85 percent rear or 65 percent front as conditions require. We may have encountered every instance of grip along that infinite curve, the Spur's Pirelli P-Zero tires warning well in advance that the 5,451-pound sedan was adapting millions of ways per second to the changing conditions. There's a mild locking effect that moves through the driveline on low-speed acceleration; combined with low step-off gearing and vast torque, it takes some focus to pilot the Spur smoothly through the endless string of villages busily converting over to brick construction like there's some international run on the brick supply.

In between the fascination with bricks, we hustle the Spur through canyon roads that wouldn't look out of place near Malibu. We clamp down on the Spur's enormous dampers and stop soon enough to register the motorized cart parked just around the blind corner--more than a few times. We rely on its sweet variable-effort hydraulic steering to point accurately around tightly composed turns; it's very light at low speeds, but builds up effort in a believable, usable way, something we still have yet to find in most electric-steering racks. Bentley frames the Flying Spur as a "luxury" car, and that means electronic driving assistance. Electronic air dampers have been given wider latitude over its behavior this time, while the springs have been softened by up to 13 percent, and anti-roll bars shrunk by up to 15 percent. The range of adjustability through the Spur's LCD screen is weighted toward a more velvety ride. Fiddle with the settings--put them in full Sport--and you're venturing into future Flying Spur Speed territory. Cornering flattens out but the Spur loses the supple compliance a big car should have. Our experiments ended with the shocks set to the middle position for most of the day, in Sport for the roads with the most evasive maneuvers.

​

Flying Spur: from walnut to wireless web

After a few hours of playing visual pinball with people, animals, and inanimate objects, we merge back onto the latest billion-yuan stretch of highway and soak up some of the Flying Spur's most coveted features from the front and back seats. With a 120.7-inch wheelbase (208.5 inches long, all told), the 5,451-pound Flying Spur is a full-size, full-figured vehicle. It's roughly impossible to engineer a vehicle with such an exotically arranged and large displacement, with all-wheel drive, and with copious luxury equipment without tipping into its weight class.

For the mass it slides through the air, the Flying Spur delivers a sensually close-fitting cabin, not snug, but not overwhelming with head or leg room. In the standard five-seat or Mulliner four-seat specification, all the outboard seats are heated and ventilated, with 14-way power adjustment, memory control, and lumbar support. One doesn't look for bottle holders in the doors, but there are enough storage nacelles, covered bins, and cupholders for anything you really need on a long drive. Fine wood veneers line the interior, with a choice of burr walnut or dark fiddleback eucalyptus standard, and additional five choices available. U.S. cars get a standard rearview camera and access to almost all the color combinations. On the multimedia front, there's a control unit with a 64GB music hard drive, and DVD/USB/SD inputs.

Among the major tech options we'd select are the available entertainment system, which plants 10-inch screens within reach of back-seat passengers, and hands them a remote control to run climate, audio, and other car functions. Wireless internet for up to eight devices is included, with a monthly subscription fee. We also were more impressed this time with the $7,480 Naim for Bentley audio package; it sounds like it's gained some bottom-end depth in the Spur, as it should, since its speaker housings shave about 2 cubic feet from the trunk to pound out its 1100 watts of power. Other upgrades include the Mulliner Driving Specification, which includes diamond quilted seats, drilled alloy foot pedals, a knurled sports shift lever, jeweled filler cap, and a choice of wheels 21-inch two-piece alloy wheels.

Prices for the 2014 Bentley Flying Spur start at $200,500 or $211,430 for the Mulliner edition. Wander through the options list, like a winner on a very well-heeled version of Wheel of Fortune, and it's simple to spill over into $250,000 or more: "I'll take the $13,985 Driving Specification with 21-inch polished chrome wheels, and the lambswool rugs for $800, and the Champagne cooler for $2,135."

And frankly, once you've anted up for the Champagne cooler, you won't have any problem raising the window shades to block the view of other drivers angling for a look at the Very Important Person in back. You won't do it out of disdain. You just won't want to share. The Flying Spur is open for orders now, with deliveries starting in August.

- http://www.motorauthority.com/news/1084204_2014-bentley-flying-spur-first-drive/page-5

 

[Merc1]

It still has a slither of an edge over the S interior wise in bespokeness, but not nearly as much as before. The seats are thicker and the fronts look like real chairs from the rear, that visual heft looks so expensive.

