The green Mitsubish Lancer Evo X is boasting 650 HP. The Bentley Continental GT (yes that's what's hiding under that awful body kit) brags of 800 HP. The Tundra? Well it's a huge lifted truck with green tribal grpahics...need we say more? And to think this is just the tip of the SEMA iceberg. [via MotorAuthority]

This car has had a mild donk treatment, but it's just the wheels- no suspension destruction, bubbly purple window tint, or rhinestone emblems indicating wheel diameter. If you like the way it looks with these wheels, great… and if you don't, it could be switched back to factory wheels and hubcaps in a matter of minutes.


For '66, the four-door sedan Continental listed at $5,750, which was 169 bucks more than the Cadillac DeVille four-door hardtop and just $17 more than the Imperial four-door. The Lincoln came with a 340-horse 462 engine, the Cadillac had a 340-horse 429, and the Imperial won the luxo-barge horsepower war that year with 350 horsepower out of its 440-inch plant. Which one was the best-looking of the three? I just can't decide!

Continental: Found this convertible MKIII Continental appeared yesterday around the corner from my house (Boston, MA). You can see a tarp in the back seat, so I am guessing the top isn't working at the moment. You can also see some wires bleeding from the driver door. You can't really see much from the pictures, but the car is beat-up from head to toe. It has a Key West "Mile 0" marker sticker, so I am wondering if or when it made that 27+/- hour trip. Im not sure who the "Quinn 74" sticker is for. Trying to find a specific Quinn in Boston is like trying to find a needle in a needle-stack. It has Mass plates, so I am surprised the body panels are not eaten-up. There is also a forth-gen Continental that lives on my street, I was going to send pictures with my better camera with that one.

Nova: I was riding around on my lunch time and found this early 70's Nova. It was sitting in the middle of a loading dock around an industrial/warehouse area in South Boston. I think it is a straight-six from the look of the oil pan.

Spitfire: Funny, after all that British Leyland talk, I rode past this Triumph yesterday after work. Seems to be in good condition, even the top looked good. I didn't spot any rust on it, besides on the muffler. I thought it was funny to see the Mass plate that says "Spirit of America" just over the Triumph badge. Spotted in an industrial area in South Boston.

The group of hoon-igans reportedly rented the cars for just under $10,000 apiece from Pearl Rentals of Wembley. The Sun claims the story is as follows:

"a sharp-suited group of Asian-looking men...wrecked a Ferrari on Saturday after smashing into another of the cars. The Lamborghini — one of three rented — was totaled when it hit a tree in Bridgnorth, Shrops, on Sunday."

Amid all the mashed-up metal, supposedly an Audi R8 escaped unscathed. New luxury triumphs again, apparently.

We're also told UK cops are still trying to find the drivers and other accomplices. So, if you're in the UK and you spot a group of "Asian-looking men" wearing ruffled, yet still quite sharp, suits walking down the side of the road. Be sure to call your local constable.

[The Sun]

In 1961, Dwight D. Eisenhower popularized the term "Military-Industrial Complex" in his farewell address, but what about the Rust-Missing Parts Complex that dominates your typical 1961 Hell Project? You'll have an even more tenuous connection to your sanity than Eisenhower does to Project Car Hell when you peel off 45 Benjamins to obtain this pair of 1961 Lincoln Continental convertibles. Some of you quitters might take one look at those photos and figure there's no way in hell anyone could ever make even one nice car out of those heaps, but that's like looking at the plans for the Bay Of Pigs invasion and saying it could never work! What if Ike had done that? The seller claims these two '61s are "90 to 100% complete," and that each car has "low original mileage." You see? Easy! At most you'll be chasing down 10% of the parts that make up an automobile, and how hard could that be? You could make one car and use the other for parts, or go for broke- literally- and restore them both.

Is it fair to make anything American- even a two-for-one deal- face off against a French car in a Choose Your Eternity challenge? Maybe not, but we're going to give Detroit a shot at a stunning upset over the perennial PCH Champeen today; just imagine that Project Car Hell trophy sitting in the lobby of Ford's HQ... in a mound of kitty litter, to catch all the leaking oil and rust flakes. We're not making it easy for Dearborn, however, because we've got this '61 Simca Aronde, with a what-the-hell price of just $650. Look at that fine French machine and try to tell us you wouldn't feel like a million francs driving it down the boulevard after a full restoration and/or customization. The latter approach might be best, since it already comes with an unnamed Datsun engine. We're sure that engine will work just fine, because the seller wants us to know it "is supposed to be a good one." It might be absolutely impossible somewhat challenging to get all the glass you'll need, because "Some of of the windows are good," but the contacts you'll cultivate in France while searching for a windshield will come in quite handy when it comes time to locate all the missing trim pieces.

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Sadly, this is just the fourth vintage Lincoln I've found for this series. That's enough cars for us to have a poll, though! I found this car parked on the same block as the '67 Vista Cruiser and just around the corner from the Volvo P1800.


This might actually be a '71; the external appearance of the '70 and '71 Mark IIIs is pretty much identical. Both came with the 365-horse 460 engine, which was needed in order to get this two-and-a-half-ton machine moving.


You don't need a Continental kit when you have an actual Continental! And, yes, I'm aware of the pair of Cougars in the background; we'll see them later. The car in the driveway is off limits, unless it moves onto the street at some point.

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First up is what appears to be a '40 Ford Mercury with a towbar semi-permanently attached. It looks like it runs under its own power, so perhaps it lives behind a giant RV most of the time; bet that makes an impression at the campground! The chainsaw manual on the front seat is an interesting touch.


Now here's a pack of three Ford products- technically, two Fords and a Lincoln- that live together in EJacobs' neighborhood. Looks like we've got a '68 Fairlane 500, a '53 Ford, and a '77 Lincoln Continental Mark V coupe. Fords from three different decades, and virtually no parts interchangeability!


Last up are some photos of a matched set of three Fairlane 500s, clearly owned by the same person. It seems to be a Denver tradition to own three similar old cars and park them on the street, and the owner of these Fairlanes might well have more of them stashed in the garage and/or the back yard. I believe we're looking at two '65s and a '67, two coupes and a sedan. The rough-looking '65 in the middle is clearly the hot rod of the trio, with traction bars, dual exhaust, the half-Cragar treatment, and a floor-shift manual transmission. It's got 289 emblems, but there's no telling what's really under the hood; let's hope it's a 427!

