2015 Bentley Flying Spur V8

2015 Bentley Flying Spur V8

Episode 3417
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Last year, the Bentley Flying Spur dropped Continental from its name, but it lost nothing when it came to showcasing British luxury performance motoring at its best. Well, this year it loses something else…4-cylinders from its signature W12 engine. So, let’s see if less turns out to be more. 

Yes folks, as much as we hate to admit it, sometimes you can have too much of a good thing. That’s where this 2015 Bentley Flying Spur V8 comes in. 

For some, 12-cylinders pumping in harmony to produce glorious amounts of power is just more than they can handle or perhaps wish to pay for. 

But this is no lightweight V8 we’re talking about here. It’s Audi’s aluminum 4.0-liter twin-turbo unit that, after some unique Bentley tweaks, performs some internal combustion magic of its own, pulling 500-horsepower and 487 lb-ft. of torque. That may be over 100-horsepower less than the W12, but with 100-pounds of weight also removed from the front end, it should translate to a more enjoyable experience at the track.

So we “suited up” in proper Bentley fashion and made haste to our test facility. And unless you’ve recently driven the W12 Flying Spur, you’d be hard pressed to notice a difference in acceleration, as this thing just flat takes off. There’s gobs of power off the line, and rear-biased all-wheel-drive to apply it.

Power continues to build in a very linear fashion, and 60 miles-per-hour arrives in just 4.6-seconds. That’s only a tenth off  our time in the W12. The 8-speed automatic transmission provided smooth and fast shifts, and in 12.9-seconds, we were at the end of the ¼-mile with the needle pointing at 111 on the speedo. So, unless you absolutely will settle for nothing but the best or are always in a real hurry, there’s not much need for the 12. 

At 5,300-pounds plus, there’s still a lot of weight to hustle through the cones. But this Flying Spur does so with surprising agility, though you want to make sure suspension is at its firmest setting to keep body roll at a minimum. You can find both under and over steer should you go looking, but initiating either requires some very aggressive inputs with the wheel or with the throttle. 

Even more amazingly, bringing this 2½-ton dreamliner to a halt from 60 happens in just 107-feet, with smooth and steady stops that belie the frictional ferociousness that is transpiring behind this car’s 21-inch painted alloys. 

Though technically no longer part of the Continental family, the Flying Spur sees similar exterior embellishments to last year’s Continental GT Coupe V8. That means it’ll take a keen or perhaps distinguished eye to spot the dark finish to the grilles, red background of the flying B logo, and figure-8 shaped exhaust finishers.

There’s always lots to love when you’re talking about Bentley interiors. Now, we can’t say this Newmark tan motif would be our first choice in color as we prefer to leave the saddle-brown theme to our pickups, but material quality and finish are every bit as exquisite as you would expect.  

Amenities include beautiful Eucalyptus wood veneer, picnic trays, Naim for Bentley Premium Audio, refrigerated bottle cooler, massaging seats, full length center console with seating for just two in the back, dual LCD screens, and a remote to control most of the cars functions from the back seat. 

If you’re smart enough to send the chauffeur home for the day and take up residence in the front seat, you’ll agree that this may be the best handling close to 3-ton sedan out there. It does indeed feel massive, but highly capable and stable. Just plan ahead a bit for turns as there’s no dartiness to it. 

While this basic chassis has been around for quite some time, and we wonder just how much further corporate parent Volkswagen can go with it, does the average luxury buyer really care about any of that? Probably not, and you won’t either. Just relax and enjoy the ride. 

Despite the smaller V8 engine, there’s still a gas guzzler tax, as Government Fuel Economy Ratings come in at 14-City, 24-Highway, and 17-Combined. Our average of 18.0 miles-per-gallon of Premium was around 8% better than we achieved in the W12 Flying Spur. That still makes for a very poor Energy Impact Score however, burning through 19.4-barrels of oil per year while expelling 8.5-tons of CO2. 

Priced about $20,000 under the W12 at $200,245, it may be the everyman’s Flying Spur, but it’s still not for every man or woman; more for those with the necessary “funds” be they trust, hedge, or otherwise.  

Much as in the Continental GT Coupe, the V8 engine in the 2015 Bentley Flying Spur sedan makes for a better overall car. Sure, in the luxury realm there is always an accepted space for prestigious overkill. But as far as we’re concerned, this is a case of less is more. 

Specifications

  • Engine: 4.0 liter
  • Horsepower: 500
  • Torque: 487 lb-ft.
  • 0-60 mph: 4.6 seconds
  • 1/4 mile: 12.9 seconds @ 111 mph
  • EPA: 14 mpg city/ 24 mpg highway
  • Energy Impact: 19.4 barrels of oil/yr
  • CO2 Emissions: 8.5 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
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Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW