We are particularly fond of Rolls Royce and Bentley motor cars and constructed this buying guide for the interest of prospective owners and other enthusiasts. We hope you find it both enjoyable and informative and welcome any comments or suggestions for additions or improvements.

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To a prospective owner considering their first purchase of a Rolls Royce or Bentley model, taking the step of actually buying one of these cars may seem quite daunting. We would like to reassure you that owning a well cared for Rolls Royce or Bentley need not cost any more than running a far more mundane vehicle, especially once depreciation is taken into account. The nightmare "horror stories" you hear about people getting enormous repair bills for these cars generally applies to neglected examples, in our experience well maintained vehicles give very little trouble and are hugely satisfying and pleasurable to own. If anything should go wrong there are plenty of marque specialists who know their way around the cars and repair bills and maintenance expenditure can be kept well within manageable levels.

Mechanically these cars are quite straightforward and very robust and comfortably exceed 150,000 miles with only routine maintenance, many cars have done substantially more. Remember, you are buying "the best car in the world", if not in terms of performance and handling then at least in terms of engineering and build quality.

The basic rule of thumb is to buy the best example you can afford as repair costs of neglected examples can be significant - the cheaper car which may appear to be a "bargain" could well cost a lot more in the long run than a car which is already sound.

We are especially fond of Rolls Royce V8 engined cars made from the late 1960's onwards, which includes the Rolls Royce Silver Shadow I and II, Silver Wraith, Corniche, Camargue, Silver Spirit, Silver Spur and Bentley T1, T2, Mulsanne, Eight, Brooklands, Turbo, Continental and Azure.

If you have never driven a Rolls Royce or Bentley and you think you would enjoy one then you most certainly would. If you think you would not enjoy one, you almost certainly would !

Which Model is for me ?

Rolls Royce Silver Shadow I.

Introduced in October 1965, the Silver Shadow was the first Rolls Royce of monocoque construction - meaning it did not have a separate chassis, the chassis and body were one - and originally had a 6230cc all alloy V8 engine and 4 speed Rolls Royce automatic transmission. These early cars had hydraulic self levelling suspension at the front and rear and this high pressure hydraulic system was also used to power the brakes.

Performance of these 41.2 cwt cars was a top speed of around 115mph with 0-60 acceleration taking around 10.8 seconds so even the earliest cars are comfortably able to keep pace with modern traffic. In July 1968 the 4 speed Rolls Royce transmission was replaced with a 3 speed General Motors 400 Hydramatic, a very well proven and durable gearbox used in many large American cars at the time and which had been fitted to all Silver Shadows destined for the USA from the start.

From May 1969 a long wheelbase version was offered with greater rear legroom and these cars are instantly recognisable by their everflex coated roof, larger rear side windows and smaller rear window. There is a weight penalty of approximately 400 pounds but the effect on performance is negligible. At the same time the instrument panel was re-designed to meet American crash regulations and this new dashboard was standardised across the range.

Soon afterwards, in the Autumn of 1969 the self levelling on the front suspension was discontinued as it's effect had been discovered to be negligible. In July 1970 the engine displacement was increased to 6750cc by lengthening of the stroke from 91mm to 99mm which brought a marginal improvement in performance. August 1972 saw minor revisions to the front suspension and June 1973 saw the introduction of ventilated disc brakes. In April 1974 the suspension was again revised and wider radial tyres were fitted, at the same time the wheelbase was increased slightly to 10 feet. These model changes are easily spotted by the addition of modest "flares" to the wheelarches to accommodate the new tyres. Finally in 1976 the Silver Shadow received electronic ignition in an attempt to improve it's fuel consumption.

Over the 11 years of Silver Shadow I production over 2000 modifications had been carried out to improve the model. Rolls Royce tend not to make huge changes from one year to the next, rather they employ a system of continual improvement with a small number of changes each year. In total, 16717 standard wheelbase models were produced and 2776 long wheelbase cars. The model was replaced by the Silver Shadow II in February 1977.

What's it like to drive ? Driving a Shadow I is a deeply satisfying experience. Life happens at a totally different pace in these cars, you cannot race up to corners and "throw it in" like a modern saloon, rather the car must be driven gently and serenely and corners must be planned and driven through correctly. Due to the Rolls Royce approach of gradual improvement of the model the later cars drive quite differently to the earlier cars. The later cars are far sharper and more responsive than their predecessors, but whatever the vintage sit back, relax, enjoy the ambience and the unquestionable quality of materials and construction that surround you. Conduct the vehicle along the carriageway in the manner in which the makers intended and you will enjoy a truly wonderful driving experience that simply cannot be approached by any other car.