Continental Flying Spur and Continental Flying Spur Speed

INTRODUCTION

The new Bentley Continental Flying Spur is set to deliver even greater levels of refinement, comfort and opportunities for customer personalisation. The class-leading 12-cylinder luxury saloon will also be joined by the 600 bhp (610PS) Continental Flying Spur Speed. The most powerful 4-door car ever produced by the British manufacturer, the Flying Spur Speed offers the pure driving experience and uncompromising performance synonymous with all Bentleys bearing the Speed legend.

The Continental Flying Spur has been an extraordinary success story for Bentley since its launch in 2005. Its unrivalled combination of exciting performance, luxury, craftsmanship, style and four-door practicality has broadened the appeal of the Continental range. The Flying Spur has become the most successful 12-cylinder luxury saloon in the world and has played a pivotal role in the revitalisation of Bentley.

The instantly recognisable style of the Flying Spur undergoes a subtle evolution with changes to the front and rear design. The new, more upright grille and bolder lower air intake accentuate the distinctive Bentley profile, while the new rear bumper delivers a more aggressive and sleek appearance.

A comprehensive range of noise-absorbent measures including acoustic glazing, tri-laminate body undertrays and wheelarch liners ensure that cabin refinement, already a hallmark of the Continental Flying Spur, is best in class.

The new Flying Spur may now be specified with a sophisticated follow-to-stop, radar-based Adaptive Cruise Control system, which monitors traffic ahead and manages the throttle and brakes to maintain a pre-set time gap, up to a driver selected set speed.

As a further option, the new Naim for Bentley audio system provides the world's best in-car sound stage. Designed exclusively for Bentley by Naim, the renowned British hi-fi manufacturer, the system features an 1100 Watt amplifier, the most powerful unit offered in a production car, and 15 custom-built Naim speakers, including dual Naim sub-woofers. The next-generation Digital Signal Processor further enhances the listening experience.

The aluminium-intensive suspension of the Flying Spur features revised spring and dampers and a new bespoke 19-inch Pirelli UHP tyre for outstanding levels of ride quality, comfort and refinement.

Bentley's commitment to the highest quality of craftsmanship and customer personalisation is highlighted with an enhanced choice of beautifully crafted wood marquetry and chrome inlays. In addition, seat piping, a traditional Bentley feature, is introduced on Flying Spur together with two new hide colours. Three new colours and four duo-tone paint combinations are added to the exterior paint palette.

The 600bhp Continental Flying Spur Speed unleashes the same potent performance and intense levels of driver engagement as its highly acclaimed stablemate, the Continental GT Speed.

Inspired by Bentley's legendary 'Speed' models that first appeared in 1923, the Flying Spur Speed offers a range of headline performance figures including a 0-60mph sprint time of 4.5 seconds and a top speed of 200mph.

A lowered ride height, uprated and redesigned suspension as well as retuned steering deliver outstanding agility and body control. Exceptional grip comes from the unique 9.5Jx20 multi-spoke alloy wheels with bespoke Pirelli P-Zero UHP performance tyres.

The Flying Spur Speed is distinguished by subtle design cues which emphasise its performance credentials, including dark-tinted radiator and air intake grilles, wider rifled exhaust tail pipes and unique 20-inch multi-spoke alloy wheels.

Bentley Chairman and Chief Executive, Dr Franz-Josef Paefgen explains the rationale behind the new range:

"The global success of the Continental Flying Spur has created a new generation of Bentley owners. Responding to their feedback, we have refined an already remarkable car and with the debut of the Flying Spur Speed we are extending its appeal."

CONTINENTAL FLYING SPUR RANGE - NEWS IN BRIEF

CONTINENTAL FLYING SPUR

Styling evolution

- New front end design with:
o More upright front grille with bright chrome matrix
o Larger, lower air intakes
o Chromed headlamp bezels
o Optional bright chrome matrix lower grille

- New, more slender rear bumper design with:
o Wraparound brightware and black valance.
o Bright tail lamp bezels.

Best-in-class cabin refinement

o Acoustic glass to side and rear windows
o New acoustic tri-laminate undertray and wheelarch liners
o Retuned exhaust system

Enhanced driving dynamics

- The aluminium-intensive suspension features revised spring, anti-roll bar and damper settings and a new bespoke 19-inch Pirelli UHP tyre, for outstanding levels of ride quality, comfort, response and refinement.
- New design 19-inch 5-spoke alloy wheels.
- Retuned Servotronic power steering for improved feedback and feel.
- New 'Sport Traction' mode from ESP 8.1 system offers superb traction without being intrusive.

- Optional fade-resistant carbon ceramic brakes provide improved brake feel (only available on 20-inch wheels).
o Discs last lifetime of car and pad life doubled (in normal driving conditions).
- New, follow-to-stop precision radar-based Adaptive Cruise Control with five time-gap settings.
- Power output of the twin turbo 6.0 litre W12 engine remains at 552bhp (560PS/412kW).
- Top speed of 195mph (312km/h) and 0-60mph in 4.9 seconds (0-100km/h in 5.2).

Enhanced cabin comfort and customer convenience

- New optional exclusive Naim for Bentley audio system with 1100 Watt amplifier provides the world's best in-car sound stage.
- New optional glovebox-located iPod, MP3 & USB interface connects personal music to the in-car infotainment system.
- Multi-layer seat construction for enhanced comfort.
- New optional full width rear seat with electrically adjustable outboard positions and fixed central seat.
- Park distance control system with new graphics on infotainment screen
- Aluminium foot pedals incorporating the "B" Bentley logo.

