Bentley Continental Supersports 2017
Bentley Continental Supersports 2017-2018: самый скоростной автомобиль из ассортимента бренда
В самом начале этого года компания из Соединенного Королевства представила свою очередную новинку — Bentley Continental Supersports 2017-2018 в новом кузове (фото, комплектации, технические характеристики, цены, видео и тест-драйв). Автомобиль будет выпускаться в кузове купе или кабриолета. Более того, данная модель станет самой скоростной среди прочей линейки компании.
Bentley Continental Supersports 2017-2018. Технические характеристики
Сперва стоит сказать, что этот заряженный автомобиль получил совершенно новую подвеску со специальными вариантами настройки. Система сможет самостоятельно контролировать устойчивость автомобиля и поведение его на крутых поворотах.
Передвигаться британец будет при помощи мощного мотора. Он бензиновый и оснащается турбиной. Объем — 6,0 литров. Показатель отдачи этого движка просто поражает — 710 лошадей! Предыдущее поколение уступало в мощности на 80 л.с. Также вместе с движком будет работать автоматическая трансмиссия на 8 ступеней.
Инженеры грамотно подошли к своей работе и усовершенствовали конструкцию Бентли Континенталь Суперспортс 2017-2018 в новом кузове. Благодаря новому материалу, вес кузова снизился на 25 кг. Это положительно повлияло и на динамику новинки. Теперь первая «сотка» набирается за 3,5 секунды, а предельная скорость находится на отметке в 336 км в час. Однако эти данные актуальны для купе. У кабриолета динамика немного уступает «купешному» варианту.
Внешний вид Бентли Континенталь Суперспортс 2017-2018 в новом кузове
Во внешнем виде изменений достаточно. Например, капот полностью преобразился, а на нем можно заметить вентиляционные провези. Два бампера также выполнены в ином стиле. Они сделаны из карбонового материала, благодаря чему внешний вид теперь стал более агрессивным. А вот оптика британца осталась не тронутой. Она светит так же ярко.
Посмотрев на заднюю часть кузова, в глаза сразу же бросается оригинальный и массивный спойлер, а также овальные патрубки матового черного цвета. Боковая часть выделяется легкосплавными дисками диаметром 21 дюйм. Они специально разрабатывались дизайнерами и включены в список оборудования топовых комплектаций.
Критики отмечают, что, несмотря на то, что новое поколение Суперспортс заметно отличается внешне от предыдущей версии, стилистическое направление автомобиля сохранилось.
Интерьер Бентли Континенталь Суперспортс 2017-2018 в новом кузове. Комплектации
Салон британца оформлен в трехцветном варианте. Это три беспроигрышных цвета, которые всегда актуальны — черный, белый и красный. В салоне много квадратных и ромбовидных деталей. Несмотря на острые углы, они прекрасно сочетаются с классическим циферблатом, круглыми воздухоотводами и аналоговым тахометром и спидометром.
Стоит отметить, что дизайнеры решили не менять кардинально компоновку салона. Все данные, относительно состояния двигателя, и автомобиля выводятся исключительно на приборную панель, что удобно для водителя. А вот управлять мультимедийным комплексом удобнее переднему пассажиру. Кстати, комплекс очень функционален. Возможно воспроизведение не только аудиодорожек, но и целых фильмов. За климат в салоне отвечает современная установка в 4-мя зонами.
Все детали интерьера приятные на ощупь и качественные. Для их изготовления использовался первоклассный карбон, мягкая пластмасса, блестящий металл. Для обивки очень удобных кресел была выбрана искусственная замша. На подголовках вышита надпись «Supersports».
Также новинка может похвастаться завидным количеством свободного пространства в салоне. Места будет хватать абсолютно всем пассажирам, в том числе и тем, которые сидят на задних креслах.
Bentley Continental Supersports 2017-2018. Цены в РФ
Уже в конце весны этого года этот британец появится на мировом автомобильном рынке. Сообщается, что купе будет стоить от 212 500 фунтов, а кабриолет — от 233 800 фунтов.
Также новинка будет продаваться и на территории РФ. В России модель будет также продаваться и в кузове кабриолета, и в кузове купе. Стартовая цена — 17 500 000 рублей.
Бентли Континенталь Суперспортс 2017-2018 фото
Бентли Континенталь Суперспортс 2017-2018 видео тест-драйва
2017 Bentley Continental Supersports First Drive: An Incredible Send-Off
One last blast in the superlative version of Bentley’s superlative grand tourer.
– Merritt Island, Florida
The Shuttle Landing Facility, near Kennedy Space Center, is a giant runway measuring 15,000 feet long – that’s 2.84 miles – and 300 feet wide. Space Shuttles landed here 78 times, touching down at 214 to 226 miles per hour after gliding in from orbit. Not a bad place, then, to drive a car that’s capable of 209 mph.
The car in question is the Bentley Continental Supersports, the final and most extreme road-focused version of this generation of the Continental GT. It’s got 700 horsepower and 750 pound-feet of torque under the hood, giant carbon-ceramic brakes, plus new bodywork to provide more cooling and more downforce. And I’m strapped into one, ready to see just how close to that 209-mph mark I can go on this historic strip of concrete.
The car just pulls and pulls, the digital speedometer leaping in multiple digits at a time.
There’s about one-and-three-quarter miles between our starting point at the runway’s north end and the big “Stop” sign that signals the point where we need to exercise the carbon-ceramic brakes to start scrubbing off speed. A Bentley driving instructor riding shotgun radios to confirm the runway is clear, then I mat the gas pedal to see how fast I can go.
Even rolling onto full throttle (the instructors asked us not to launch the car too aggressively), the Supersports tears away from the line. In ideal conditions it’ll reach 60 mph in 3.4 seconds – quicker than a Chevy Camaro ZL1. Even on a 91-degree Florida day, it’s ferocious in the way it runs to 100 mph. I’m riding a tidal wave of torque that seems to pull from idle and never let up. The car just pulls and pulls, the digital speedometer leaping in multiple digits at a time.
By the time I crest 120 mph, there’s a noticeable crosswind buffeting the car around. Eyes looking way ahead, it takes only the minutest steering inputs to keep the car in line. An impressive sense of straight-ahead, noticeable even at normal freeway speeds, makes things relatively relaxed as speeds build.
The Supersports is not only incredibly quick and fast, it’s also supremely comfortable and plush while you’re going fast enough to cross a football field in 1.3 seconds.
The engine roars, wind noise whistles, and the car continues to build big speed second after second. The speedometer just ticks past 191 mph before I start braking. Even then, I don’t have to raise my voice to talk to the instructor sitting in the passenger seat. And did I mention we had the air-conditioned seats running the whole time? The Supersports is not only incredibly quick and fast, it’s also supremely comfortable and plush while you’re going fast enough to cross a football field in 1.3 seconds.
All that extra pace is enabled by a reworked version of Bentley’s 6.0-liter biturbo W12, which makes 67 hp and 130 lb-ft more (for 700 hp and 750 lb-ft) than in the Continental GT Speed thanks to new twin-scroll turbos and a new crankshaft. An upgraded torque converter distributes power to the eight-speed automatic transmission, and a standard all-wheel-drive system connects that to the 275/35ZR21 Pirelli PZero tires.
The 21-inch wheels are made from forged aluminum, saving an impressive 22 pounds per corner. Behind them are carbon-ceramic brakes; not only is the Supersports the only Bentley with standard carbon brakes, the company claims they are the largest on any production car, at 16.5 inches in diameter in front and 14.0 inches in the back.
The car feels like it shrinks around me, willing me to fling it around the cone course time and time again.
The Supersports is also the only Bentley (except for the extreme, 300-unit-only GT3-R from 2014) with torque vectoring; the car’s computers can squeeze the inside-rear brake to improve cornering turn-in. And it has more downforce than any other road-legal Bentley besides that GT3-R, thanks to the functional carbon-fiber splitter and rear wing. Various hood vents and enlarged inlets in the front fascia help cool and feed the beefy engine.
Another great dinner-party trivia piece: The windshield wiper motor has a higher torque rating than the starter motor to ensure the wipers will still work at the car’s rated v-max. Not that I’d recommend driving in the rain at 209 mph. But if you wanted to, you could.
