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What Price Change? Mulsanne’s New V8 Saves 15%

By Gunnar Heinrich | IMG Bentley Motors

EARLIER this Autumn there was much-a-do about the Bentley Mulsanne.

Bentley leaked images for what seemed like ages of an under-wraps car that they cryptically referred to as the “Grand Bentley”.  Finally, the Arnage successor, and Bentley flagship was unveiled at Pebble Beach and then again at Frankfurt.  We oohed. We aahed. Forgot to ask questions. And simply marveled.

And then…

Nothing.

It doesn’t take much more than a Bugatti’s involuntary off-road excursion or leaked images of new midsized Bavarian saloon to nicely divert the blogosphere’s inattention attention. But rest assured, friends, we’ve not lost track here.

So let’s cover a pretty important point.

Was an all new engine really necessary?

The established Bentley buyer took some comfort in knowing that the same push-rod V8 that powered his Arnage, was the same old cast-iron block that powered almost every Bentley since time immemorial (or 1959).

Why the need to replace the same engine that powered the S3? Why displace what was likely for many knowledgeable owners a source of pride? Fifteen percent fuel savings?

From BentleyMotors.com:

[The new V8] contribute[s] towards meeting three key objectives: maximising torque, refinement and efficiency. Nowhere is this better demonstrated than in the introduction of two new electro-mechanical control systems: cam phasing and variable displacement. The pioneering use of these two technologies in combination allows the Mulsanne’s engine management system not only to actively adjust the V8’s breathing, but to effectively throttle back four of the cylinders entirely, independently of the others, when not required.

Cylinder cut-offs. Mercedes tried it. GM gave it a shot. Now Bentley’s in for a turn at what may prove to be a very finnicky engine management system that most owners won’t appreciate anyway.