The Continental GT is a heavy car. Not badly so — 2,200 kg with a passenger, which is fine on a motorway and interesting on a track. Any GT3 bodywork we bolted to it had to earn its keep aerodynamically, because the mass was not going anywhere.
We started with the diffuser. A full-width rear diffuser on a car this shape has to manage a lot of separation — the Bentley's rear glass drops steeply and the air leaves the roofline turbulent. Our diffuser has seven strakes rather than the usual five, closer together than typical, to catch the messy flow and straighten it before it exits. It's not the prettiest choice on the shelf, but it works: rear-end lift at 200 km/h dropped by 34% versus the factory car in our CFD runs.
The vented hood is functional too. The Continental's W12 sits close to the underside of the hood and heat-soaks badly in sustained running. Two central extractor vents, ducted into a phenolic composite tray, pull hot air out of the engine bay and dump it above the roofline where it can't recirculate into the brake ducts. Track temperatures at the front brake discs came down by around 40°C over a 20-minute session.
The owner has done four track days with it since delivery, one of them at Spa. He sends us the data traces afterwards. We read them like postcards.