The fashionably tailored top is the product of Wilhelm Karmann, a famous coachbuilder in the automobile industry. High-quality materials are used for the construction of the roof, with a triple-layer headliner that is really extraordinary for its lavish texture, unvarying forms, and insulating aspects. From Germany where the roof is first fabricated, it is shipped to England to be included in the Bentley Continental GTC.

The car’s roof has a total of 4 mounting bolts at its bottom, and the component is cautiously calibrated position toward conjectural areas in space where the automobile’s windshield header mounts should be. To ensure the connection is excellently maintained, Karmann Spider, a dimensional jig is moved down onto the mobile’s body throughout the framing process to keep all in check.

The Bentley GTC’s single unit went through a rigorous engineering program to recover structural integrity lost during the cutting process. 240 lbs of the car’s weight are due to the essential reinforcement integrated to the rocker sills, the structure around the doors and back passenger cell, and the windshield. To bind the frame rails, sills and subframe mounts together, cross braces were added. Lastly, for the windshield frame to combine efforts with 2 pop-up rear hoops, tubular reinforcement is included. This provides rollover protection.

Dropping 13 ft³ in the coupé to 8 ft³ in the Continental GTC and decreasing elbow room in the rear seat from 58.6” to 52.6”, luggage space was reduced to create room for the top. Bentley claims that the GTC model has a 30 Hz body-shell torsional stiffness that is outstanding for a convertible. This claim was hugely proven throughout a day’s test drive; only on one occasion did rotating front-wheel impacts generate a short quiver in the automobile’s cowl. It might have been caused by the excellent sequence to activate the natural frequency of the structure since the automobile felt as rigid as a board the whole time.

Not referring to the ride. That is as leveled and calm as its fixed-head antecedent, or maybe even better because of alterations integrated to the chassis to adjust to the articulating top. The shock absorbers originally placed on the rear were transferred from the top suspension arms to the lower links to create space for the storage bay of the roof. Added to that, the front suspension subframe is secured straight to the body shell. This caused the return of the front elastic-kinematics, generating even better-driving quality.

What hasn’t altered is the tidal surge of enticing torque from the 6.0 L twin-turbo W-12 or the smooth four-wheel drive. However, you can now experience these things in the open air and be discernible to the public in the acceptable elite fashion.


Type of Vehicle: front-engine, four-wheel drive, two-door convertible, four-passenger
Type of Engine: 48-v W-12 twin-turbocharged and inter cooled DOHC, port fuel injection, and aluminum block & heads.
Power: 551 brake horsepower at 6, 100 revolutions per minute
Torque: 479 pounds-feet at 1, 600 revolutions per minute