An offer to road-test a new Bentley Flying Spur provided an appropriate chance to consider Bentley’s original Flying Spur

The name Flying Spur was coined by HJ Mulliner, the coach builder which built the first Flying Spur variations on Bentley’s Continental in the mid ’50s.

HT Johnstone, managing director of Mulliner, found that customers were wanting a four-door version of the two-door Continental coupe. When you look at them it’s not surprising; these are hugely roomy cars which actually need a few more doors. Mulliner’s resultant four-door design was stunningly elegant yet this was still a lightweight car — especially when you considered its overall size.

In 1957 the first and ultimately most numerous of the four-door Continentals appeared. This was the ‘six-light’ Flying Spur by HJ Mulliner. Bentley gave Mulliner permission to continue with this style and it would hold good until the last, the S3, Continentals. By which time Mulliner had bought out Park Ward and, in turn, was subsequently bought out by Rolls-Royce.

Why the Name?

HT Johnston had persuaded Dr Llewellyn Smith, another of the Bentley bosses, about the merits of the four-door body and urged the name ‘Flying Spur.’ It appears to have been a personal matter because a Flying Spur features on the heraldic arms of the Scottish Johnston clan, which was awarded this distinction for its part in helping Bonnie Prince Charlie escape the English.

The Flying Spur’s mascot is a pair of beautifully crafted bird wings, with an unrecognisable protuberance sporting a small wheel between them. I’ve read that HT Johnston had this mascot mounted on the radiator of the prototype Flying Spur saloon, instead of the traditional winged B. Interestingly, with the purchase of Mulliner in 1959 by Rolls-Royce, this is now a registered trademark of Bentley Motors, having been first registered by Rolls-Royce.

Brief history

I’ve read a great deal of material about Bentley Continental production runs, and about the several coach builders responsible for four-door variations on the theme. It’s a complex field and, I suspect, mostly — if not entirely — only of interest to true Bentley fanatics. So, herewith my potted version of the Flying Spur cars. That original Flying Spur, one of 11 variations of four-door sporting saloon produced between 1957 and 1965 based on the S Series Continental chassis. The earlier 1954 R Type Continental was introduced in one body style only, the fastback coupe from HJ Mulliner. I’ve read that some have said it was based on the 1949 Cadillac coupe, which it was said to strongly resemble except for the radiator area. This allegation has been denied, of course. Since I’ve not been able to find any pictures of that car I’ve no idea how valid the contention is. However, I do take the view that there’s no reason why one successful design shouldn’t influence — if unwittingly — others.

All the Flying Spurs were quite different from the standard saloons. The lower, sleeker bodywork was more aerodynamically efficient and made entirely of aluminium, so it was a great deal lighter and hence the term ‘light weight’. The R Type and S1 Continentals had higher compression, higher gearing and different tyres, not to mention various other tweaks that made them quite a bit faster than the standard saloons.

Past: 1965 Flying Spur

Our example is a very beautiful and imposing motor car — a 1965 Series 3, and the 78th car of a total run of only 86 built using the E Series chassis. Its current owner is an Auckland businessman, Joseph Roberts, who brought this car in from California several years ago. I say ‘current owner’ because that’s the way it is with these great classics — we humans pass on, and really it’s the great works of art that collect the collectors — turning the tables on us?

Behind the imposing Bentley grille there is a long, classically British sweeping bonnet indicating the car’s noble lineage. But for me the styling feature that sets this car apart is the gradually disappearing swage line midway on each side which matches the downward curve of the windows. All being neatly gathered in by the curved bosom-like swelling, leading the rear guard on each side. Everything is in perfect proportion. The boot is big enough to use as a hearse. Clearly this reworked body needed four doors! There’s so much room available it would be ridiculous clambering through the front doors to occupy the rear.

On The Road

This is a very big car, yet easily able to reach 188kph. It obeys the expectations that WO Bentley had of the cars bearing his name — speed, reliability and quietness. As soon as I turned the key and grasped the wheel I knew that I was in something with real class. As much as anything it was the magnificent walnut dash behind the enormous, yet elegantly slim steering wheel backed by superb power steering. Moving off from rest was an ultra smooth, if nervous, experience. Nervous because I didn’t feel in charge — the car was. All four corners are out of sight. I drove through Auckland’s CBD and onto the Northern Motorway. Everything worked perfectly like a modern car, but whilst a modern car is characterless, I felt totally conscious of every aspect of this car and aware that it’s an imposing vehicle to everybody on the road, and that includes the driver. It attracted heaps of attention, and being a shy, retiring type this certainly heightened my twitchiness.

The S1 Continentals were six-cylinder cars, but the S2 went on to utilise the Rolls-Royce 6230cc, alloy-block V8. Regrettably not a lot is known of this car’s history beyond the fact it was sold new in the UK, then later emigrated to the USA where it was given a very sympathetic restoration.

It’s a genuine and original car with matching numbers, proving it has a traceable provenance. The quality of the restoration astonished me — every detail in this car has been restored totally true to its pedigree. The interior is finished in Connolly leather with Wilton carpet and West of England wool headlining. But that becomes drab when you see the magnificent woodwork of the dash and doors. It’s antique furniture quality.