Improved personalisation and bespoke choice

- Enhanced choice of handcrafted interior and exterior finishes include:
o Contemporary style marquetry with crossbanding to door waistrails (Walnut & Chestnut veneers only).
o Traditional style marquetry with crossbanding and inlay to fascia, door waistrails and upper centre console (Walnut & Chestnut veneers only).
o New chrome inlay strip to door waistrails.
o New two tone interior hide colour options providing greater opportunities for personalisation.
o Two new interior hide colours, Linen and Imperial Blue.
o Seat piping now available in 16 colours to allow customer to match secondary hide or single tone interior.
o Three new standard exterior paint colours (Havana, White Sand and Onyx) along with four unique duo-tone paint combinations (Havana, Dark Sapphire, Onyx and Midnight Emerald) for the first time on the Continental family

THE NEW CONTINENTAL FLYING SPUR SPEED

The new Flying Spur Speed shares the enhancements of the Continental Flying Spur model above with the following additions taken from the acclaimed GT Speed:

- A more powerful 600bhp (610PS/449kW) version of Bentley's highly acclaimed W12 with 553 lbft (750 Nm) of torque.
o A 9% increase in power and 15% increase in torque.
o Maximum torque constant from 1750 rev/min.

- More engaging Bentley driving experience through uprated chassis:
o 10mm lowered ride height, uprated spring/damper settings and uprated anti-roll bars for improved agility and body control.
o Exceptional roadholding thanks to superior grip from unique 9.5Jx20 multi-spoke alloy wheels with bespoke Pirelli P-Zero performance tyres.
o Improved steering response achieved through retuned speed-sensitive Servotronic system, solid-mounted front subframe and stiffer rear bushings.
o 'Dynamic' mode introduced on the uprated Bosch 8.1 ESP system with more progressive intervention to cater for the more spirited driver.
- 0-60mph in 4.5 secs (0-100km/h in 4.8s) and a top speed of 200mph (322km/h).

- Unique Speed model styling cues:
o Front grille and lower air intakes in dark-tinted chrome matrix.
o Bright chrome grilles available as a no cost option.
o Wider rifled sports exhaust tail pipes.
o 'Speed' treadplates to all four doors.
o 3-spoke Sport leather steering wheel.
o Optional bright or dark tint aluminium fascia panel.
o Drilled alloy sport foot-pedals, knurled chrome/hide gearlever.
o Diamond quilted hide to seat facings and door panels.

THE NEW 2009 CONTINENTAL FLYING SPUR

With typical Bentley understatement the styling of the new Continental Flying Spur is both evolutionary and subtly effective. At the front, the new bright chrome radiator grille, now more vertical, has a more pronounced square edge, accentuating the distinctive Bentley profile.

Beneath the grille, the new lower bumper features a wider, bolder central air intake. The black matrix grille also provides a 14 percent increase in airflow for the more powerful Speed version and the charge cooler intakes are positioned on the corners.

The lower grilles may also be specified in bright chrome to complement that of the main radiator. Chromed bezels around the headlamps complement the new frontal design.

At the rear, the new bumper with black lower valance and wraparound chrome trims make for a more slender appearance that is complemented by new chromed tail lamp bezels. Director of Design, Dirk van Braeckel explains the styling evolution:

"The Flying Spur is instantly recognisable on the road and we were keen to retain its individuality. The subtle styling changes have given the car a fresh look at the front and sleeker, more balanced appearance at the rear."

Enhanced cabin refinement

Since its launch in 2005, the Continental Flying Spur model has achieved a well-deserved reputation for outstanding cabin refinement. For the new model range, the Bentley engineering team were tasked to build on this success and create a unique cabin ambience with best in class refinement and comfort.

Key to that improvement is a comprehensive package of enhancements to the Flying Spur's already impressive acoustic suppression technology. The complex double-glazed windows, a standard feature since launch, now feature a sophisticated acoustic laminate inner layer for all side and rear windows. In addition, new tri-laminate acoustic underbody trays and wheel arch liners absorb road noise.

A redesigned exhaust system provides greater refinement while maintaining the sporty, baritone character of the exhaust note. Overall, these changes deliver a substantial improvement in cabin refinement.

Bentley's Head of Body and Trim Engineering, Peter Guest, explains the effect of this acoustic management:

"We are immensely proud that the cabin refinement of the new Flying Spur is best-in-class. While achieving superb levels of noise insulation, the sporting character and sense of connection with the road is undiminished."

Enhanced driving dynamics and ride comfort

At the heart of the Continental Flying Spur is Bentley's 6-litre, twin turbocharged W12 engine, the most compact 12-cylinder engine in production. The 48-valve head employs four camshafts and continually variable valve timing. Power is transmitted via an uprated ZF six-speed automatic transmission.

The W12 engine continues to produce 552bhp (560PS/412kW) at 6100 rev/min and a maximum torque of 650Nm (479lb ft) from 1600 rev/min across virtually the entire rev range.

In common with all Continental models, the Flying Spur employs a complex four-link suspension at the front and a trapezoidal multi-link system at the rear.

Much of the suspension is made from lightweight aluminium, benefiting steering feel and rolling comfort. Self-levelling air springs are standard, constantly monitoring and adjusting the ride height and damping according to road conditions.

Outstanding levels of ride quality and comfort were the target for the new Continental Flying Spur and to achieve this, Bentley engineers have recalibrated both spring and damper settings and introduced a new bespoke 19-inch Pirelli P-Zero UHP tyre.

Using the same technology as the 20-inch performance tyre introduced on the 2008 Continental GT Speed, the 19-inch version is specially developed to optimise ride comfort and noise suppression, while providing outstanding grip and agility.

The hydraulics of the speed-sensitive Servotronic rack and pinion steering system have been retuned to reduce friction and improve steering feel and driver feedback.

The uprated advanced electronic stability control (ESP) 8.1 system has a new 'Sport Traction' mode that moderates ESP intervention at low speeds whilst providing a greater degree of driver interaction and control, offering superb traction without being intrusive.

Both Flying Spur models can now be specified with Bentley Adaptive Cruise Control (ACC).

As with conventional cruise control, ACC will maintain, within close limits, a 'set speed' as selected by the driver. In addition, ACC uses a long-range radar sensor, mounted in the lower front grille, to monitor the road ahead for other vehicles. When a slower moving vehicle is detected, the system automatically adjusts braking and acceleration to maintain a 'time gap', as selected by the driver.

