Bentley Continental R review

When new, these cost a lot. Shocking, we know. By the end of its life a base Continental R was a few quid short of £200,000, with a tarted up Mulliner like you see here commanding £225,000 or more.

Rarer and more expensive still were the Continental T (a 4in shorter wheelbase nipped at rear legroom but improved the handling, while the top speed rose from 155 to 170mph) and the Continental Sedanca Coupe, which took the weenier T and removed its roof in targa-top fashion. Just 79 were built, over half of them in left-hand drive for sunnier climes. Sales were roughly 1,500 for the R, and a mite over 300 for the T.

But nowadays?

Go for an R and prices are pretty favourable. While not the entry point into Bentley ownership – that still belongs to its Nineties saloon equivalent, the Turbo R, which can be had for under ten grand if you’re canny – a starting point of £30,000 is appealing for a car that’s so rare and, dare we say it, still rather exquisitely styled.

You might be looking at 100,000 miles (or more) for that sort of money. While not a big deal in theory – it’ll be fewer than 5,000 miles per year on average – big distances will obviously have taken their toll on the Conti R’s big and expensive consumables if they’ve not been renewed with the necessary vigour.

A £40-50k budget opens up loads more options with loads fewer miles, while a late Mulliner like you see here will command around £80k with low miles and from a specialist forecourt. A wide range of prices, then, and happily the colours and specs vary vividly across the board. People dared order these in bold schemes. Hurrah! Want one of those rare Continental Ts? We found one on sale for £110,000.

What should I keep my eyes peeled for?

The main issue to look for when buying an old Continental is corrosion. While they won't rot like an old French hot hatch, a proper inspection of sills and arches – cranking the steering lock to its extremes at the front to have a proper look in there – is essential. Inside, check the front seats fold neatly and effortlessly forward to allow passengers access into the back without cricking their back.

As a big, heavy car, it’s worth listening for knocks on the test drive which could indicate the upper and lower ball joints are suffering. It's a few hundred quid each corner to fix. And make sure the car looks ‘right’ when observed in side profile; if its bum is slumped to the ground, the self-levelling suspension’s knackered.