Bentley Continental used buying guide: a £110k legend for £9000

Many will have been swapped for a more modern system, though. Just check it's well integrated.

A used Conti holds up well as a daily driver too. It's powerful, the boot is large and the roadholding is excellent thanks to standard four-wheel drive and adjustable air suspension.

It rides well, has surprisingly communicative steering and grips for longer than ought to be possible at this weight, although refinement isn't up to par against alternatives like a Mercedes CL or Range Rover.

Otherwise, even the six-speed ZF automatic doesn't feel antiquated, being sufficiently geared to allow a 196mph top speed.

In 2006, a convertible GTC joined the range and we felt it was the best and most authentic Conti we'd driven to date. Yes, the 2546kg kerb weight is frightful, but it is brilliantly insulated, keeping the cabin calm even at 175mph.

In 2007, Bentley facelifted the range, lightly altering the styling and interior and improving the ride. A new Mulliner Driving Specification option included drilled alloy sport pedals, a knurled chrome gearlever and diamond-quilted leather for the seat facings and doors.

The 600bhp, 553lb ft Speed was also introduced, which combined with suspension changes made the GT properly enjoyable so long as it wasn't pushed too far.

For even more performance, the Supersports arrived in 2009 with 621bhp and 590lb ft and the capability of running on E85 biofuel. It shed 110kg (including the rear seats) and a genuinely exciting Bentley was created.

Don't buy a cheap Conti without being prepared to spend what you paid for it all over again, but you'll still have one of the best bargains on the road, looking and feeling a million dollars. 

What to look for

Water ingress: The most notorious and costly fault involves water ingress in the front left-side footwell, which houses large sections of the wiring loom and ECUs. Any evidence of damp, a musty smell, or flickering electronics could mean a massive, £15,000-plus wiring loom repair.

Air suspension: The multi-mode air suspension is complex and prone to failure, usually due to leaking air struts or a failing compressor. Listen for knocking noises (worn bushes/drop links) and check if any corner of the car sits lower after being parked overnight. Replacements are very costly.

Cooling system: The W12 is densely packed and generates huge heat. Common failures include the water pump, coolant leaks from brittle vacuum hoses and radiator corrosion. Due to the engine's packaging, accessing these parts is hugely labour-intensive, exponentially inflating the repair bill.

Battery: The GT uses two batteries and is notorious for draining them if left standing. Flat batteries can cause electrical systems and modules to throw error codes. Ensure both batteries are healthy and budget for a trickle charger if the car is not a daily driver.

Brake wear: The brake discs are immense 405mm steel units as standard. Budget £1000 for replacements all round, or £10,000 for the carbon-ceramic ones.

Electrics: Check that all complex electronics - the electric seat motors, the infotainment (prone to freezing) and the GTC soft-top mechanism (where applicable) - are fully functional. Replacing a failed convertible roof hydraulic system or motor will result in a five-figure bill.

Also worth knowing

There's a third Continental in the family: the Flying Spur. It's pretty much a GT stretched by 300mm with added doors and a traditional saloon-shaped boot. At the time, we regarded the muted W12 as a perfect fit for a limo and the acres of rear leg room appealed. But because of the slightly gawky styling, they're now the cheapest of the Contis.