While we’ve got a giant runway at our disposal, we also throw the Supersports through a coned-off slalom course. “It is the most agile W12 we’ve ever produced,” promises Bentley product marketing manager John Simons, and he’s not wrong. I’m surprised by how deftly the Supersports turns in with just a few degrees of steering, and by how much rotation is available, especially with the adaptive suspension set to its sportiest mode. Use the throttle to plant the back end again, then simply lift and steer to get through the next gate. With each run I up the speed, yet there always seems to be grip in reserve from the Pirellis. Yes, it’s a big, heavy “grand tourer,” but the Supersports will dance without much fuss. The car feels like it shrinks around me, willing me to fling it around the cone course time and time again.
The Supersports is a fantastic send-off for this car because it exemplifies all that Bentley has managed to deliver with the Continental GT.
Soon thereafter our time at the Shuttle Landing Facility is over, and it’s time to see what the Supersports is like in more pedestrian driving on Florida’s dull, flat highways. The answer: Pretty much like any other Bentley. I dial the suspension setting back to full-comfort, turn on the seat massager, crank up the Naim audio system, and set the cruise control. The car floats and glides over the road, muting untoward road and wind noises, the engine purring and the transmission slipping between gears without any fuss. If I had ended up missing my flight – and I came pretty close – I would have been more than happy to simply drive the Supersports all the way home to Michigan.
Not that the car doesn’t show its age: The dated navigation system’s low-res maps and clunky menu structure disappoint, and there’s still a giant keyhole in the dash even though the car has push-button start. Nor does it offer Apple CarPlay, Android Auto, or even a USB port. You will find a six-disc CD changer in the glovebox as standard, though. But it’s hard to really care about those gripes when I’m sitting in sumptuous hand-stitched leather seats, touching knurled-metal accents, and gazing upon details like the organ-stop vent controls and accent-stitched steering wheel.
For those who prefer to get a tan while going fast, there’s the Bentley Continental Supersports convertible. Owing to its extra 385 pounds of mass and slightly compromised drag coefficient (0.32, top-up, versus 0.31 for the coupe), its performance ratings are a little behind the coupe’s: 3.7 seconds to 60 mph and a 205-mph top end. But Bentley says that about two-thirds of all the Supersports to be sold in North America will be convertibles, the same ratio as for the rest of the Continental GT lineup. A total of 710 cars will be produced globally, matching the car’s engine output in PS; 250 of them are destined for North America.
At $293,300 for the coupe and $322,600 for the convertible before destination charges, gas-guzzler taxes, or any options, the Continental Supersports is not for everybody. Still, nearly all the coupes coming to North America are already spoken for, and Bentley has taken orders for about two-thirds of the convertibles bound for our shores.
Whichever way you look at it, the Continental Supersports is a fantastic send-off for this car because it exemplifies all that Bentley has managed to deliver with the Continental GT. There is incredible, supercar-level performance available if you want, and presidential luxury if you want that instead. Of course, it’s pretty much the end of the road for this car; Bentley admits that the new Continental GT will be shown later this year at the 2017 Frankfurt Motor Show. But if the next-generation car can improve upon this iteration’s huge breadth of capability, well, it’s hard to imagine being able to find any fault with it at all.
Photos: Jake Holmes / Motor1.com; Bentley Motors
2017 Bentley Continental GT Supersports
Full of character and still able to impress, particularly as a V8
First Drive
2017 Bentley Continental GT Supersports
First Drive
2015 Bentley Continental GT V8 S Coupé review
What is it?
Seven hundred horsepower and seven hundred and fifty lb ft of torque. If you are to understand this new Bentley Continental Supersports, it is not enough to focus on one figure or the other: power will tell you how fast this car is, and it is torque that determines how it is fast. It’s only the combination of the two that reveals the true character of this car, and its unique place among high-performance machinery.
Of course, we have been here before. Twice. There’s not much need to dwell on the 1925 3.0-litre Bentley Super Sports, the first car to fly the wings guaranteed to do 100mph. The name was resurrected in 2009 to grace a two-seat, carbonfibre-seated Continental GT, lighter to the tune of 110kg with a little more power and torque, a 40:60 front to rear torque split, firmer suspension bushes and a wider rear track. Clearly, it was quicker than the Continental Speed from which it was derived, and so too did it feel different: tauter, better balanced, less of a GT and more of a (super) sports car.
