Aston Martin DB9 vs Ferrari 612 Scaglietti vs Bentley Continental GT: the grand tour

By Simon Hucknall

| 20 Sep 2023

Classic & Sports Car – Aston Martin DB9 vs Ferrari 612 Scaglietti vs Bentley Continental GT: the grand tour

In the early noughties, Bentley Motors was barely washing its face.

A mere 1000 Arnage, Azure and Continental R models were creeping down Crewe’s lines, only just enough to sustain the factory.

Worse still, each model’s production was labour-intensive, being largely handbuilt and typically costing around £200,000.

The Aston Martin DB9 (farthest), Ferrari 612 Scaglietti (middle) and Bentley Continental GT take slightly different approaches to covering ground quickly

The company used a pyramid graph internally to show the layers of global affordability for such cars: only the tiniest tip at its peak related to Bentley’s buyers – and that was a real problem.

Its new parent, the Volkswagen Group, had secured the Bentley brand along with its Crewe site in 1998 (with BMW buying the Rolls-Royce name and migrating to a new factory near Goodwood) – and it had a plan.

That came in the shape of an all-new car – one that was not only cheaper and easier to build, but which also upheld the all-important brand image while finding a far broader audience further down that pyramid graph.

The Continental GT was to be Bentley’s saviour.

The Continental GT can’t hide its mass, but it’s sure-footed and precise

The Continental GT we have with us today is particularly notable, because it saw active service as a Bentley press car when new, which explains its generous Mulliner specification.

Joining it are two V12 coupés that both arrived in 2004, a year after the Bentley, and competed with it at different levels.

The Ferrari 612 Scaglietti is here because, despite costing £60,000 more than the £110,000 Conti when new, it squared up to it as a true GT with near-equal power, performance and practicality.

By combining two Volkswagen VR6 cylinder blocks, the Bentley’s monstrous W12 makes 552bhp

However, if your budget had been nearer the Bentley’s list price, you couldn’t have ignored the all-new £103,000 Aston Martin DB9.

Despite Aston positioning it as a sports car rather than a GT, it traded little in performance and cabin space to the Conti, and gave buyers who couldn’t find another £60,000 for the company’s older Vanquish model a foothold in the Aston brand.

But 20 years ago, in 2003, Bentley was first off the mark with the Continental GT.

While the model shared its basic platform and W12 powertrain with Volkswagen’s Phaeton, the Conti artfully disguised its underpinnings with an elegant, Dirk van Braeckel-designed coupé body and a lavish cabin entirely in keeping with Bentleys of yore.

The Bentley’s richly trimmed cabin cossets you from the outside world

Chief engineer Ulrich Eichhorn – a Crewe newcomer, but previously a key player in the Phaeton’s development – illustrated how well Bentley’s new German parent understood the importance of the Continental to the brand.

“We wanted to relate the values of the company’s founder, WO Bentley, by building a true grand touring car,” Eichhorn explained to Autocar.

“We also believe the coupé shape best expresses Bentley’s new styling language, while carrying a link to our greatest cars of the past, such as the Blue Train Bentley and the Continental R.”

Inspired by past great Bentleys of old, the Continental GT was the marque’s saviour

Naturally, there was no escaping the fact that the new Bentley shared much of its underpinnings with a posh Volkswagen.

But the company’s pragmatic rebuff made clear that such a car could never have been built at cost without common componentry.

While its weight was similar, at nearly 2.4 tonnes, the Continental was 250mm shorter (with 131mm less in its wheelbase) and 60mm lower than the Phaeton, and dressed in van Braeckel’s rakish 2+2 body design, which was enough to convince 4000 order-placers prior to launch.

The classy timepiece in the Bentley Continental GT’s spacious cabin

There was certainly no shame in adopting the VW Group’s remarkable W12 engine.

Displacing 5998cc and comprising two VR6 cylinder blocks grafted on to a single crankcase, in effect creating a ‘W’ configuration, its power was upped substantially for the Continental.