The seats are fantastic, big comfortable armchairs with individual arm rests for front seat occupants and electrical adjustment on all models. The steering is feather light, this 2.5 ton car can be steered with your finger tips and all the controls have a quality feel to them like they will last forever. The ride is decidedly soft and cosseting and body roll in corners is quite pronounced but once you grow accustomed to handling the car properly a Silver Shadow can be conducted at a surprising speed, if so desired. The performance is effortless and silent, the big V8 providing all the torque you could ever need without ever exceeding 4000rpm and motorway cruising is a relaxing and serene affair even at velocities well in excess of the legal limit. One word of caution, you will want to drive and drive and drive in these cars but the fuel consumption won't ever exceed 16 to 20 mpg !

What do I need to know ? There are two main areas of concern with these early cars - the hydraulic system and RUST ! The hydraulic self levelling and braking system uses a series of pipes mounted underneath the car which are prone to corrosion and are time consuming to replace. Therefore, although not particularly difficult, this can be expensive if you let someone else do the work. There are also two accumulators under the bonnet which store the 2500psi pressure that is needed to run the system, these can be expensive to replace or overhaul. It is important that you check the hydraulic systems for correct operation on any car you are considering purchasing.

Of secondary concern are the electrical system and dampness to the interior. A Silver Shadow is a complicated car and tracking down electrical gremlins can be infuriating to say the least so make sure everything works ! The door seals and boot lid seals can perish over time and begin to admit rainwater. Replacing the seals themselves is not a major concern, however if the interior shows signs of damage this can be expensive to correct, especially if the dampness has existed for some time and the car has started to rust from the inside out.

RUST affects the Silver Shadow as much as it affects any car of 30 years of age or more. Have a good look around the car and bear in mind finding a Shadow with original paintwork is like searching for the Holy Grail. Owners of these cars usually love and cherish their cars and have money to spend on their upkeep, at the first signs of rust ( or surface scratches ) the owner is likely to have the affected panel or the whole car re-painted. None original paintwork on any cars of this age is to be expected, however the standard of paintwork can vary immensely and is of utmost importance to the value of the car. Incidentally, if you happen to find a car which is totally original please ring us immediately !

Our advice would be to buy the best you can afford - do not be tempted to buy a "project" unless you would derive enjoyment from completing the work. The cost of repairing a neglected car will comfortably exceed the value of the finished article and it makes far more sense financially to buy a car which is already sound, backed up by a good maintenance record. On the bright side, a good Silver Shadow will not significantly depreciate if you look after it and above all, enjoy it ! Quite the opposite in fact as we have noticed of late the values of these cars are steadily increasing.

How much should I pay for one ? There are no real hard and fast values for cars of this age, every car should be judged on it's own merits and the car's value is determined entirely by mileage and condition with low ownership always an added bonus. Incidentally you should always bear this in mind when comparing prices on the internet, condition is everything on any used car and can vary enormously from one car to another, it is impossible to compare prices without actually seeing the cars. Anything under £7,000 or so is very likely to have poor paintwork and corrosion, high mileage and several owners and come complete with a variety of issues needing attention. We would be very wary of cars in this price range unless you have the expertise to repair the car yourself. Far more presentable, usable cars with sensible mileage and good history start around £7,000 to £8,000 for a "daily driver" with better cars starting around the £12,000 to £13,000 mark, the values increasing with lower mileage. The Silver Shadow is a very popular model and concourse standard, low mileage cars can achieve over £25,000.

Rolls Royce Silver Shadow II.

Introduced in February 1977 the Silver Shadow II enjoyed numerous detail improvements, among the most significant of which was the replacement of the recirculating ball steering mechanism with a more precise rack and pinion system and further changes to the front suspension to keep the front wheels more upright when cornering, improving handling feel and reducing the loading on the front tyres. The Air Conditioning system was improved to a split level design and a restyled dashboard was introduced.

The Shadow II model is immediately recognisable by it's polyurethane bumpers instead of the traditional Chrome, a front Air Dam to increase directional stability at speed and a badge on the boot which states Silver Shadow II ! Those eagle eyed amongst you would also spot the twin exit exhaust system of these later cars.

Weight and performance of these cars was very similar to the Shadow I, with a maximum speed of 120mph and 0-60 acceleration taking around 10.5 seconds. The long wheelbase versions were called the Silver Wraith II and were still identifiable by the everflex roof covering. In total 8425 Shadow II models were produced and 2135 long wheelbase Wraith II models. The Shadow II was replaced by the Silver Spirit/Spur in October 1980.

What's it like to drive ? Driving a Shadow II can be remarkably similar to driving a late Shadow I, so much so that the premium these cars usually attract may or may not be worthwhile to a purchaser. The main difference is the steering which is slightly heavier and a good deal more precise than the earlier cars. Whether this is important to you depends entirely on your driving style. We certainly would not be put off a good series one car just because of this. Again with Rolls Royce system of gradual improvement you will find the ride getting increasingly firm and the steering getting more precise with the age of the vehicle, the older cars tend to be softer and more cosseting than the later models.