M

 

[HighestOfHigh]

2014 Bentley Flying Spur

Redefining Super Luxury On A Shrinking Planet

Anyone on Earth with access to the Internet, a television or radio for the last 20 years knows that China is no longer the poor stronghold for strict Communist ideals that it was for much of the 20th Century. (Well, at least not in some places.) Traveling to China twice in less than a month – first to Shanghai for a very international auto show and now to Beijing to drive and review the 2014 Bentley Flying Spur – I've learned that there's no lack of personal wealth, at least in two of the world's largest cities.

And yet, even I think the scene before me is a little bit ridiculous. Here I am, slowly climbing up a hillside to reach a fortification at something called Zhuanduo Pass, where roughly a dozen pristine examples of Western decadence sit idling their hand-built 12-cylinder engines in the shadow of China's revered and awesome Great Wall. Not five kilometers south of here, I'd passed an old man in traditional all-black garb, literally carrying a bundle of sticks on his back from one side of a village to the other. Now as I look through the snug-fitting and silent side glass of my $200,000+ palace on wheels, I'm more apt to see fat German tourists crisping in the hot Chinese sun while blowing the equivalent of an average Chinese monthly paycheck on lunch and a few Great Wall souvenirs.

Of course, it's nothing like the average Chinese person that Bentley is targeting with this new Flying Spur. There is a rapidly ballooning class of rich and super rich in the People's Republic these days; China can now lay claim to around 100 billionaires (in US dollars), as well as some 60,000+ individuals worth more than $16 million and, famously, now more than 1 million millionaires. Considering that Bentley had a booming year in 2012 by selling 8,510 vehicles, the importance of what is quickly becoming the world's biggest luxury car market is easy to see.

And that's why, despite the cost of hauling me from Ann Arbor to Beijing and back, and despite the cognitive dissonance of driving a $200,000+ car through villages whose buildings are probably worth less in total, Bentley jumped through a whole lot of hoops to pull off what it says is the first-ever global vehicle launch in China. I've got to tell you, if this is what being a trailblazer feels like, I could get used to it.

There really does seem to be a sense of serious gravitas around this big Flying Spur's bodywork.
Traversing the 200 kilometers or so from the heart of downtown Beijing to our stopover at the Wall means navigating the clusterfark of morning traffic in a city of 20 million, and then moving rapidly out of Dodge via a few mega-highways before the roads turn considerably more entertaining. Truth be told, the traffic on my visit isn't anything as bad as I'd been led to believe. Perhaps it's because the hulking and chiseled shape of my Dark Cashmere Bentley causes gawping locals to give more way than is their usual custom, or maybe it's that the 616 horsepower and 590 pound-feet of torque make any gap reachable at my whim, but I seem to manage to waft through the scrum without issue. All in, I'd sooner repeat the Beijing crossing than deal with Loop traffic in Chicago.

There really does seem to be a sense of serious gravitas around this big Flying Spur's bodywork that keeps the meandering cement trucks and smog-besotted Chery QQs at reasonable bay. Its broad front shoulders lend it a sort of permanently leaping forward look, while the tapering rear end is remarkably delicate for a car this massive – some might say incongruously so. Everywhere, broad surfaces are the norm, with fine detailing adding class and visual interest. Case in point: The large rectangular taillamps that appear rather blocky when unlit reveal elegant ovoid LEDs under braking. The theme continues with Flying B logos integrated into vents on the bodysides, jewel-like center caps on the imposing 21-inch wheels and, of course, the signature chromed grille work that seems to want to suck in every atom of existent oxygen for the dark purposes of the twin-turbocharged W12 engine.

It's easy to believe this is the fastest four-door the British brand has ever produced.
It is, of course, that massive powerplant that colors my driving day with the Flying Spur, more than any other bit of the car. It's easy to believe this is the fastest four-door the British brand has ever produced from the first moment I stomp on the gas pedal. Reaction to enthusiastic inputs to the throttle is nigh unto instantaneous (assuming you've selected the eight-speed transmission's Sport mode, as Normal locks out the first two gears altogether). The action of the two turbochargers is felt rather than heard in the early going, as the Spur's all-wheel grip takes hold of the tarmac and simply rockets me forward with a surety that is unlikely to be found in another 5,451-pound vehicle. Keep the taps open past the middle of the rev counter, and the harmonious exhaust will break the exotic quiet of the cabin and tickle your brain with the notion of trying for its 200-mile-per-hour top speed.