Two turbochargers, with air-to-air intercoolers, boosted it to 552bhp at 6100rpm and offered prodigious torque – from 1600rpm to near-redline revs – of 479lb ft.

According to Autocar’s road-test figures, this translated to 0-60mph in 4.9 secs and a maximum speed of 196mph.

Imperious chairs hug you tight in this Bentley

The relatively short, 658mm length of the W12 unit liberated enough space for a four-wheel-drive system borrowed from the Audi A8, its front differential mounted ahead of the six-speed automatic transmission’s torque converter.

Riding on Phaeton-derived air springs all round (deemed more capable of controlling the Conti GT’s mass than coils), the Bentley employed whopping 405mm front discs – the largest of any production car at the time.

Ferrari had recent form in the 2+2 GT class with the lovely 456GT, but the car was ripe for replacement and its successor needed greater practicality to cater for the company’s now more diverse customer base.

‘The Conti disguised its underpinnings with an elegant coupé body and lavish cabin in keeping with Bentleys of yore’

Designed by Ken Okuyama at Pininfarina, the 612 Scaglietti was 139mm longer, 37mm wider and 44mm taller than the 456, with (importantly for the North American market) a 25% larger boot, capable of holding two sets of golf clubs.

The 612’s wheelbase was 350mm longer than that of its predecessor, due to the 575M-derived V12’s front/mid location behind the front axle – a first for a production Ferrari, providing more traction and high-speed stability, as well as cabin space.

Displacing an extra 275cc versus the 456’s Tipo F116 unit, the more advanced 5748cc Tipo F133 motor produced 540bhp at 7200rpm and 434lb ft at 5250rpm – significant jumps from the 456’s ratings.

And, thanks to an aluminium spaceframe chassis dressed with aluminium panels, the bigger 612 weighed less than the outgoing model, at 1840kg.

The Ferrari 612 Scaglietti (closest) trumps the Bentley for speed and agility

Despite its size, the 612 didn’t disappoint on the performance front.

It accelerated from 0-60mph in 4.4 secs and was good for 200mph, and it gave buyers the choice of shifting cogs with either a traditional, open-gated six-speed manual gearbox or Ferrari’s ‘F1 A’ electro-hydraulic, six-speed sequential unit (as here in our test car), each located in a rear transaxle and contributing to an impressive 46:54 front-to-rear weight distribution.

Electronic stability control, dubbed ‘CST’ – another Ferrari first – joined active-damping technology to bring the 612 into the 21st century.

And, inside, powered memory seats, dual-zone climate control and satellite navigation all suggested that this was a far more user-friendly Ferrari.

Ferrari’s relatively user-friendly 612 Scaglietti is certainly worthy of the famous badge

When the Aston Martin DB9 was revealed in September 2003, chief executive Ulrich Bez declared it to be: “Without doubt the most important Aston Martin model ever.”

Replacing the decade-old DB7, the DB9 was the first model to be built at the company’s all-new Gaydon facility.

Like Bentley, Aston had also been bought out by a major automotive conglomerate – in this case Ford, as part of its Premier Automotive Group, in 1994.

The Ferrari 612 Scaglietti is reassuringly stable, with wonderfully tactile steering

The DB9, also like the Continental GT, was a less labour-intensive car to produce in volume (Aston claimed 200 hours per car, versus the DB7’s 350-400 hours), yet, said its maker, its leap in technology compared to the DB7 warranted a two-digit jump in its moniker.

You could argue that the same applied to the DB9’s design, which looked quite radical alongside that of its predecessor.

According to design chief Henrik Fisker: “We wanted the DB9 to look as if it was milled from a single, solid piece of aluminium.”

The Ferrari’s Tipo F133 V12 engine, derived from the earlier 575M, makes 540bhp

Built on Aston’s VH (for vertical/horizontal) platform, the DB9’s shape did indeed look svelte, shorn of roof gutters and sporting flush-fitting doorhandles on its ‘swan-wing’ doors, which opened upwards by 12° for ease of entry and egress.