Either way, the Shadow II is still a very relaxing and supremely refined car to drive with a charm and character all of their own. Again, you are surrounded by the finest quality materials and standards of construction and again, if you enter into the spirit of the car you will enjoy a tremendously rewarding driving experience. Turning up at a village pub on a Summer evening the car is immediately surrounded by admirers, something which does not happen in the more modern cars. Still it must be said if your desire is to grab a car by the scruff of it's neck and hurl it down the road these cars are not for you ! Excitement is not a word in the Shadow drivers lexicon !

What do I need to know ? As for the Shadow I models the engine and gearbox are likely to give you the least cause for concern, hydraulics, corrosion and electrical gremlins being the main areas to check. Otherwise you are buying a superbly well engineered car which stands up to age and mileage like no other. A 30 year old Rolls Royce can be just as reliable as any modern car, these cars are quite straightforward and very well proven technology, just on a large scale !

How much should I pay for one ? Silver Shadow II models tend to attract a small price premium over Shadow I models, however we feel the general price guidelines we have given for the earlier model still apply in broad terms with "daily drivers" around £8,000 and nice cars starting around £13,000, again value increasing with lower mileage. The most expensive Shadow II we have seen recently was priced at £35,000 !

Rolls Royce Corniche.

Introduced in 1966 as the Silver Shadow two door saloon, and produced under both Rolls Royce and Bentley names, the Corniche was a different prospect altogether from the mechanically similar Silver Shadow models on which it was based. The method of construction was highly elaborate in that the body shell was hand built and trimmed by Mulliner Park Ward in Willesden and then transported, unpainted, 150 miles to Crewe where the mechanicals were installed. The cars were then transported back to Willesden for painting and finishing. The whole process took six months from start to finish. It is interesting to note that the standard of trim and woodwork in the Corniche is far superior to that in the Silver Shadow saloons.

In September 1967 the Corniche Convertible was launched at the Frankfurt motor show. In 1970 the Corniche engine received modifications to it's valve timing and exhaust systems to increase it's power output by around 10% and the Corniche name was officially launched in May 1971, at which time the company were selling twice as many Convertibles as fixed head models.

To underline it's sporting image the Corniche enjoyed the benefit of a rev counter and as such was the first Rolls Royce product ever to have such a device ! The performance of the fixed head model was a maximum speed of 120 mph with 0-60 acceleration of 9.6 seconds, the Convertible being slightly slower due to it's increased weight.

The Corniche model was used, unofficially of course, as a test bed for any modifications before they were applied to the "volume" selling Shadow saloon. For example, in 1976 the Corniche was fitted with the new split level air conditioning system originally introduced on the Camargue and later to follow on the Shadow II models. In 1977 the Corniche was fitted with the rack and pinion steering system which was again destined to appear on the the Shadow II, and in March 1979 the model benefited from the fitment of the independent rear suspension system which was later to appear on the Silver Spirit.

In March 1981 the fixed head Coupe model was discontinued leaving only the Convertible which was to endure until 1995 in one form or another, only to be re-introduced in 2000 as a convertible version of the Silver Seraph ! Production figures : Rolls Royce Corniche 3239, 1108 of which were fixed head Coupes. Corniche II; 1234. Corniche III; 452, Corniche IV; 196, Corniche S; 25. Bentley Corniche; 77 of which 63 were fixed head. Bentley Continental; 433.

What's it like to drive ? Of course the Corniche models drive very much like the corresponding Silver Shadow model on which it is based however, there are slight differences. The two door saloon has a more rigid body shell than the 4 door car on which it is based and therefore has the potential for better handling especially with the fitment of the well respected Harvey-Bailey handling kits. In addition, the extra power output of the Corniche is noticeable endowing the car with a surprisingly "sporty" character. A well sorted Corniche can be a very enjoyable drive indeed although anyone assuming the handling will compare with a modern sports coupe will be disappointed. A true Grand Tourer then, capable of sustained high speed cruising in total comfort and refinement.

What do I need to know ? Again, the Corniche is closely based on the corresponding 4 door saloon model of the time so the mechanical checks you need to carry out are the same. From 1977 to 1985 the Corniche was fitted with a Solex carburettor, as used on the Camargue, which can be troublesome so check for uneven running. With the convertible models you must pay particular attention to the condition of the hood as a replacement is expensive. Due to rarity and desirability the older Corniche models represent a sound long term investment, this really is depreciation free motoring !

How much should I pay for one ? There is a huge difference in the value of Fixed Head and Convertible models and despite the mechanical similarity to the Silver Shadow the values bear no resemblance. It is possible to buy a Corniche for around £15,000 but this would not buy a car that you would really want to own, decent ones commanding over £25,000 and low mileage cars in really good order achieving far more. Entry level for a Convertible would be around £35,000 but you really need to budget £50,000 for a good one, and this has been the case for many years, so solid are the values.