The 'time gap' also controls the vehicle dynamic response. The larger the time gap the more relaxed the acceleration and braking, allowing the driver to tune the ACC system to suit their own driving style and traffic conditions.

All Flying Spur models are equipped with the largest brakes of any production passenger car on sale today, with 405mm x 36mm ventilated front discs and 335mm x 22mm rears.

Bentley's carbon/silicon carbide brakes (CCB) are offered for the first time as an option on Continental Flying Spur. With even larger 20mm x 40mm cross-drilled front discs and 356 x 28mm rears, with eight-piston callipers, they may only be specified with 20-inch alloy wheels.

The lightweight, fade-resistant braking system minimises disc distortion under high thermal conditions. Under normal driving conditions the brake discs will last the lifetime of the car and brake pad life is doubled compared with the standard system. A 20kg reduction in rotating and unsprung mass also benefits steering response and handling.

Brian Gush, Director, Chassis and Powertrain Engineering, comments:

"True to the Bentley tradition, the Flying Spur delivers effortless power while significant advancements in ride quality and comfort further emphasise its deserved reputation for world-class luxury. The new Speed model exemplifies our passion for creating cars that deliver truly exceptional performance and driving enjoyment."

Enhanced cabin comfort and customer convenience

The 2009 the Continental Flying Spur is the first model to feature the new Naim for Bentley audio system to create the world's best in-car sound stage.

Designed exclusively for Bentley by Naim, the renowned British hi-fi manufacturer, it features an 1100 Watt amplifier - the world's most powerful production unit fitted in a car - and 15 speakers. The speaker drive units are specifically tailored by Naim to the cabin of each model in the Bentley range to provide a unique and personalized audio experience.

Bentley is also the first car manufacturer to use a next-generation Digital Signal Processor (DSP) in its audio system, enhancing the listening experience still further.

All cars are now fitted as standard with a handset allowing rear passengers to control the main infotainment system.

A new optional iPod, MP3 and USB interface is located in the glovebox, enabling customers to connect personal music to the in-car infotainment system. When an iPod is connected, the tracks are displayed on the infotainment screen.

This perfectly complements the optional rear seat entertainment package that comprises two headrest-mounted 7-inch LCD screens, a 6-DVD multi-changer and two sets of headphones. An enhanced remote control unit now incorporates the rear seat entertainment systems.

A further driver convenience feature is introduced for the park/distance control. The new graphics readout on the console-mounted infotainment screen complements the audible signal.

All new Flying Spur models also benefit from significant developments to the cabin interior. The seating of all new models is extensively redesigned, with a multi-layer seat construction the comfort of which is optimised using different materials.

Employing the latest body profiling databases, the seats are constructed to offer the optimum shape for front and rear seat occupants. In addition, the rear seat cushions are lengthened by 40mm for additional comfort and support.

For the first time on Flying Spur, customers specifying a five-seat configuration may now opt for a rear-seat configuration with fully adjustable outboard positions and a fixed central seat. The outer seats have full lumbar adjustment together with heating and massage functions and a facility to adjust the position of an unoccupied front passenger seat for even greater legroom. Seat ventilation is available as an optional extra.

Improved personalisation and bespoke choice

Already renowned for its unrivalled standard of interior craftsmanship, the cabin of the Continental Flying Spur is now even more luxurious, offering unparalleled opportunities for personalisation in this segment of the market. This follows an extensive development programme that marries the latest production technology with the skills of Bentley's craftsmen and women at its factory in Crewe, England.

Continental Flying Spur customers may now choose from an array of beautifully crafted inlays. These include chrome inlays to door waistrails and a choice of intricate marquetry wood inlays in contemporary and traditional designs, creating a unique and personalised appearance.

The contemporary style inlays comprise crossbanding to the door waistrails while the traditional style inlays feature crossbanding and inlay to fascia, door waistrails and upper centre console. Both are available for Walnut and Chestnut veneers.

To further enhance the interior specification, seat piping is now available as a cost option and can be ordered in a contrast or non-contrast condition from the full colour palette of interior hides.

In addition, a new approach to the interior hide colour combinations provides customers with greater opportunities for personalisation. The door waistrails and lower door panels may now be matched to secondary hide while the centre door pads and armrests remain matched to the main hide colour creating a new two-tone effect.

Additions to the 2009 Flying Spur palette include two new hide colours (Linen and Imperial Blue) as well as three new standard exterior paint colours (Havana, White Sand and Onyx). Four unique duo-tone paint combinations (Havana, Dark Sapphire, Onyx and Midnight Emerald) are available for the first time on the Continental family.

THE NEW CONTINENTAL FLYING SPUR SPEED

Following the highly successful introduction of the Continental GT Speed coupe in 2007, Bentley - almost half of new Continental GTs now sold are Speed versions - Bentley now offers the 600bhp (610PS) W12 powertrain in the new Continental Flying Spur Speed to deliver a more powerful and engaging Bentley driving experience.

The Speed engine develops 15 percent more torque and nine percent more power than the standard Flying Spur, while engine efficiency is optimised by the use of lower friction, lighter-weight components and a new engine management system. The resultant performance is exceptional, with a top speed of 200mph (322km/h), a zero to 60mph sprint time of just 4.5 seconds (0-100km/h in 4.8s) and effortless overtaking capability.

The most powerful four-door Bentley ever made, the Flying Spur Speed blends understated design cues to distinguish it from the Flying Spur. Its front grille and lower air intakes are dark-tinted chrome, while at the rear wider rifled sports exhaust tailpipes hint at the potential of the Speed model.

New 20-inch multi-spoke wheels available in both bright silver or darkened tungsten carry bespoke Pirelli PZero performance tyres introduced on the GT Speed model, which provide the car with superb grip and feedback.

The Speed's sporting performance is complemented by a highly capable chassis. Tauter handling and greater steering response with sharper turn-in and improved driver feedback is achieved through a retuned Servotronic steering system, direct-mounted front subframe and stiffer bushings.

Improved agility and body control is also achieved through uprated spring and damper settings as well as thicker anti-roll bars front and rear. To aid the car's high-speed dynamics, the Flying Spur Speed's self-levelling air suspension sits 10mm lower.