Faced with such monumental torque, the ZF transmission becomes largely invisible in its operation. Kickdowns in Sport mode seem to happen quickly enough for my liking, but the truth is that the car gets moving so damn quickly that it's hard to pay much attention to the autobox unless you're shifting it yourself via the column-mounted paddles. This, by the way, is a stupid thing to do. The Flying Spur's paddles work about as well as they look, which is to say, badly. The donkey-ear units stick out from the steering column like wiper stalks and their operation is difficult unless the steering wheel is pointing the car dead ahead. The black-plasticky finish on the things feels like it would be more at home in any one of the many Volkswagen Santana cabs clogging my rearview mirror.

If you'd just like to spoil yourself as the countryside rushes by, the Spur's rear seats are the best position.
Thankfully, the useless paddles are just about the only piece of kit that feels out of place in the Flying Spur's sensuous cabin. The big Bentley can be as bespoke as you'd like it to be, but the example I drove (and the others I looked at during the day) was clad from dash to parcel shelf in unctuous hides and triple-fat carpeting. The fitment seen in these interior images is rendered in what Bentley calls Linen and Burnt Oak (light and dark browns), with chestnut veneer covering large, happy swathes of cabin. (Aside: The woods that Bentley chooses are superb and helped me to remember just why this idiom is repeated so often across lower strata of the car market. Dark Fiddleback Eucalyptus, Piano Black and Burr Walnut all looked pretty amazing in my fellows' test cars.)

Of course, if you'd just like to spoil yourself as the countryside rushes by, the Spur's rear seats are the best position in which to settle. Space is ample, in both length and width, and the deeply comfortable seats make good stations for work or for napping – as you choose. Bentley is understandably proud of the new Touch Screen Remote that I found docked in the rear console, too. This unit, which is roughly the size and shape of a fat smartphone, lets rear occupants control the car's systems, from climate control to navigation. You can even see a real-time readout of the car's current speed, which is likely to be bothersome to chauffeurs the world over after not too much longer. The best use of the TSR will be to navigate the optional 10-inch LCD screens (my car didn't have them) for the rear-seat entertainment system. I found the controller to be both easy to use and have a responsive touchscreen interface, and I've little doubt that it'll help to sell a few cars to the tech junky set.

I would have had no problem guiding the car over some challenging Chinese back roads with just a few fingers on either side.
All of the attention and development lavished on the Bentley's new interior, in combination with the warp-drive engine, help to reinforce that this is a car meant to isolate driver and passenger from the plebeian environs just beyond the laminated glass. Similarly, the ride and handling profile of the Spur seems dead set on conquering the roads that it is on rather than connecting the driver with them. The steering weight from the Flying Spur wheel is astonishingly low-effort; I would have had no problem guiding the car over some challenging Chinese back roads with just a few fingers on either side, had I wanted. What's more, though the company claims to have achieved "optimum steering feel" via its speed-sensitive system, I couldn't make heads nor tails of what the wheels were up to by way of touch.

That's more or less okay, however, considering the tremendous grip from the wide tires and the all-wheel-drive system. In fact, the adhesion level was great enough that I soon found myself tossing the giant sedan into tight corners with a lot of confidence, as I learned that the Bentley's microprocessors stayed well ahead of the road under tire. With the light-as-air steering and a computer-controlled air suspension that ironed out every ripple and pavement crack, this is far from a sports car-like driving experience. No, it's wicked fast and magically agile instead – appropriately impenetrable, I'd argue, for a captain of industry's palatial escape module.

The basement price for the Flying Spur is $200,500.
The basement price for the Flying Spur is $200,500 before things like tax and destination charges are factored in, though it seems unlikely to be ever sold at that price. For instance, the baker's dozen of test cars I saw at this Beijing event ranged in sticker price from a low of $207,870 to a high of $253,925. That high-price car was of the slightly fancier Mulliner specification and had almost $15,000 wrapped up in the rear seat entertainment and Naim audio, for instance. For the sake of argument, we'll say that the heart of the range will live in the $225k world.