Rolls Royce Camargue.

Introduced in March 1975 this Pininfarina designed 2 door Coupe was built by Mulliner Park Ward and incorporated an air conditioning system that took 8 years to develop - and was later to be introduced across the rest of the Rolls Royce range. It has been suggested that the Camargue would have been an exceptionally handsome car were it not for the fact that Rolls Royce insisted on it having the traditional large Rolls Royce radiator grill grafted onto the front !

Performance of these models is a maximum speed of 120 mph with 0-60 acceleration of 9.5 seconds. In February 1977 the rack and pinion power steering system from the Shadow II was fitted and in 1979 the Camargue got the independent rear suspension destined for the Silver Spirit. By 1986 the model was listed at over £83,000 and was selling very slowly so it was discontinued. In total only 531 Camargues were produced making this the most rare, and most expensive post war Rolls Royce, barring the Phantom.

What's it like to drive ? Well, we have never driven one, but according to other sources although the car was based on the Silver Shadow the Camargue handles considerably better, probably due to superior rigidity.

What do I need to know ? The first 60 Camargues were fitted with twin SU carburettors as per the Silver Shadow but from then on Rolls Royce fitted a Solex carburettor in an attempt to increase the cars performance. This carburettor can be extremely troublesome so check for uneven running. The Camargue tends to attract relatively low prices given it's rarity and it's high price when new, this is probably due to it's styling which is not to everyone's taste.

How much should I pay for one ? The Camargue is so rare that discussions about value are largely academic, they very rarely to come to market and the vendors can pretty much pluck a number out of thin air as there would be very few others to compare it to. Mechanically similar to the Silver Shadow, you are basically paying for the exclusivity and rarity of the model. We have seen them hovering around the £25,000 mark but we have also seem them well over £50,000.

Rolls Royce Silver Spirit/Spur.

Introduced in October 1980 as a replacement for the ageing, but highly successful Silver Shadow model, the Silver Spirit was essentially a re-bodied Shadow and shared the outgoing models substructure, running gear and engine but included the newly designed independent rear suspension previously seen on the Corniche and Camargue models. In truth, the Corniche and Camargue had been rolling "test beds" for the suspension as it had been conceived for the Spirit/Spur models. The long wheelbase version of the Silver Spirit, the Silver Spur, is mechanically identical although slightly heavier.

In January of 1987 fuel injection was introduced across the range with noticeable increase in performance and worthwhile improvements to fuel economy. These cars were capable of exceeding 120mph with 0-60 acceleration taking 10 seconds. Meanwhile fuel economy was improved from the carburettor cars, closer to 20 mpg being realistically achievable with fuel injection.

In September 1989 the first major changes were introduced which, along with a new style dashboard, alloy wheels, and improved air conditioning brought Adaptive Ride Control, or "Active Ride", which in conjunction with electronically controlled shock absorbers would alter the ride in accordance with the road conditions or how the car was being driven. The model names all received the "II" suffix to identify these changes.

Towards the end of 1992 the GM400 automatic gearbox was finally replaced with the more modern, 4 speed, GM 4L80E unit which again improved performance slightly and gave improved fuel consumption on a motorway run.

In August 1993 the Sprit III and Spur III were introduced bringing several minor changes and a mild interior facelift to the models. Of more importance was the £30 million which had been spent on developing the 6750cc V8 to improve it's performance and fuel economy, and to lower it's emissions. These changes included a new Bosch engine management unit.

Finally, in June 1995 a minor facelift was carried out to the appearance of the cars in order to make them appear more "sleek" and involved reducing the size of the famous radiator and the Spirit of Ecstasy mascot. At the same time still further improvements were made to the engine, again to improve the performance and fuel economy. Here was a car capable of 18 mpg in regular motoring with a 135 mph maximum speed and 0-60 acceleration of little more than 8 seconds.

Significantly at this time the steering column became electrically adjustable and would automatically retract when the key was removed from the ignition, a factor which may be of importance to larger owners as the previous cars could prove difficult to get into and out of, the steering wheel often fouling the legs. The "III" designation was dropped from all models at this time.

For the 1997 model year the long wheelbase Silver Spur was given the light pressure turbo engine - as used in the Bentley Brooklands - delivering 300 bhp performance and a genuine 140 mph maximum speed with sparkling acceleration. The none Turbocharged car was renamed the Silver Dawn and the short wheelbase Silver Spirit was discontinued. The other two models continued alone for another year only, finally being discontinued in 1998. The total numbers of each model built are as follows : Silver Spirit; 8129, Spirit II; 1152, Spirit III; 211, "Silver Spirit" 1995-1996; 122, Silver Spur; 6238, Spur II; 1658, Spur III; 430, "Silver Spur" June 1995 on; 507, Silver Dawn; 237

What's it like to drive ? As mentioned earlier, Rolls Royce progress through incremental improvements over time so cars only a year apart will be very similar whereas cars 5 or 6 years apart could feel very different. With the Spirit and Spur this is especially evident as the early cars drive very in a very similar manner to the last of the Shadow II models with slightly more feel to the steering and a slightly better controlled ride, although the performance is of course very similar.