With a 149mm-longer wheelbase and a 52mm-wider front track than the DB7, the DB9 cut a more imposing shape on the road.

And, thanks to its Lotus Elise-style ‘tub’ beneath, which comprised folded, extruded and cast aluminium components, its body was twice as stiff as the DB7’s yet 25% lighter.

The driver-focused cabin is executed with flair

Powering the DB9 was a heavily revised version of the 5935cc V12 used in the Vanquish, producing 450bhp at 6000rpm and 420lb ft at 5000rpm, 80% of which was available from just 1500rpm.

Drive was delivered to the rear wheels, via either a six-speed ZF automatic gearbox, with paddle-override, or a six-speed Graziano manual (the former in our test car).

Like the Ferrari, suspension was by double wishbones and coil springs all round.

The Ferrari’s low-set chairs are comfortable and supportive

There’s no denying that Liz Constance’s DB9 has the right credentials to face off against the Bentley and Ferrari, but first impressions of its austere cabin leave you a bit nonplussed.

A bland three-spoke steering wheel faces you and, while generous swathes of black leather abound, the swooping, faux-aluminium centre stack brings to mind that of an up-spec Mk3 Mondeo, rather than something in which Mr Bond might luxuriate.

It’s also the only one of our trio that would struggle to accommodate more than pre-teen children in its finely trimmed rear seats and, at 170 litres, its boot is by far the smallest.

Designed by Ken Okuyama at Pininfarina, the Ferrari 612 Scaglietti’s clean and simple lines give it a fairly understated rear

Fire up the DB’s V12, though, prod the Drive button (all the auto gearbox functions are so controlled) then gun the throttle and minor gripes ebb away rapidly.

What strikes you – even before the V12’s sonorous bellow has started its aural assault – is how together the Aston Martin feels.

Given that Liz’s car has now covered 47,000 miles, structurally it is factory-fresh, with all the main control points – especially the steering – drum-tight.

The Aston Martin DB9 (left) and Bentley Continental GT are a pair of British brutes that saved their makers

The DB9 also has the shortest wheelbase here, so, combined with its granite-like composure, its handling has an edge to it not found in the other two: come across a fast, well-sighted bend, turn in, feel a trace of understeer, and then marvel at how controllably the car rotates around its rear axle with next to no drama.

Ultimate steering feel is second only to the Ferrari’s and, if there is a fly in the ointment, it’s that the Aston’s auto ’box takes a while to hook up – although, as we’ll find out, it’s more comfortable to live with than the Ferrari when your trousers aren’t on fire.

Neil Luce, this 612’s owner, clearly has no issue with the more abrupt shifts of his car’s automated-manual gearbox.

And that’s important, because this Ferrari really should have been easier to live with than any other.

The DB9’s side vent echoes that on classic Aston Martins

There’s visual drama wherever you look at the 612, from the V12’s crackle-red cam covers in the engine bay to the beautifully crafted, skeletal architecture of the dashboard and right down to the tiny chrome-topped reverse lever on the centre console.

Yes, the 612 was vastly more expensive than the Aston, but you would never have felt short-changed.

The cabin is also the most driver-focused of the three, with deeply bolstered seats allowing you to sit lower and closer to the action.

The Aston’s styling was a radical step from the decade-old DB7, but it paid off

Two average-sized adults would be comfortable in the rear and, with an extra 70 litres of boot space versus the Aston, there would be room for their hand luggage.

They would enjoy the soundtrack, too.

Even in this slightly muted form, the 612’s V12 is still gloriously expressive in its higher reaches, encouraging you to make full use of its performance.

When you do, a slight lift is needed between changes to smooth out the transmission’s tendency to leave you nodding like a Churchill dog; alternatively, engage ‘Sport’, live with even snappier (but quicker) changes and savour the urgency with which the Ferrari makes progress.

Agile and engaging, Aston Martin’s DB9 is a convincing sports car, too

Grip is excellent, with gentle understeer signposting its limits, but the 612’s longer wheelbase makes it more stable and less nervous than the Aston.