For that much cash, you've basically only got a Rolls-Royce Ghost and a Mercedes-Benz S65 AMG for price-relevant competition. BMW and Audi also offer lux'd out 12-cylinder sedans that would be competitive from a size and price standpoint – high-spec Jaguar XJ saloons would be thrown in that mix, too – but none have the star power of a Bentley or a Rolls. I might argue that the hundred grand I'd save by buying the W12 Audi A8 would be money well-spent, but I suspect that's because I still think about money like a man who doesn't have a whole lot of it. The rich really are different, and while Bentley assures me that its customers are comparative shoppers, there's no question that if you are inclined to drop a cool quarter million on a sedan, you'll buy the one you damn well like best before you save a dollar here or there.

Back in Beijing, staying at a hotel that demands no fewer than seven stars, it's clear that those who have the money to spend are doing so, and with relish. Launching the Flying Spur here might be shocking for the red-eyed old communist I see sweeping the sidewalk with a straw broom as I stroll through some of the city's quieter neighborhoods, but it's just the ticket for one of the country's newly minted mega rich. Bentley's new sedan is a perfect fit for the select few of a nation on the come-up like China – lavish motoring has truly gone global.

- http://www.autoblog.com/2013/05/21/2014-bentley-flying-spur-review-first-drive/#continued

 

[dalab]

the S- CLASS interior looks better to my eyes

 

[Merc1]

Well the Bentley's dashboard for sure looks drab now.

M

 

[Mr. M]

Butt ugly, I have to say, literally.

 

[Sunny]

I can easily mistake this rear for a cheap Chinese knock off of a Bentley.

 

[Monster]

I can easily mistake this rear for a cheap Chinese knock off of a Bentley.

Agree, no surprise there though given most of them are going to be purchased by the Chinese.

 

[Giannis]

I guess I am the only one who likes this rear. Sure, it's kind of weird, but reminds me of old british luxury, something that's definitely missing from recent Bentleys' exterior design.

 

[Monster]

I guess I am the only one who likes this rear. Sure, it's kind of weird, but reminds me of old british luxury, something that's definitely missing from recent Bentleys' exterior design.

The problem is the old school British luxury styling of the rear end doesn't go well with the rest of the car.

 

[Giannis]

The problem is the old school British luxury styling of the rear end doesn't go well with the rest of the car.

Hmm. I'd say that only for the front. The side profile works perfectly fine.

 

[JLBM]

What an incredibly disappointing interior. Especially compared to the S-Class.

 

[Merc1]

It does seem plain now doesn't it? The Mercedes S is surely in the running now with this and the Ghost IMO. The dashboard of the Bentley really looks old and bare. They Bentley's seats though still look like real chairs compared to the S, especially the front seats when viewed from the rear seat.

M

 

[Star&Car]

Who cares, in China one of their main market maybe their most important already it sales for it's name.

 

[someone1984]

We live in a mad world.

The old maxims were wrong: you can take it with you, provided you have a big yard, a backhoe, and a dream.
AutoExpress reports the odd case of a Brazilian man who fancies himself a rival for the Egyptian pharaohs--in the afterlife, at least.
In this novel take on a pyramid scheme, Conde Chiquinho Scarpa, a 62-year-old from Brazil's biggest city, Sao Paolo, has decided he wants to be buried with his Bentley Flying Spur.
The businessman posted his plans in a series of posts on his Facebook page, noting that he'd watched documentaries about the Pharaohs--and how they buried their fortunes with them to have a more comfortable afterlife.
Then he published this photo of a hole being dug in his garden, where it seems he plans on spending a very long time finding a just-perfect non-driving position.
Scarpa scoffs at those who think he's a fool for putting the Bentley in the ground already.
Loosely translated by Facebook, his most current post explains his motive.
"I buried my car, but everyone thought it was absurd when I said I was going to do that," he writes. "Absurd is bury their organs, which could save many lives. Nothing is more valuable. Be a donor, tell your family."
You heard the man.

Source ''MotorAuthority''

 

[mini_cooper4]

I heard about the story. It's the wrong thread tho... the car is a Mulsanne not a FS

 

[someone1984]

I heard about the story. It's the wrong thread tho... the car is a Mulsanne not a FS

Yes, you are right, it's Mulsanne in the picture. In the article they write about Bentley Flying Spur.

 

[Merc1]

That is not a Mulsanne in that picture above. That is the old FS.

M