The later fuel injected cars are slightly more lively and responsive and this may be a worthwhile point to remember when deciding which model is for you. Also bear in mind the fuel economy is somewhat improved on these cars and improved still more with the 4 speed gearbox and later engine management system. Comfort and serenity of travel remain the order of the day and a well sorted Spirit of any vintage is a wonderful way to travel, however the ride is made sharper and less "floaty" on the Active Ride models and grows progressively more firm on the later cars.

What do I need to know ? The high pressure hydraulic system is essentially the same as the Silver Shadow models so the same checks apply. Once again RUST is the enemy with these cars with corroded sills and tatty wheelarches being quite commonplace on less carefully owned examples. The same caveats regarding paintwork apply as per Silver Shadow, original paintwork being very rare and the standard of repairs varying enormously - some painters really ought not to be let near a Rolls Royce with a spray gun ! Electrical niggles abound but are generally easy to rectify with central locking, electric windows and electric seats being the most common culprits. These cars are now very affordable which brings a whole new set of problems as the cars fall into the hands of people who cannot really afford to maintain the cars properly so beware ! Buy a nice car and look after it and you will experience very enjoyable, virtually depreciation free motoring and real pride of ownership, buy a neglected car and you may very well rue the day !

How much should I pay for one ? Once again every car should be judged on it's own merits and the car's value is determined entirely by mileage, history and condition with low ownership always a bonus. There is a small premium to be paid for fuel injected models which may offer better fuel economy and greater reliability, and similarly the Active Ride cars do seem to be more sought after which is holding the values up. However, in our personal experience a well set up carburettor car can match the fuel economy of an injected model and give no trouble at all and we personally prefer the softer, more cosseting ride of the earlier cars. In short, we would be far more interested in condition, mileage and history rather than seeking out a particular year and specification. There are lots of "rolling projects" around and poorly presented, high mileage cars with numerous owners priced under £7,000 but once again we would advise you stay well away from these cars unless you would derive pleasure from the restoration. Entry level for a decent, presentable Silver Spirit or Spur with sensible mileage and history would be around £8,000 with particularly nice cars starting around the £12,000 to £13,000 mark, once again the values increasing with lower mileage and low ownership. These models seem to be gaining popularity of late and really exceptional low mileage cars are starting to command over £25,000.

Rolls Royce Silver Seraph.

Introduced in March 1998 the Silver Seraph used the BMW 5.4 litre V12 engine as seen in the 750i. As such, this was the first ever production Rolls Royce to utilise an engine manufactured by another company. Not surprising really, considering that at the time of it's production Rolls Royce was itself owned by BMW who had in turn only just wrestled control of the company from VW. This was much to the horror of the Rolls Royce purists and to many the Silver Seraph, or indeed any of the none Rolls Royce engined cars, are not regarded as true Rolls Royce motor cars. This is a shame as in practice the all alloy V12 is a very smooth and powerful unit delivering 322 bhp and providing the Seraph with a maximum speed of nearly 140 mph with 0-60 acceleration taking a whisker over 7 seconds. The engine is mated to a 5 speed ZF automatic gearbox.

The Seraph is a particularly handsome car with a very striking appearance however the motoring press of the time were not particularly enamoured of the car, comparing it unfavourably with upmarket offerings from Lexus, Daimler and particularly the Mercedes Benz S class. Despite lacking some of the more traditional Rolls Royce character and build quality the Seraph remains nevertheless an outstanding and highly desirable car. With Rolls Royce and Bentley you either "get it" or you don't ! For the 2000 season the bodyshell was made 65% more rigid in an attempt to reduce road noise and the interior was revised to release more room in the rear. In 2000 also the long wheelbase Park Ward version was introduced. These later models are a much improved car.

How much should I pay for one ? Not a common car on the used car market with circa £20,000 marking the entry level and some examples realising over £50,000.

Bentley T1.

As per Rolls Royce Silver Shadow I. The Bentley has a slightly smaller radiator grill but was otherwise similar. 1703 were built with the short wheelbase and 9 long wheelbase, as such the T1 is far more rare than the Shadow I and generally attracts a small price premium.

Bentley T2.

As per Rolls Royce Silver Shadow II, again with a slightly smaller grill. 568 built of which 10 were long wheelbase models. Again, the Bentley model tends to attract a small price premium.

Bentley Eight.