The advanced electronic stability programme (ESP), uprated to ESP 8.1 for both models, provides a greater degree of driver interaction and control.

The Flying Spur Speed offers a new 'Dynamic Mode' that allows increased wheel slip at higher speeds. Torque is reinstated more quickly after the traction control system is triggered, giving the spirited driver a greater sense of control and the ability to exploit the full potential of the new engine.

Dr. Ulrich Eichhorn, Member of the Board Engineering, comments:

"The new Flying Spur advances its Bentley performance credentials while delivering outstanding refinement and comfort through our unique application of advanced technology and traditional craftsmanship.

With 600 bhp and a sports-tuned chassis, the Flying Spur Speed redefines customer expectations of a large, four-door luxury saloon. The performance, handling and agility set new benchmarks."

TECHNICAL SPECIFICATION
MODEL TYPE Four-door

ENGINE
Type 12-cylinder, 6-litre twin-turbocharged engine
Installation Front, longitudinal, all-wheel drive
Construction Alloy heads and block
Bore/stroke 84 x 90.2mm
Capacity 5998cc
Compression ratio 9.0:1
Valve gear Chain-driven DOHC per bank, 4 valves per cylinder, cam phased inlet and outlet
Power Flying Spur: 552bhp/560PS/412kW @ 6100rev/min
Flying Spur Speed: 600bhp/610PS/449kW @ 6000rev/min
Torque Flying Spur: 479lb ft/650Nm @1600rev/min
Flying Spur Speed: 553lb ft/750Nm @ 1750rev/min
Fuel 98 (95) RON

TRANSMISSION
Type Continuous all-wheel drive
Gearbox ZF 6-speed automatic
Ratios 1st: 4.17
2nd: 2.34
3rd: 1.52
4th: 1.14
5th: 0.87
6th: 0.69
Final drive: 3.526
PERFORMANCE
Top speed Flying Spur: 195mph (312km/h)
Flying Spur Speed: 200mph (322km/h)

0-60mph (0-100km/h) Flying Spur: 4.9 seconds (5.2 seconds)
Flying Spur Speed: 4.5 seconds (4.8 seconds)

0-100mph (0-160km/h)
Flying Spur: 11.3 seconds (11.3 seconds)
Flying Spur Speed: 10.5 seconds (10.4 seconds)

50-70mph (80-120km/h) Flying Spur: 2.6 seconds (3.3 seconds)
Flying Spur Speed: 2.4 seconds (3.1 seconds)

SUSPENSION
Front Complex multi-link, computer-controlled self-levelling air suspension, anti-roll bar
Rear Trapezoidal multi-link, computer-controlled self-levelling air suspension, anti-roll bar

STEERING
Type Rack & pinion, power-assisted, speed-sensitive
Turns lock to lock 2.7
Turning circle (kerb to kerb) 11.8m (38.7 ft)

BRAKES
Front 405mm ventilated discs (optional 420mm carbon/ silicon carbide, cross-drilled discs)
Rear 335mm ventilated discs (optional 356mm carbon/ silicon carbide, cross-drilled discs)
Anti lock Standard with Electronic Stability Programme (ESP)

BODY & CHASSIS
Construction Steel monocoque
Length 5290m m (208.26in)
Width (inc. mirrors) 2118mm (83.39in)
Weight 2475 kg (5456lb)
Height Flying Spur: 1475mm (58.1in)
Flying Spur Speed: 1465mm (57.7in)
Wheelbase 3065mm (120.67in)
Front track 1623mm (63.9in)
Rear track 1607mm (63.27in)
Wheels Flying Spur: 9.0J 19-inch Alloy (optional 9.0J 20-inch Alloy)
Flying Spur Speed: 9.5J 20-inch Alloy

Tyres (bespoke) Flying Spur:
275/40x19 bespoke Pirelli P Zero (optional 275/35x20)
Flying Spur Speed:275/35x20 Pirelli P-Zero
Tyre pressure monitoring standard

Luggage volume 475 litres (16.7 cu.ft./ 0.47m3)
Fuel tank capacity 90 litres (19.8 gallons/23.8 US gallons)

INTERIOR DIMENSIONS
Front legroom 1054mm (41.5in)
Rear legroom 980mm (38.58in)

FUEL CONSUMPTION/EMISSIONS
Fuel consumption Urban: 11.2mpg (25.3 litres/100km)
Extra Urban: 24.3mpg (11.6 litres/100km)
Combined: 17.0mpg (16.6 litres/100km)
Carbon dioxide emissions 396g/km
Emission controls EU 1V and US LEV II
EPA Drive Cycle City Driving: 10.0mpg (US)
Highway Driving: 17.0mpg (US)

CONTINENTAL FLYING SPUR STANDARD FEATURE SPECIFICATIONS
INCLUDE:

EXTERIOR FEATURES
Bright chromed grille
Black lower grille
Twin Bi-Xenon headlamps with chrome surrounds
Twin oval stainless steel tail pipes
Keyless entry and ignition
Power latching to all doors
Rain sensing wipers
Electronic tyre monitoring system
Choice of 16 standard exterior colours

INTERIOR FEATURES
Burr walnut to fascia, front & rear console and door waistrails
Choice of 17 standard interior hide colours
Single tone, 4-spoke hide-trimmed multi-function steering wheel
Hide and chrome trimmed gear lever with
manual shift change facility
Four-zone electronic climate control
Electronically adjustable front seats with memory and heat settings
Integrated Bluetooth phone system with remote SIM access profile (rSAP)
Telephone voice dialing
Infotainment system with DVD Satellite Navigation and hi-fi system with remote control and 6 CD changer
Breitling clock
Steering column-mounted gear shift paddles
Engine stop/start button
Electronic cruise control
Footpedal with Bentley 'B' emblem

CONTINENTAL FLYING SPUR SPEED FEATURE SPECIFICATIONS
INCLUDE:

EXTERIOR FEATURES Dark chromed radiator and lower grille
Sports tuned exhaust with twin rifled oval stainless steel
Sports tail pipes
Lowered sports suspension (10mm front & rear)
Painted black finish to engine cover
20 x 9,5J wheels with bespoke performance tyres

