Budget Ballin’ in a Bentley

After I saw Ben’s post about the “Bentley” laptop, I thought back on one of my many four-wheeled fantasies: the budget Bentley. While perusing eBay a few years ago, I noticed that despite having changed very little over the past two decades, used examples of the Bentley Turbo R’s were nearing the bottom of their depreciation curve and selling for significantly less than their modern counterparts. A little bit of further research revealed that mechanically, the cars were almost identical to the cars that had been rolling out of Crewe more recently. The only significant mechanical changes, even until now, were to move from a single T4 turbo to twin T3’s and to upgrade GM-built automatic transmissions. To me, the potential for a car with true baller status that could be built on a budget was fascinating. So I went shopping. Continue reading…

The first thing that would have to go are the hideous, tiny, heavy and outdated wheels. Heavy wheels are easily as detrimental to ride quality as they are to performance, so a set of light wheels is a must. But what wheels are worthy of a car with such class? CCW SP18s? Color-coded Lexani LX-7s? OZ Botticelli IIIs? Dymag 19s? Gunmetal iForged Forzas? Diamond cut Forgeline MD3Ps? Bentley’s own rims for the Continental GT Speed? Forged magnesium Neez SEK Is? While all of those choices would be suitable, none of them capture the timelessness, presence and muscularity of the Turbo R or offset British Racing Green paint quite like a set of bronze TE37s.

The Turbo R featured an upgraded suspension relative to the Mulsanne, but I think I’d prefer of a firmer suspension than the average Bentley owner. Ohlins is known to be a master at striking a balance between handling and ride comfort and have services for custom applications, but if their services are out of the budget, a set of comfort-oriented coilovers designed for another large car would likely do the trick and eliminate the heavy and complicated air-ride system. There are lawn chairs that give more consideration to lateral support than the Turbo R’s seats. Perhaps they could be replaced by a set of Cobra Misano 30’s, the Recaros from an Aston Martin Vanquish or the more recent Arnage seats shown above.

But perhaps the most significant gains to be had from the Turbo R would be in the engine bay. Although Bentley never published any official figures, the car likely made very close to 300hp despite a 4500rpm redline. Although I’ve never seen a tuned six and three-quarter liter Rolls (the all-aluminum V8 is based on a that has been tuned, Rolls-Royce invented overengineering). As such this engine must have gobs of unused potential. Bentley itself was able to get 500hp and 738lb-ft out of an engine which has continually evolved since it was designed in 1952! I think that it would be smart to follow the same path in getting more power out of the engine, but with an enthusiast’s touch. A pair of Garrett GT3267s should bolt right up to the updated twin-turbo manifolds and give the potential for something like 750hp. The 6L90E from the new CTS-V would also theoretically bolt right up and give the car twice as many gears as it originally came with.

At this point, I might be tempted to leave the car alone, but for those that might desire a bit more exclusivity and, let’s face it, a bumper that doesn’t scream“I was created hastily to meet crash regulations in the ’80s!” Auto Couture offers a body designed for the Bentley Arnage which would appear to be a perfect fit for the Turbo R upon which it was based. Another option would be to do a two-tone scheme similar to the one Bentley used on its Arnage R or a brushed accent like the one Rolls-Royce used on the 100EX. In the end you have a unique, exclusive super-sedan for less than the cost of two of those obtuse laptops. You pick.