Introduced in July 1984 the Bentley Eight was essentially an "entry level" car aimed at stealing buyers from high end Mercedes Benz and Jaguar models and as such was priced just under £50,000 at it's launch. It was distinguished by it's Chrome Mesh Grille which echoed the style of Bentleys from the 1920's and was designed to appeal to a younger driver. The front suspension was firmer than the Mulsanne model of the time to sharpen up the handling and the dash was of a straight grain veneer rather than the usual Burr Walnut. Twin round headlamps were fitted in January 1989 and the GM 4L80E gearbox was introduced in late 1991.

What's it like to drive ? In essence this car is a Turbo R without the Turbo. The chassis, suspension and steering are more firm and more responsive than the Silver Spirit on which the car is based. Although being the entry level model in the range the level of comfort and luxury is far beyond that of lesser marques and you certainly do not get the impression that you are driving a basic model. Above all, it's still a Bentley with oodles of character and presence and all the basic mechanical ingredients are the same.

What do I need to know ? Again, this car is based on the Silver Spirit so see above.

How much should I pay for one ? Presentable, usable cars with sensible mileage and good history start around £8,000 for a "daily driver" with very nice cars starting around the £11,000 to £12,000 mark, prices increasing with lower mileage. We don't tend to see very many Eights with low mileage and pampered pasts, possibly because they attracted a different kind of buyer. We have never seen one over £20,000 and that car had done only 17,000 miles.

Bentley Mulsanne.

As per Rolls Royce Silver Spirit and Silver Spur but with slightly reworked suspension for sharper handling, less body roll and a firmer ride in concurrence with Bentley's sporting heritage. The Mulsanne marked the start of the resurgence of the Bentley name after many years of neglect which subsequently had a dramatic effect on the future of the company. Renamed the Mulsanne S in 1988 and from then on the car was fitted with rev counter and centre console. The face lift front end with twin round headlamps was fitted in January 1989. Production figures : Bentley Mulsanne; 482, Mulsanne LWB; 49.

How much should I pay for one ? We would consider entry level for a decent Mulsanne to be around the £8,000 mark, any less than that figure and they tend to be poorly presented or high mileage cars. Good examples easily realise £12,000 to £13,000, prices as always increasing with lower mileage and low ownership. Once again we tend not to see very many low mileage, pampered examples, the Bentley models appear to attract a different kind of buyer and seem to be used more than their Rolls Royce counterparts.

Bentley Brooklands.

Introduced in September 1992 the Brooklands replaced the Mulsanne S and Eight and was an attempt to rationalise the marques proliferation of models. The radiator shroud was painted body colour as per the Turbo R although, initially at least, there was no Turbocharger present. The car was fitted with alloy wheels as standard. The gear selector was centrally mounted as per the Continental and the door cards were of a hide finish.

In 1994 the Rolls Royce V8 was heavily revised at a cost of £30 million and gave an increase in power and fuel efficiency. Power output was raised to around 250bhp with a maximum speed of 136mph and 0-60 acceleration of 8 seconds. For the 1996 season there was a minor facelift including the incorporation of a new dash board and improvements to the air conditioning system together with the fitting of the retracting steering column and new engine management system, mirroring the changes carried out on the Silver Spirit at the same time. For 1997 the Brooklands received the light pressure Turbo engine as used in the Rolls Royce Silver Spur, raising the power to 300bhp and raising the maximum speed to 140mph. For the 1998 season the Brooklands inherited the Turbo R suspension and mesh radiator and was known as the Brooklands R. The final cars were produced in December 1997 and were given the Mulliner designation.

What's it like to drive ? Very surprising. The ride on these cars is quite firm and the body control far more sporting than a Silver Spirit of the same age. Driven side by side the Bentley is noticeably more responsive and can easily take to twisty country roads at a surprising speed. Furthermore, the later cars inherited all the minor revisions carried out on previous models, in particular the engine and gearbox changes. 1996 models onwards can easily return 20mpg in mixed motoring while providing surprising performance and effortless motorway cruising. These models also benefit from the retractable steering column which, as previously mentioned, will be of considerable benefit to larger drivers. Driving a late Brooklands makes you wonder whether a Turbo model is really worth the extra expense. If your budget will stretch to one of these models the Brooklands is a very modern car and an excellent first Bentley, although possibly lacking some of the charm of the older models.

What do I need to know ? See Silver Spirit.

How much should I pay for one ? As a later model car you would struggle to find a nice Brooklands with sensible mileage for less than £12,000. Really good examples easily command £15,000 to £16,000 and the latest models with low mileage can achieve well in excess of £20,000, especially the final limited edition Mulliner models.

Bentley Turbo and Turbo R.

Introduced in 1982, initially as the Mulsanne Turbo, the car was outwardly similar to the Mulsanne barring the fitting of a painted body colour radiator shroud rather than the usual chrome. Under the bonnet was a huge Garret AirResearch type TO4 Turbocharger which boosted power to 298 bhp and totally transformed the performance of the car, delivering 0-60 acceleration in 7 seconds and a maximum speed of over 140 mph. The final drive of the Turbo models was raised to make use of the enormous torque, making these cars supremely effortless motorway cruisers, however the suspension was not altered and many commentators of the time thought the ride and body control was too soft for a car of this performance.