INTERIOR FEATURES Unique treadplates bearing 'Speed' name
Diamond quilted hide to seat facings and doors
Embroidered Bentley emblem to head rests
Indented hide headlining
Single-tone, 3-spoke hide-trimmed multi-function
Sports design steering wheel with silver switch surround
Sporting gear lever finished in knurled chrome and hide
Drilled alloy sport foot-pedals

A SELECTION OF OPTIONS AVAILABLE SEPARATELY:
· Naim for Bentley Premium Audio System
· iPod/ MP3/USB interface
· Traditional style cross banding and inlay to fascia, door waistrails and upper
centre console (Walnut and Chestnut veneers only)
· Contemporary style cross banding to door waistrails (Walnut and Chestnut
veneers only)
· Chrome inlays to waistrails
· Choice of upgraded veneers
· Fascia panels available in bright or dark tint* aluminium
· Fascia panels, header and centre console in bright or dark tint aluminium*
· Rear seat configuration with fully adjustable outboard positions and a fixed
central seat.
· Seat piping to front and rear seats in 17 colours
· 4-spoke wood and hide-trimmed multi-function steering wheel
· Exterior paint match service to customer specification
· Exterior paint colour from Arnage range

*Available on Continental Flying Spur Speed only

THE MULLINER DRIVING SPECIFICATION
( OPTIONAL ON CONTINENTAL FLYING SPUR ONLY)
INCLUDES:
• Choice of veneers - Burr Walnut, Dark Stained Burr Walnut,
Piano Black (additional veneers available at extra cost)
• Drilled alloy sport foot-pedals
• Sporting gear lever finished in knurled chrome and hide
• Diamond quilted hide to seat facings and door panels
• Embroidered Bentley emblem to headrests
• Indented hide headlining
• 20'' 7-spoke 2-piece alloy sports wheels

[Source: Bentley]

We had a 928 here just a couple weeks ago, but the cool/hell equation is just irresistible with Porsche's front-engine V8 machine. It's fast, good-looking, sold for vast sums when new, and has a scary-sleazeball Tony Montana aura you just can't deny... and you can find them dirt cheap nowadays. Well, dirt cheap provided you're willing to fix everything a few things. How about a genuine Porsche 928 for just 600 bucks? Come check out this '82 in Connecticut, which is priced down in 24 Hours of LeMons territory. Come on, you know you can sell off more than a hundred bucks worth of stuff from this car, and you've got 3 months to go before the New England race! Or perhaps you want to make it a daily driver and sell cocaine commute to work with it. Either way, you'll need to do something about the transmission, because the seller describes it as "dodgy." We're assuming that means "inert hunk of leaky metal," but maybe it still sort of works! The color is "obviously black," which should count for something, and the engine starts. It also "smokes and is missing," which hand-wringers might interpret as cause for concern... but not you! You'll have that thing purring in no time- it's probably just the spark plugs, right?

Yeah, can't argue with the coolness of the 928, but how about if you're looking for something with a little more presence? You want a big classic Detroit luxomobile, but you'd rather take the bus than drive yet another Cadillac? We hear you brother (or sister), and we've got the solution: This 1958 Lincoln Continental, which could darken your garage for a mere grand. Now, you could probably sell off $500 worth of parts from this vessel and qualify for LeMons on the money front, but (fortunately for the other racers) this thing tips the scales well beyond the 4,000 pound shipping-weight limit called for in the rules. That's OK, because a car like this should be glamorous, with a gleaming paint job (or ominous black primer, which is also glamorous in our book) and spiffy snakeskin interior. Before you can get to the body, paint, and interior work (of which there'll be plenty), however, you'll need to deal with the running gear. The engine and transmission are out of the car, and that's usually not an indicator that they'll be in perfect working order. You get "all parts plus lots of extra parts and lots of extra chrome," which is a good thing as it's no picnic finding body and trim parts for late-50s Lincolns. At least the engine is the good ol' MEL 430, which is just common enough to make you think you should have no problem finding parts for it. Thanks to Brian B for the tip; Brian has sent in three separate tips and now gets a shirt plus an extra half credit towards...uh... additional PCH Tipster glory!

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I shot this car and the '70 Ford LTD on the same rainy day. Rain might be bad for the camera, but it makes old cars look more serious.


This one is missing the front bumper, but otherwise looks pretty solid. The weird thing is the presence of what appears to be a real convertible top; as far as I know, you couldn't get a '72 Lincoln convertible from the factory. Must be a custom job.


The Mark IV came standard with a big grunt-happy 460 engine, and at 4,800 pounds it needed all that torque.

He retreats to his hotel for nine days. The crew, afraid of losing more money, convinces a friend of Carter's to make the jump without Carter's knowledge. The results were disastrous as the car didn't get the speed it needed. The driver survived, but Carter died months later in another stunt before completing this stunt. (h/t Braff) [Youtube, StuntDriver1.com]

Talladega. Yes, the partial name of the semi-funny Will Ferrel movie is the codename of Microsoft's next generation of Sync. Then again, we all know codenames are rarely used for the real release of any product, but who knows with this case. I can already imagine the kids: "Hey dudebro, check my sa-weet Talladega system!" Yeah, it just doesn't sound right. [Automotive]

The problem with an El Camino as a Project Car Hell entrant is that it's just too easy. Even the most decrepit example shares most of its components with made-by-the-millions cars that benefit from a vast reproduction parts industry and pool of junkyard parts, making the parts-obtainment process nowhere near hellish enough. But when you get into an El Camino that's been converted into a drag race car in someone's back yard... well, now we're talking! See, what you really want to take to the dragstrip is a vehicle with apocalyptic amounts of power combined with zero weight over the drive wheels, preferably with drum brakes on at least two wheels. Watch the video below and tell us you don't envy the El Camino drag racer!



The Camino above probably cost quite a bit to build, but you say you want to run 10s on a shoestring budget? Picking up this '73 El Camino (go here if the ad disappears) for $4,000 (or less) would start you well on your way to the dream of getting all sideways out of the lights and munching the guardrail at high speed! This one has a small-block with tunnel ram and dual 4-barrel carbs... but the seller neglected to specify much else about the engine, including its displacement. Is there a dead-stock '73 350 (as the "numbers-matching" part seems to indicate) beneath that intake? What about the rear end- does it have a 2.73 one-legger 10-bolt to go with those ladder bars? We can't say!