The name may be the same this time around, but the approach is dramatically different. This new Supersports hasn’t bothered to go on much of a diet, is available with only four seats and doesn’t fiddle with the torque distribution, the rear track or even the suspension settings: springs, bars and dampers are all the same as a standard Continental Speed, as are the tyres.
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True, it is 40kg lighter thanks to standard carbon ceramic discs and the Akrapovič titanium rear exhaust box already used on 2014’s 2V8-based GT3-R, but such savings seem almost incidental. This Supersports is all about the engine.
And given this is a Bentley, perhaps it should be no other way. If you believe you should always play to your strengths, there’s no doubting that the 6.0-litre W12 motor under the bonnet of the Continental has been its greatest strength since the car first emerged, blinking into the sunlight, back in 2003. So Bentley has asked one more favour before both car and engine are replaced towards the end of this year by an all-new Continental with another (yet only distantly related) direct-injection 6.0-litre W12 so new it’s only so far been used in the Bentayga.
Bigger Mitsubishi turbochargers blowing 1.4bar instead of 0.9bar don’t raise power by a mere 21bhp like the old Supersports, but by more than three times that amount, from the 637bhp of the current Speed to a nice, round 700bhp. And don’t forget the torque: the old Supersports added just 37lb ft, whereas this one piles on a mighty 130lb ft, taking it up to a total of 750lb ft.
What’s it like?
It is at first a puzzling car to drive. The Supersports name makes a promise backed by the carbonfibre trim, bonnet vents, rear wing and Alcantara-lined interior. But the car appears to have another agenda, which is simply to make you feel like an artillery shell fired from a large field gun every time you put your foot down. Ignore the 3.4sec 0-60mph time, for that is a function of traction as much as torque. It is the 7.2sec 0-100mph time that establishes this Supersports as Bentley’s first ultra-high performance road car. That’s quicker than we recorded for the new Honda NSX, Mercedes-AMG GT S and the latest Nissan GT-R. The last Supersports needed 8.9sec to do the same. And it does it because those big blowers don’t just allow the Supersports to alter the rotation of the earth at low rpm, but they also allow the motor to bang into its rev-limiter with unprecedented ferocity at its top end. Torque and power, power and torque.
But it’s frustrating, too. For 14 years, the Continental GT has, in all its myriad guises, always been stronger in engine than chassis. And to lavish such additional riches on the former while leaving the latter clutching at straws – it has the torque vectoring system first used on the GT3-R now fully integrated with the traction and stability control systems – serves only to accentuate the disparity between the two. Additional power and torque can bring alive the chassis of some cars, but they tend to be those with a pre-existing surfeit of grip over power – like the Porsche Cayman. In almost 2.3 tonnes of nose-heavy Bentley, this was never going to be the case.
So you have to adapt your style of driving to suit the car, a necessary evil I resent in any machine. Despite its enormous ceramic brake discs, you have be conservative with your braking and overstop the car before turning in. Do so on a trailing throttle and you can feel the torque vectoring braking the inside rear wheel to tuck you into the apex, but it will still run wide if you are ambitious with entry speed. Only when you do it Bentley’s way – slow in, fast out – does it all start to make sense. The vectoring works far better driving away from the apex, you can sense incipient understeer and the system functioning effectively to quell it. Lift off the throttle and it will also adjust its line quite pleasantly and precisely, impressively so for a car of this heft. And it’s actually very good in fast curves – you just aim for an early apex, lob the car in as you ease off the gas and get back on the power as soon as you can.
But regardless of its name, to drive, this is not a true sports car, let alone a super sports machine. Like every other Bentley of the last 86 years, it is a high tourer – albeit one possessing ultra-high performance – and there is nothing inherently wrong with that, for while the attributes it brings are less headline hungry, they are no less valuable.
For instance, despite its enormous 21in forged alloy rims, the Bentley rides exquisitely well. It’s wonderfully quiet at motorway speeds and you know you could drive all day and night in its enormous seats and emerge without an ache. Add in the immense sense of engineering integrity and that unique Bentley sense of solidity, and it’s easy to see how the whole package could appeal to a certain constituency of well-heeled customer even at £212,500, particularly as Bentley is limiting production to 710 units (its power output in PS). After all, Bentley sold all they could make of the last Supersports (about 1800 in the end), even though it was around £30,000 cheaper than this model in real terms.
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