Bentley Flying Spur Acceleration, Suspension & Handling

It's nice to know that, when one is presented with an overtaking opportunity such as a 12-mile straight at 150 mph, there's always a generous surge of acceleration waiting underfoot. Throttle responsiveness at speed is just exaggerated enough to betray the engine's force-feeding and perfectly complemented by the auto's effortless kickdown.

As in the coupe, the sedan's self-leveling air-suspension system is adjustable for comfort and sport settings and lowers ride height at speed. Exactly when, by how much, and how quickly are the types of questions that bring the team to South Africa.

"At 245 kays an hour [152 mph], we drop the front of the car 15mm [0.6 inches], so it takes on a different angle of attack," says Gush. "Once you get to that point, [we're] making sure that as you come up to it, you don't feel any changes in the steering, changes in the handling. You can record all that, but our job is to make sure you don't notice it."

At speeds sufficient to get 370 tons of Boeing 747 off the deck, the Bentley's firm, squatting stability is alarming. Or rather, it isn't. The four-door GT feels much tighter, sleeker, lower-running than the galloping, Orient Express immensity of the Arnage T.

While the high-speed ride had already found the balance between comfort and confidence, the ripply low-speed ride still needed refinement. Twenty-inch wheels, on unaltered suspension, are an option we didn't get to try. Another area still under discussion was the high-speed steering feel and feedback. More relaxed and forgiving than the Continental GT's at the straight-ahead position, it also bobbed gently in one's hands over surface contours.