It would seem that Bentley agreed as the Turbo R was introduced in 1985. The "R" it was said, stood for Roadholding and the car featured significant changes to the chassis and suspension to live up to this name. Front roll stiffness was increased by 100%, that at the rear by 60%, with significant changes to the damping. The rear suspension subframe was secured by a Panhard Rod to prevent any rear axle movement under cornering loads and the power steering was made significantly heavier to provide a more sporting feel. Alloy wheels were fitted with larger section tyres. Demand for the none "R" specification Mulsanne Turbo immediately fell off and the model was discontinued soon after.

In October 1986 the Turbo R, along with the rest of the Rolls Royce and Bentley range, received fuel injection and ABS braking for the 1987 season. In mid 1988 the model received a face lift and was given twin round headlamps, deeper front air dam, steel sill extensions and a rear skirt. September 1989 brought Adaptive Ride Control, or "Active Ride", which in conjunction with electronically controlled shock absorbers would alter the ride in accordance with the road conditions or how the car was being driven. The GM 4L80E gearbox was introduced across the range in late 1991, and the V8 was heavily revised in 1994.

In 1995 there was a limited production Turbo S model with a liquid cooled intercooler and a new engine management system derived from Formula 1 technology boosting the power to 385 bhp and more importantly a colossal 553 lbft of Torque between 2000 and 3450 rpm !

In 1996 the range was joined by the Turbo R Sport with alloy wheels from the Continental and carbon fibre dashboard instead of the traditional burr walnut. Satellite Navigation and an uprated entertainment system were standard. At this time the model received the face lift new dashboard, engine management, and retractable steering column that was applied to the rest of the range.

Throughout it's production the Turbo R had been available in short and long wheelbase forms as per the Silver Spirit, the long wheelbase model being known as the RL. In 1996 the short wheelbase car was deleted from the range and the RL was now simply known as the Turbo R.

For 1998, it's last season in production, the R was replaced by the Turbo RT with the 400bhp Continental T engine but restricted to "only" 150 mph. This model can be spotted by the mesh grille as introduced on the Bentley Eight and 5 spoke alloy wheels. The last 100 models were produced in December 1997 and were given the Mulliner designation. Numbers built : Turbo R; 4115, Turbo RL; 930.

What's it like to drive ? Deeply impressive. The earlier cars, pre Turbo R, are a bit of a handful with a little too much performance for the unmodified chassis and suspension to cope with. Turbo R onwards and particularly Active Ride models are a revelation and everything you could possibly expect a high performance luxury car to be. Incredibly rapid and yet totally effortless with crisp, responsive handling to match. A late Bentley Turbo R really could be "the best car in the world".

What do I need to know ? All the underpinnings are basically the same as the Silver Spirit models so the same checks apply but with the added complexity of a Turbocharger ! The earlier carburettor models used the Solex 4A1 carb from the Camargue which was prone to be troublesome especially for hot starting, later fuel injection cars are more reliable. Be prepared to replace rear tyres and brake pads on a regular basis !

How much should I pay for one ? There really is a vast choice of car out there with the Turbo R as it was a very popular model. There are plenty of cheap, high mileage examples available under £8,000 but we would advise you steer well clear. For a good example with desirable mileage and excellent history you should budget around double that figure and for the cream of the crop, late model RT Mulliner with low mileage you could pay double that again.

Bentley Continental.

Introduced in 1991 at the Geneva motor show the Continental R coupe was based on Turbo R mechanicals but with a striking 2 door coupe body shell and approximately 10% increase in engine performance with 360bhp. This gave the car a 150mph maximum speed with 0-60 acceleration taking just 6 seconds.

The interior was all new and quite different from the saloons to attempt to distance the Continental and make it stand out as the sporting head of the range. This car featured the 4 speed General Motors 4L80E gearbox from the start instead of the 3 speed GM400. This gearbox was fitted with "Sports" and "Economy" settings operated by a switch on top of the gear lever which was also linked into the Active Suspension. This would automatically firm up the ride for improved body control when in Sport mode. The press at the time commented on the need for Traction Control which hints at the level of performance - and after experiencing wheelspin at 40mph with warm tyres on bone dry tarmac we would tend to concur !

In 1995 there was a limited production Continental S model with a liquid cooled intercooler and a new engine management system derived from Formula 1 technology, boosting the power to 385 bhp and more importantly a collosal 553 lbft of Torque between 2000 and 3450 rpm !

In 1996 the R was joined by the short wheelbase Continental T ( shorter by 4 inches ) with a whopping 400 bhp and 0-60 now down to around 5.5 seconds. A very aggressive looking car sporting flared wheelarches and new alloy wheels. Underneath were micro alloy disc brakes, revised suspension and, thankfully, Traction Control as standard.

