BENTLEY TURBO R (1985 -98)

There are plenty of these luxury Brits out there – here’s what to look for

CHECK IT UNDERNEATH

Rot could have a ected the cabin and boot oor, as well as the front chassis legs and rear crossmember. Rear suspension spring pans and turrets succumb, too, and it’s an awkward and expensive repair. Ultimately, avoid any example that appears to contain ller or has been poorly painted.

HOW SMOOTH IS THE RIDE?

Series IIS with electronically-controlled adaptive damping can su er from ECU faults and tired dampers, both of which are expensive to sort out properly. Check all models for worn subframe mounting bushes, wear in ball joints and anti-roll bar links and for any leaks from the power-steering hoses and rack. Also look for a sagging ride height and inner-edge tyre wear.

CHECK THE TRIM...

...and don’t underestimate it if it’s tired. The cabin’s condition is paramount if ruinous re-trimming costs are to be avoided. Check the leather and wood and ensure that all of the electrical equipment works. Pay particular attention to air-conditioning, cruise control and electric seat adjusters; the latter contain ECUS, which cost £650 each to replace.

INSPECT THE BODY

Corrosion isn’t as widespread as you’d expect but it’s worth checking around the wheel arches, front wings, sills and body panel seams just in case. Rusty front and rear valances on early models were cured on later models by a switch to composite materials. The bonnet, boot lid and door skins are aluminium, but check for corrosion around locks, handles and badges; spacers were added later to counteract this.

HOW’S THE V8?

Look for an iron-clad service history from a main dealer or reputable specialist. The big worry is cylinder head gasket failure – changing the pair will result in a £5000 bill – so ensure that the cooling system is in tip-top condition. Post-1994 cars are more likely to su er from problems, but coolant loss at speed will rapidly lead to failure. The alloy construction means anti- freeze levels are crucial in preventing corrosion. Piston-knock probably points to previous overheating.