Edmunds tests hundreds of vehicles a year. Cars, trucks, SUVs, we run them all, and the numbers always tell a story. With that in mind we present "Track Tested," a quick rundown of all the data we collect at the track, along with comments direct from the test-drivers. Enjoy.
In lieu of a blank field, generally speaking, we fill this section with quick insights, history, facts, or impressions of whatever car is the subject of the week's IL Track Tested. Not this time. We're just going with a list of options and prices on the 2011 Bentley Mulsanne we just tested. Skip to the numbers to see what a $285,000, 505-horsepower, twin-turbo 6.75-liter V8 can do in a 6,018-lb Bentley. For those interested:
Pale Sapphire paint: $4,225; Jewel Fuel Filler Cap: $345; Flying 'B' Radiator Mascot: $2,550; Veneered Picnic Tables: $2,265; Seat Ventilation and Massage: $3,000; Veneered iPod Drawer: $485; Bright Door Pillar Finisher: $545; Burr Oak Veneer: $4,630; Rear View Camera: $1,195; Valet Key: $250; Adaptive Cruise Control: $3,270; Bentley Wing Badge to Waistrails: $1,635; Bright Stainless steel matrix: $2,615; Ambient interior mood lighting: $390; Contrast stitching: $890; Drilled alloy sports foot pedals: $580; 21" two-piece sports wheel: $6,315 and what Bentley would be complete without the Naim Premium Audio System for $7,415. That's $42,600 worth of options not including the $2,595 destination fee and the yet-to-be-determined gas guzzler tax. Shocker, big Bentleys are big money.
Full testing results after the jump, and for a touch of class from Ye Olde England here in the colonies, we brought in a spot of rain.
Vehicle: 2011 Bentley Mulsanne
Driver: Chris Walton
Drive Type: Rear-wheel drive
Transmission Type: 8-speed automatic
Engine Type: twin-turbo V8
Redline (rpm): 4,500
Horsepower (hp @ rpm): 505 hp @ 4,200 rpm
Torque (lb-ft @ rpm): 725 lb.-ft. @ 1,750 rpm
Brake Type (front): 15.7-inch ventilated discs with 6-piston fixed calipers
Brake Type (rear): 14.6-inch solid discs with 2-piston sliding calipers
Steering System: Servetronic Hydraulic-assist, rack-and-pinion power steering
Suspension Type (front): Double wishbone
Suspension Type (rear): Multilink
Tire Size (front): 265/45ZR21
Tire Size (rear): 265/45ZR21
Tire Brand: Pirelli
Tire Model: P-Zero
Tire Type: All season
Wheel size: 21-by-9 inches
Wheel material (front/rear): Aluminum
As tested Curb Weight (lb): 6,018
0-30 (sec): 2.1
0-45 (sec): 3.6
0-60 (sec): 5.4
0-75 (sec): 7.7
1/4-Mile (sec @ mph): 13.6 @ 103.7
0-60 with 1-ft Rollout (sec): 5.1
30-0 (ft): 27
60-0 (ft): 111
Slalom (mph): 59.5 (59.5 stability control on)
Skid Pad Lateral acceleration (g): 0.79g (0.78 traction control on)
Db @ Idle: 37.3
Db @ Full Throttle: 72.5
Db @ 70 mph Cruise: 60.1
Acceleration Comments: What can I say but, "wow!: A 3-ton car this fast just doesn't compute. So, sport/ sport does shift quicker and Drive/Bently mode. 2nd gear is remarkably short and I can't recall a redline as low as this aside from a diesel. All of which make the performance even more remarkable. Noticed 'pinging' valves a couple of times-- needs 93 and not California's 91?
Braking Comments: Just as incongruously awesome as the acceleration. Quite a ot of dive but crazy powerful and fade free. Obvious electronic suspension aids.
Handling Comments: Skid pad: This car hides its substantial weight well, but less so on the skidpad where physics rule. The steering is gently weighted (in both off and dynamic ESC modes) and the front tires take the brunt of abuse. Responds sloooowly to throttle/steering adjustments (like a barge would). Still impressive grip. Slalom: With ESC off, the car feels more capable than it truly is (eg: steering is responsive, precise) and the adaptive suspension does what it can, but all the mass and long wheelbase ultimately make it understeer rather badly, limiting the speed through the cones. Interesting that ES Dynamic matched my best off-run. Seems to indicate physics laws intact.