In 1998 the Continental T model was uprated yet again, this time to 420 bhp and with a maximum speed of 170mph, making this the fastest ever Bentley model. This model gained a stainless steel grille shared with the Azure.

At the Paris motor show in 1998 Bentley unveiled the very rare Continental SC, which stood for Sedanca Coupe, with a detachable targa style hard roof developed in conjunction with Pininfarina...yours for just £245,000 !

In 2000 the very special 2 seater Continental T was unveiled, now sporting 440 bhp, new front bumper, air dam and sills. Inside the quilted leather seats complemented the engine turned aluminium dashboard and the space once occupied by the rear seats was filled by a pair of custom built luggage bags. Catch one if you can.

What's it like to drive ? Essentially a 2 door Turbo R so driving impressions are similar however, the Continental is more responsive and has a definite sporting edge. With crushing performance, delivered effortlessly within a 4500 rpm rev range, these cars are all about monumental torque and are a very different experience to the high revving sports cars produced by other manufacturers. The Continental is a truly amazing car to drive and to undertake a long high speed cross country journey in these cars is an absolute pleasure. Motoring does not get better than this.

What do I need to know ? Mechanically based on the Turbo R saloon but of course all these cars enjoy the benefit of fuel injection.

How much should I pay for one ? You might just find one for £25,000 sporting quite a few miles and several owners but realistically expect to pay at least £10,000 more for a really desirable car. Plenty of choice between £40,000 and £50,000 with the latest, lowest mileage examples up around £70,000.

Bentley Azure.

Introduced in 1995 as a replacement for the aging Corniche model, the Azure was in essence a convertible Continental fitted with the 385 bhp Continental S engine. The car was however shipped to Pininfarina in Turin for the fitment of the powered hood and to be painted, then shipped back to Crewe for trimming and final assembly, a real return to Rolls Royce coachbuilt days. The price at launch was a considerable £215,000 which reflected the fact that although the Arnage resembled the Continental Coupe most of the body panels were in fact new.

What's it like to drive ? Are you a Rock Star ? A Film Star perhaps ? You will feel like one.

What do I need to know ? Mechanically based on the Continental and Turbo R saloon.

How much should I pay for one ? There is vast price range covered by this model, the earliest examples in moderate condition starting around £35,000 with the best of the late model cars up around £100,000.

Bentley Arnage.

Introduced in April 1998 the Arnage is outwardly similar to the Rolls Royce Silver Seraph but in character the cars are quite different. Fitted with a painted body colour radiator shroud, traditionally used to indicate a Turbocharged engine, the Arnage was of course Turbocharged but not with one Turbo, in this car there were two ! The engine in question was once again a BMW unit but the Arnage used the 4.4 litre V8 from the 5 series ( 540 ) and 7 series ( 740 ) models rather than the Silver Seraphs V12. Fitted with twin Turbochargers this motor produced 350bhp and propelled the Arnage from 0-60 mph in 6.2 seconds and onto a maximum speed of 150mph.

The interior was also different from the Silver Seraph particularly the dashboard which had 5 instrument dials instead of 2, one of which was a rev counter. An adaptive 5 speed automatic gearbox was used, the transmission "learning" how the driver behaved and adjusting the gearbox's actions accordingly. The suspension was also stiffer than the Rolls Royce with bigger alloy wheels and tyres.

Despite the BMW engine being practically "state of the art" at the time, commentators suggested there was not the same feeling of endless torque, sheer effortlessness and certainly not the same character as the traditional Rolls Royce V8. Consequently in 2000, in response to those criticisms the Red Label model was introduced boasting the Rolls Royce/Bentley Turbocharged V8 back in place. Power was up to 400bhp and more importantly torque was an astonishing 619 lbft, a figure greater than any comparable car of it's day. This engine necessitated the fitment of the GM4L80E gearbox as used in the Turbo R and Continental models. The car was fitted with a deeper front spoiler and 18 inch alloy wheels. At the same time the body shell was stiffened by 20% while modifications were made to the suspension and traction control. The interior also benefitted from a re-think, releasing more interior space all round. Performance was up to 155mph maximum speed with 0-60 acceleration down to just 5.9 seconds, a very fast saloon car indeed.

This is currently a "work in progress", Arnage R, Arnage T, Continental GT and Flying Spur models will be added soon - we have still not had a Flying Spur but hope to rectify this soon !

Please note, this reference material is by no means exhaustive and you should double check any information given here before making your buying decision. We cannot be held responsible for errors and omissions, however if you do spot any please do notify us by email so we can make the necessary corrections. Thank you.

Further reading : Rolls Royce and Bentley, Spirit of Excellence by Jonathan Wood ( ISBN 1 85960 692 X )

All photographs are for illustration purposes only. If anyone is offended by the reproduction of these photographs on this website please email me and I will remove them immediately.

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