6.75 engined bentleys..issues?
Discussion
Currently investigating the Bentley range of older cars. Mainly the various Arnage models and the slightly newer Mulsanne so realistically between early 2000s until 2015ish
My main question is around the cylinder head gasket issue. Is that model specific or specific period ie is it all Turbo T or all cars from 2005 to 2008 or whatever.
I'm a little confused so hoping someone can help me understand the issue better.
Plus are there Any other significant issues to check for on the Arnage and Mulsanne models.
Many thanks
My main question is around the cylinder head gasket issue. Is that model specific or specific period ie is it all Turbo T or all cars from 2005 to 2008 or whatever.
I'm a little confused so hoping someone can help me understand the issue better.
Plus are there Any other significant issues to check for on the Arnage and Mulsanne models.
Many thanks
If you join the RREC (rrec.org.uk) you ll find an article in a recent back issue of the Club magazine Spirit & Speed (sometime last winter from memory) which explains the head gasket issue at length.
The other thing to be aware of is cam/tappet wear, which was finally overcome with the move to roller tappets in 2007 ish. By that time the more modern ZF transmission had replaced the GM 4 speed.
Personally I d be just as worried about corrosion, because these cars are shockingly badly painted underneath.
I m in the process of shot blasting the under sills of my 50,000mile 2005 Arnage because the rust is terrible. The rear sub frame, and components on it, are so bad that I ve taken it back to bare metal and have rebuilt the whole thing.
That then enabled visibility of the fuel pump assembly, where most frightening of all was a small steel block which serves to merge the output from the two fuel pumps, and I m certain that if left untreated it would have disintegrated within a couple more years.
It both amuses and infuriates me when I hear people extolling the virtues of Bentley engineering, because some of it is absolute rubbish. VW seem content to use the legacy reputation of Bentley when it suits them, but don't like putting effort, or money, into supporting the more recent 'classics', so some spares can be very difficult to source.
The other thing to be aware of is cam/tappet wear, which was finally overcome with the move to roller tappets in 2007 ish. By that time the more modern ZF transmission had replaced the GM 4 speed.
Personally I d be just as worried about corrosion, because these cars are shockingly badly painted underneath.
I m in the process of shot blasting the under sills of my 50,000mile 2005 Arnage because the rust is terrible. The rear sub frame, and components on it, are so bad that I ve taken it back to bare metal and have rebuilt the whole thing.
That then enabled visibility of the fuel pump assembly, where most frightening of all was a small steel block which serves to merge the output from the two fuel pumps, and I m certain that if left untreated it would have disintegrated within a couple more years.
It both amuses and infuriates me when I hear people extolling the virtues of Bentley engineering, because some of it is absolute rubbish. VW seem content to use the legacy reputation of Bentley when it suits them, but don't like putting effort, or money, into supporting the more recent 'classics', so some spares can be very difficult to source.
Edited by Zulu 10 on Friday 18th July 17:07
Thank you for the reply.
Very interesting what you say about corrosion. Do you think you've been unlucky or that it's probably more common place so I need to get any purchase up on ramps first?
I hear you ref the manufacturers attitude. I've got a 2017 aston and the paint was really quite poorly finished, nothing a bit of time with a DA polisher didnt sort but I'm sure the factory could have done better first time around.
I'll look into the engine side more as per your suggestion as all im.trying to do is establish if there are specific models to avoid !
Very interesting what you say about corrosion. Do you think you've been unlucky or that it's probably more common place so I need to get any purchase up on ramps first?
I hear you ref the manufacturers attitude. I've got a 2017 aston and the paint was really quite poorly finished, nothing a bit of time with a DA polisher didnt sort but I'm sure the factory could have done better first time around.
I'll look into the engine side more as per your suggestion as all im.trying to do is establish if there are specific models to avoid !
I’ve spoken to a well known independent Bentley specialist who remembers visiting the factory when Arnages were still being made, and seeing subframes showing signs of rust before they’d even been fitted to cars, so no, I don’t think I’ve been unlucky.
Also, I’ve got a 2005 Conti GT and the quality of paint on the bits that can’t be seen is shocking, which reinforces my opinion that VW took the decision to cut costs wherever they could.
The number of rusted bolts which I’ve had to cut off suggests to me that no-one was prepared to countenance wasting time on giving each bolt a quick brush with grease before it was fitted, which I find inexcusable on a “hand made” car.
Thankfully I bought my Arnage at auction where the hammer fell at £17,000 for a facelift ‘05 car which at the time had covered less than 50,000 miles.
The cost of undertaking a full rear end rebuilt has not been too onerous because I’ve spent a few hours searching to find the origin of the components so that only where absolutely necessary am I buying parts which arrive in a box marked “Bentley”.
Also, the workshop manuals, illustrated parts catalogues and wiring schematics for the Arnage are all readily available, so if you’re prepared to get your hands dirty, then they can be run for almost sensible money.
Also, I’ve got a 2005 Conti GT and the quality of paint on the bits that can’t be seen is shocking, which reinforces my opinion that VW took the decision to cut costs wherever they could.
The number of rusted bolts which I’ve had to cut off suggests to me that no-one was prepared to countenance wasting time on giving each bolt a quick brush with grease before it was fitted, which I find inexcusable on a “hand made” car.
Thankfully I bought my Arnage at auction where the hammer fell at £17,000 for a facelift ‘05 car which at the time had covered less than 50,000 miles.
The cost of undertaking a full rear end rebuilt has not been too onerous because I’ve spent a few hours searching to find the origin of the components so that only where absolutely necessary am I buying parts which arrive in a box marked “Bentley”.
Also, the workshop manuals, illustrated parts catalogues and wiring schematics for the Arnage are all readily available, so if you’re prepared to get your hands dirty, then they can be run for almost sensible money.
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