1995 Bentley Continental

Bentley Continental (Coupe), 1991-2003

The Bentley Continental was in production from 1991 until 2003. Styled by John Heffernan and Ken Greenley, it is a front-engine, rear wheel drive coupe seating four people.

The Bentley Continental was a two door development of the Silver Spirit SZ platform, intended as a late successor to the Corniche saloon. Rolls-Royce had been developing concepts based around a two door Spirit, and Bentley's Project 90 was intended to shift the brands slightly apart to emphasise Bentley's sporting image. But when Ken Greenley created the new Continental as a followup to Project 90, it got the green light. Sadly, the equivalently styled four door saloon did not. It came with the Turbo R's Active Ride System, and the Turbo R's 6.75-litre turbocharged V8. Power, it was said, was adequate - though we now know this to be something in the region of 330bhp. The suspension, steering, and braking systems were all lifted from the saloon too - as was the four-speed automatic gearbox. So wowed was the world by the car's launch at the 1991 Geneva Motor Show that the motoring press effectively forgot about the launch of Mercedes' equally stunning W140, and the Sultan of Brunei purchased the Vermilion Red show car on the spot at a price of £2,000,000.

Bentley added to the range, with the 385bhp Continental S in 1994 and the shortened 400bhp Continental T in 1996. The latter car offered improved roadholding by reducing the wheelbase by four inches, at the cost of a little rear legroom. It in turn begat the SC Sedanca, a targa-roofed Continental T of which just 79 were made.

The Continental was discontinued in 2002, in readiness for the Continental GT launched by new owners Volkswagen as an entry level Bentley model. Arguably, it wasn't truly replaced until the launch of the Arnage-based Brooklands Coupe model. 1504 Continental Rs and Ses had been built, along with 350 Continental Ts.

Those familiar with the Turbo R will feel at home with the driving experience, though the suspension is firmer and the often larger wheels aid that in making the ride feel almost uncompromising in comparison. That said, to those of us with mere cars, it'll still feel fine. It corners flatter than its saloon equivalents too, while the surge of power from the turbocharged V8 is enough to induce a grin in even the most serious of buyers. Just try not to think of the fuel used.

A combination of desirability, value and commonality with the saloon models means that almost everything is easy to source through specialist breakers and pares suppliers. Mechanically the similarity to a Turbo R means that everything is available, while the only snag might be affordable panels if none of the specialists are breaking a Continental. You're less likely to come across bodges than on a saloon, as these cars never really became cheap enough to be run on a shoestring by an ambitious hopeful. But check thoroughly for corrosion, and be aware that the Zytek injection cars are known for cylinder head gasket issues - possibly owing to higher engine bay temperatures.

You'll pay a useful 25% premium for a T over an equivalent R, while the S is worth somewhere in the middle. Sedancas are worth 10% more than fixed head Ts. While statement colours such as bright yellow might have seemed cool at the time, the market today favours muted blues, greens and blacks, and this should be borne in mind when buying if you're looking to sell your Continental in the future.

There are few obvious competitors, though its sister the Rolls-Royce Corniche might hold an appeal for those who prefer the open air. The Aston Martin Virage offered a different, more sporting take on a similar theme, while the Ferrari 550 Maranello pushed that sporting edge further still. If you need the extra practicality and are on a tighter budget, the Bentley Turbo R is effectively the same car underneath but with more conservative, four door bodywork. And the newer Bentley Continental GT might appeal, if you find the extra size of the older car a little brash.