Where's the fun in a cartruck just like countless others, you ask? Right! You're not like the others, are you? That's why your cartruck needs to be a luxury model that no automaker would have Caminoized in their wildest DMT-inspired hallucinations... say, something like this 1990 Lincoln Mark VIIchero (go here if the ad disappears). The seller says it was "done pretty nice," and we'd agree; it appears to have a functioning tailgate, and that's what sets the hurried backyard hack jobs apart from the patient backyard hack jobs! Watch out, though, because this machine needs TLC... and you know what that means in a Craigslist ad. Anyone who knows these Lincolns is going to groan a bit when they read "air suspension fills and raises car alittle," but all the hours de-sagifying the suspension will be worth it when you start heaving sacks of cement into your Mark VIIchero, not even deigning to glance at those lowly proles loading up their boring old F-150s. Overall, this thing seems fairly solid, needing only a supercharger on the 5.0 and perhaps a more distinguished paint color to cover any conceivable cartruck need.

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Step one in the process is to size up and cut the proper length of replacement wire. Here you have a bit of freedom to make changes. Make a wire longer if you want to route it differently or need additional slack, shorter if it's slopping all over the engine bay and you want to clean things up. Once you've stripped a quarter inch of insulation off, mate the clean end of one wire to the clean end of the other, I like to mesh the two together in line. At this point, grab your nice hot soldering iron (you are a lazy bastard if you use the twist and tape method) and begin heating the joint. If you are adding your heat shrink already, make sure it's at least six inches away from the joint - heat conduction through the wire may shrink the tubing in a place you don't want it to (guess how I know that). When the wire is hot enough, the solder will flow into the joint, advance the solder as it melts until you are happy with the amount solder in the joint (it should look all silvery). I'm thorough, so I flip the joint over and work the same way from the back. Let the joint cool for a moment and test it by pulling from both ends. If it fails, you suck, try again. When the joint has cooled to the touch, slide the heat shrink over the joint and you can use the hot soldering iron to shrink the covering in place. Of course if you're doing a lot of tubing, it's a easier to just use your heat gun.

Now for connectors. Just crimping them on is not a great way to do things, they inevitably fall off or the wire corrodes and the electrical connection fails. That doesn't mean the store bought connectors can't be used. Make sure you've got your heat shrink precut and slipped onto the wire, then go ahead and crimp you connector of choice onto the wire, but when you're done there, cut that nasty hard plastic cover off. Now you've got a nice place to solder the mechanical connection together and provide some insurance. Heat the connector and capillary action will pull the solder pool into the joint, cool. Perform the magical heat shrink tubing trick again. With all the wires repaired, I decided to go with a temporary wire management solution. I bemoaned using spiral wrap last time, but since I wasn't able to figure out what the brown mystery wire leads to, spiral wrap was used in the interest of easily taking things apart later.

While I was in there I decided to rework the hard line into the carb. The lazy bums that put the Holley on got a hard line designed for fuel delivery from the back of the engine. Great except the fuel comes from the front on this car. As a result the hose ran in a big loop from the fuel pump over the passenger side valve cover, around to the firewall and then forward to the hard line. To fix this, I took the line, packed it with sand, capped both ends and bent it by hand to fit in a forward facing orientation. Happily as a result of this change I was able to remove about two feet of excess fuel line (throttle lag? naaah). For no apparent reason, the ignition vacuum advance was 6 inches longer than it needed to be, so that got clipped too. A much cleaned up engine bay now greets me every time I walk into the garage.

Before hooking everything up, go over all the poles with a brass wire brush to make sure there is a good contact, then commence reassembly. Get a friend to watch over things as you turn on the ignition. Smoke = bad. Your friend should let you know if that occurs. If no smoke happens, go ahead and crank it over. If it starts you win, if it doesn't you forgot something (fired right up btw). And that concludes todays lesson.

After removing that big old Holley and putting it to the side, I decided the loom that runs along the top of the right bank would be the best place to start my adventure. Lots of heat in there, a hacked together wire cover, lots of electrical tape... it all pointed to a good old time. Remember kids, whenever you do work on the electrical system, don't forget to unplug the battery, bad things could happen if you don't. With that word of caution, let's take a look at what was found.
First thing to notice is the main ground cable. Let's make that two main ground cables because the original was chopped off right under the radiator overflow tank. Why? Who knows, perhaps it was cut in jest. Maybe they were just lazy, that bolt is hard to get at and takes at least a minute with a box end wrench to remove... why not just hack the cable off and put a new one on the lower intake retaining bolts? There, that's much easier (wankers).

After stripping off the split cover it was quite apparent that the last guys that got into this harness weren't too fond of doing wiring correctly. Lets start with the oil pressure sensor. There were at least four places where the wire had cracked or broken and had been twisted back together and held in place with electrical tape. Ignition coil lead? Well, the insulation is only a little burned in this one spot; just wrap that up in electrical tape. There, all better now. It didn't take much digging before mystery wires starting popping up. I was able to determine that this red and blue wire needed to go to the temperature sensor on top of the intake manifold - who needs to have that functional? There's also a gray wire that I haven't got a clue on.
The amusing part about all of this is how most of it could have been avoided. From the condition of existing cotton and tar harness insulation, it's a fair bet that the the stuff started falling apart along this section of the engine, virtually inevitable with that stuff. The fix should have been some form of heat wrap that protects the wires as well as holds them together. Instead the old standby of the el-cheapo split wrap was put in place, thus ensuring heat damage and nice brittle wires. The plan of attack will be to save the harness ends and solder in replacement wire as close as possible to the wire color code. A lot of the connectors are getting tired, so those will get replaced while we're at it and the whole mix will be wrapped in heat shrink where it makes sense. The problem right now is how to prevent a repeat of fried wire syndrome. We'll just have to see what the auto parts store has to offer when it comes to heat protection. Any suggestions?