This car could be entered in any Concours anywhere and would do extremely well. After these cars, Rolls-Royce and Bentley went to monocoque construction. The Flying Spurs as a series was only re-introduced as a model name in 2005. As I’ve said elsewhere, the lineage of the coachbuilt Bentley Flying Spur Continentals is quite complex and, today, that story of complexity in pursuit of perfection continues with the current W12-powered Bentley Flying Spur.

Present: 2005 Bentley Continental Flying Spur

A major argument for the name Bentley Continental Flying Spur to be chosen for the new four-door model introduced in January 2005 was obviously to link it to a glorious past. When the original Bentley Continental had been launched in the early ’50s, that model’s extraordinary coachwork by HJ Mulliner had made a real impact. With the introduction of the Bentley Continental Flying Spur the name was revived. Parallel to what had been decisive in the ’50, outstanding acceleration and top speed remained undiminished. This was combined with more comfortable access to the rear compartment and, of course, generous space to accommodate rear seat passengers.

The Continental Flying Spur is a big car with big character, though not perhaps a sports saloon in the same league as the Bentley Arnage and the earlier Bentley Turbo R. It reflects Bentley management, which was more inclined to produce a sister model of the Bentley Continental GT, from which it was developed. Since introduction of the Continental GT, Bentley sales have rocketed to 6500 cars in 2004; the new Continental GT being responsible for the lion’s share. For the first time since its take-over by Volkswagen, Bentley’s books showed a profit.

Mixed pedigree

How can an engine built for the VW Phaeton and Audi A8, housed in a body built in Dresden and assembled in a Crewe factory owned by Germans, be represented as the best of British? Surprisingly well, actually. Bentley was originally based in Cricklewood, London, not Crewe, but over time we have come to accept that a Bentley can be made in Crewe. Although it may seem hard to swallow, German ownership has allowed the Bentley marque to flower. Whilst the Germans would have seemed to have been the mortal enemies of the British, the current Queen’s blood line does not need many generations to be tracked back to Germany, and Great Britain is now part of greater Europe.

The simple fact is, however much you respect the heritage, you must move with the times, just as our forefathers did.

German cash, resources and economies of scale have allowed the craftsmen at Crewe to fettle the Germans’ quality engineering to bespoke English standards. It’s been said before, but there is serene quality about British luxury car interiors that no foreign manufacturer can imitate.

It’s a sign of the times that today’s Bentley Flying Spur does not stand out in a crowd the same way as our regal ’65 masterpiece did; both in terms of the dictates of safety regulations and efficiency that ensure all modern cars fall within a certain silhouette, and the fact that it is no longer politically correct to brag openly about one’s wealth.

Whilst those of an older generation might find it hard to reconcile a Bentley with a German Volkswagen engine, I can accept that it is, indeed, a reflection of the very best the British car industry can do today, and as such the connection with the Flying Spurs of old is not spurious but a genuine link with the past.

Yet another sign of the times is that the real advances in motor car design are not being made on things that you can see, which — if you are into displaying your wealth — is dismaying.

However, under the skin, the new car’s technology is absolutely top notch. There’s a navigation system, two telephones (one personal, one linked to the car), seats that adjust 16 ways and memorise in collusion with the mirrors, temperature control and an electronic key transmitter.

The key doesn’t have to come out of an owner’s Saville Row suit-pocket or madam’s Gucci handbag — the transmitter unlocks the door as you touch the handle, and the whole show collectively moves into your desired position before you have the opportunity to park your Armani on the Connolly hide.

With the key still in your pocket, you touch the start button and the turbocharged W12 purrs into life. Your rear seat passengers have their own seat controls and air conditioning settings. And televisions to watch.

Next you can select any one of four ride and handling settings from waft to racing car. What Bentley has done exceptionally well is integrate all this amazing technology in a very simple, logical control system which cossets and helps one make the decisions, rather than freaking one out into a stress rash as do other techno-marvel cars. It is truly marvellous, and done in such a subtle way that you genuinely are buying a significantly better quality of life whilst finding ways of getting you there much quicker — discreetly — providing, of course, you have the $440,000 required to buy one.

Past and present

Interestingly enough, whilst both the ’65 car and the ’07 provide the sybaritic luxuries in life, the older car makes an unmistakeable and imposing statement about itself and is also imposing to drive. You cannot forget or accurately judge its great length. The transmission control is slow and judgemental, and whilst you know you have ample torque under your foot, the pedal gives you no idea when it is actually going to emerge. The brakes work well, but the pedal goes nearly to the floor before it happens. I thought a Rolls-Royce or Bentley should be easy to drive slowly, but the ’65 can make an unfamiliar but competent driver look like a learner.

As for sporting motoring; in deference to the owners I didn’t even try, but got the impression the old Bentley would give me the same reaction as if I had asked the Queen to jog around the park. Conversely the modern car is a doddle to drive, and so competent from standstill to speeds you will never reach legally. It is the complete motor car for (nearly) all occasions. It really can be a very sporting saloon and a restful cocoon at the same time. The ’65 says it is sporting but it simply isn’t. What it is, is a magnificent tourer with a huge boot — one thing the modern car simply cannot match.

If you want to make an entrance, take the ’65. If you want to do it discreetly, and get there early, take the ’07.

Words Penn McKay : Photos Jared Clark