Back in 1992, if you weren’t watching, you missed it. Bentley was having a moment. Car and Driver editors were racing Turbos against the Orient Express—and winning. It wasn’t just about luxury. It was about proving that a car weighing nearly as much as a locomotive could still outpace a train. Peter Ward, then the young CEO of Rolls-Royce Motors had a plan. Make the Rolls-Royce loud. Make the Bentley discreet. More sporting, too. A nod to their five Le Mans victories decades prior. Only Bentleys got the turbo. And the badge. It worked. In Britain three out of every five sales went to Bentley over Rolls. Ward promised separate identities. To prove it, he commissioned this: the Continental R.
Geneva’s Best Surprise
The debut hit hard at the Geneva motor show in 1991. Mercedes was supposed to be the star with the new S-Class. People said it felt heavy for the cautious 90s. The Bentley stole the show. A sleek two-door. Longer than the Turbo R it came from. More expensive per square inch. Limited production: 70 cars for each of four main markets. Priced at $250,00 pre-tax. Buy fast. The Sultan of Brunei didn’t wait. He bought the red prototype straight from the show floor. Rolls-Royc called him a very good customer. Maybe he was. Today that price tag sits at $271,7 in the U.S. Does the extra $20,0 hurt? No. If that matters to you don’t look further.
Sculpted Metal
Why do these buyers want another Bentley? The old ones were just rolled steel sheet metal from Rolls. The Continental R broke the mold. First new body in ten years. No shared skins with its larger brother. Inspiration came from the 195 R-Type’s flowing tail. Designers John Heffernan an Ken Greenley shaped the steel. They started with a concept from 19 that looked too much like a Mark VII from across the pond. Not good enough. This needed elegance. Michelangelo would approve. The grille leans back instead of charging forward. Coke-bottle curves on the sides. No front quarter windows. A first in memory. Aluminum wheels wrap Avon Turbopeeds. They look ready to move. They actually are.
Performance Matters
Speed claims sit at 145 mph top speed and 0-6 in 6 seconds. We only tested a prototype on southern English roads. Still shocking. The massive turbocharged V8 pulls without screaming. Rolls won’t say “horsepower.” They call it adequate. More than adequate now. We guess 35 hp. It weighs 530 lbs but feels lighter thanks to lower gear ratios and better aero. A drag coefficient of .037 was praised as a huge improvement. Says something about how bad the old shape was.
The gearbox changes matters here. A GM Hydramatic automatic transmission powers it. Smooth electric selector on the console instead of the column. First time ever. Push sport mode. Dampeners get firm. You handle better. That is the whole point of the “R.” It stands for Roadholding. A few years earlier engineers decided drivers matter as much as passengers. They tightened springs. Firmed shocks. The steering wheel responds nicely despite the size. Not quite the agility of a big Mercedes but stable at speeds that would scare anyone else. Wind noise plagued the prototype door gaps. Rolls promised a fix before delivery. Probably happened.
Luxury with Purpose
Inside four adults fit comfortably. High up. Supportive chairs wrapped in Connolly leather. Walnut trim everywhere. The center console stretches all the way back. Stowage boxes hide underneath. CD changer. Phone. Lockable roll-top compartment. Need a third seat back? Remove part of the console. Add a cushion. Easy enough. Getting out of the rear is simpler too. Massive doors. Electric seat release. Seat slides forward for exit. Two doors trade convenience for style. No getting lost in that walnut console though. This is meant to be driven by you not a chauffeur. Younger customers? Small kids? Half-true maybe. The Continental R brings back continental travel the right way. Forget modern GT labels. This was the ultimate grand tourer when the term actually meant something.