The going was good in postwar America and Ford, like everyone else, wanted a bigger slice of it. In 1952 the then 26-year-old William Clay Ford (brother of Hank the Deuce and pappy to the current Billy Ford) decided to not only revive the Continental nameplate, but build something truly spectacular. The plan, simply, was to build the very best car in the world, price be damned. W.C. Ford brought all the big guns he could muster to the battle. John Reinhart led the design team, and if you've ever admired the 1953 Packard Caribbean you know who he is. The body was designed and engineered by Gordon Buehrig who designed the Duesenberg J, Auburn Speedster and Cord 810/812. William Clay's product had unimpeachable pedigree before anyone so much as picked up a pen.

The only hitch was, Henry II hated the initial design. Not a problem, as William Clay brought in four other design teams to draft alternate proposals. Then, in an event likely unprecedented in the storied history of FoMoCo, a panel of judges was assembled to pick the winning design. Why unprecedented? Because the judges were shown the proposals alone, free from any knowledge of which project the big boss liked or disliked. Not shockingly with its (comparative) lack of bling and sleek Euro creases, Reinhart and Buehrig's initial, internal design was picked as best. So be it.

You can't just say you're going to build the best car in the world and produce it on a standard assembly line. W.C. Ford was well aware of this, so he had a special factory built. The Continental MK IIs were essentially hand built to near ludicrous tolerances. Here's a few examples. The bodies were pre-fit to make sure that everything was hunky-dory, then disassembled and each piece was painted three times, lacquered twice, hand-sanded and buffed before being assembled. Each piece of chrome was given a 10-day salt spray test. Transmissions were individually tested before installation. The leather came from Scottish cows. Why Scottish cows? Because they don't use barbed wire in Scotland. Though the most insane extreme example of the new Continental's devotion to perfection was that all of the cross-head screws used to hold the windshield in place were hand adjusted to line up vertically and horizontally. All in all, there were 14 quality control stations throughout the factory.

Obviously standard old Ford engines in the MK IIs would simply not do. So, the engineers cherry picked the best 6.0-liter (368 ci) V8s right off the Lincoln assembly line. These engines featured parts with the tightest tolerances and subsequently they produced the most power. The mills were then torn down and effectively blue printed for use in the Mark IIs. Power was given at 300 horses, but as each motor was essentially hand made this number is thought to be on the low side. Like the transmissions, the engines were also tested rigorously before installation. Lack of power was never an issue. Also of note is that each completed car was extensively road tested after assembly, before being shipped to a dealer.

The compulsive attention to quality didn't stop once a MK II left the factory. Ford actually had a special team of field engineers brought together who could be dispatched anywhere in the country to fix problems. This sounds crazy until you realize what Ford was charging for a MK II. $10,000 in 1955, or about $80,000 in today's dollars. But even priced at 10 large Ford estimated that they lost $1,000 on each car they built. Remember, at the time a top of the heap Caddy cost "just" $5,000 and even a Rolls-Royce cost less. As a result, like so many of the cars in our Fantasy Garage, the Continental MK II became a must have for the richest in the land. Elvis had one, as did the Shah, Henry Kissinger and Frank Sinatra. So did Barry Goldwater, Ike, Howard Johnson, Nelson Rockefeller, Spike Jones, Louie Prima and the amazing Henry J. Kaiser. Not too shabby, huh?

Ultimately though, the people that could afford the MK II bought one, and that was that. Ford originally envisioned selling 2,000 units a year, but they barely built more than 3,000 cars total before the MK II was killed off in 1957. As was the Continental brand. Deemed too exclusive to be a Lincoln, Ford decided to create a whole new brand named in honor of Edsel Ford's V12 Continental. However, they were never exactly sure of the decision to create a new division, as the MK II carried Lincoln's four-pointed star on its hood ornament and Lincoln-signature spare tire bump. Regardless of whether you call it a Continental, a Lincoln, or one of the most amazing all time Fords, the uncompromising MK II deserves a spot in our Fantasy Garage. Happy Voting.

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The Jalopnik Fantasy Garage, So Far:
RUF RT12 | 1978 Aston Martin V8 Vantage | Honda 1300 Coupe 9 | 1931 Daimler Double Six 50 Corsica Drophead Coupe | Ferrari 288 GTO | Chevrolet Corvette ZR-1 | 1970 Buick GSX 455 | First Generation BMW M Coupe | Bugatti Veyron 16.4 | Ford GT | Citroen SM | Porsche 928 | Jensen FF | DeTomaso Vallelunga | Audi Quattro S1 | Buick GNX | Nissan Skyline R34 GT-R | Honorary Fantasy Garager: The LS1 Powered Rotus | Lamborghini LM002 | Shelby Cobra Daytona Coupe | Ferrari 250 GTO | Bentley Speed Six | Talbot-Lago T150C SS Figoni et Falaschi Raindrop/Teardrop Coupe | Porsche 917 | Audi RS4 Avant | Lamborghini Miura | Mercedes-Benz 450SEL 6.9 | BMW E39 M5 | Jaguar E-type | Mercedes-Benz 300 SL | Dodge Charger/Challenger R/T | Toyota 2000GT | Facel Vega HK500 | Voisin C28 Aerosport | Bugatti Type 41 Royale | McLaren F1 | Maserati Bora

[The Jalopnik Fantasy Garage appears every Wednesday. Readers vote the cars in or out. The idea is that we'll have 50 cars in our Fantasy Garage, the world's greatest mechanic and endless wads of cash. Would you like to nominate a car for the Fantasy Garage? Write tips@jalopnik.com with the subject line "Fantasy."]

Though it's a simple substance, the two part epoxy we all know and love is often the bane of inherited project cars. Too many fall prey to its siren song of cheap and fast repair, and thus end up filling cavernous dents with the stuff. Fortunately, in this case, the repair area is not too bad, from a depth perspective. However, the damage is over a long distance, probably almost a foot... and on a car with strictly straight front to back lines... and on one of the few curved surfaces... and right over the prominently visible drivers door. Given that, this presents some unique challenges.

For those of you unfamiliar, get ready for a primer (ha!) on the art of Bondo. There are several levels of knowledge here, I am by no means a master, but I'v