That said, the Italian’s steering has an extra dose of tactility versus the DB9’s, although its ultimate body control falls some way short – understandable, given its larger dimensions – becoming jittery over poor surfaces.

The Bentley quite simply goes down its own path in pretty much every respect.

From the sumptuousness and capaciousness of its private members’ club cabin, rich with lashings of leather and veneers, to the cast-iron stability wrought by its four-wheel-drive system, the Continental GT is there to shield you from the outside world rather than have you engage with it.

The Aston’s 450bhp V12 sounds glorious, especially at full tilt

The W12’s bassy grumble is hardly characterful, even when extended, and thrives on torque, so best to leave it in Drive and let it do its thing.

You feel the car’s weight through every twist and turn, its steering accurate but mute and (appropriately) lower-geared through the large-diameter wheel.

As if to prove its worth, the Continental was the only car I drove in the deluge that followed our photoshoot and, frankly, I couldn’t think of a better place to be.

The DB9’s black-leather-trimmed cabin is more upmarket exec than luxury GT

Its front-end grip is peerless, and the low-revving effortlessness of its motor gives reassurance, while the more highly strung V12s of the Aston and Ferrari would have left you on edge.

Even the Continental GT’s sheer weight – more than half a ton up on the other two – helps it to carve an arrow-straight path across waterlogged surfaces.

Does that make the Bentley the best car here? With values now starting below £20k it makes a compelling choice, yet, for all its technological prowess, it’s a blunt tool that will never reward drivers like the Aston and Ferrari (although their passengers might disagree).

And of those two, values aside, only the 612 truly fulfils the grand-tourer remit with aplomb.

Images: Max Edleston

Thanks to: Nigel Sandell; Scott Fisher at Aston Martin; Simon Drabble Cars

Factfiles

Aston Martin DB9

Sold/number built 2004-‘12/c16,500 (all variants)
Construction aluminium monocoque, aluminium and composite panels
Engine all-alloy, dohc-per-bank 5935cc V12, Visteon fuel injection
Max power 450bhp @ 6000rpm
Max torque 420lb ft @ 5000rpm
Transmission six-speed automatic, RWD
Suspension double wishbones, coil springs, telescopic dampers, anti-roll bar f/r
Steering power-assisted rack and pinion
Brakes ventilated discs, with servo and anti-lock
Length 15ft 5in (4697mm)
Width 6ft 7½in (2017mm)
Height 4ft 4in (1318mm)
Wheelbase 8ft 11¾in (2740mm)
Weight 3880lb (1760kg)
Mpg 12.1
0-60mph 5.4 secs
Top speed 186mph
Price new £103,000
Price now £20-50,000*

Ferrari 612 Scaglietti

Sold/number built 2004-‘11/3025
Construction aluminium spaceframe chassis, aluminium panels
Engine all-alloy, dohc-per-bank 5748cc V12, Bosch Motronic ME7 fuel injection
Max power 540bhp @ 7200rpm
Max torque 434lb ft @ 5250rpm
Transmission six-speed automated manual, RWD
Suspension double wishbones, coil springs, telescopic dampers, anti-roll bar f/r
Steering power-assisted rack and pinion
Brakes ventilated discs, with servo and anti-lock
Length 16ft 1in (4902mm)
Width 6ft 11½in (2120mm)
Height 4ft 5in (1344mm)
Wheelbase 9ft 8in (2950mm)
Weight 4122lb (1870kg)
Mpg 13.3
0-60mph 4.4 secs
Top speed 200mph
Price new £170,500
Price now £60-100,000*

Bentley Continental GT

Sold/number built 2003-‘11/33,206 (all first-generation derivatives)
Construction steel monocoque, steel panels
Engine all-alloy, dohc-per-bank 5998cc W12, twin turbochargers and fuel injection
Max power 552bhp @ 6100rpm
Max torque 479lb ft @ 1600rpm
Transmission six-speed ZF auto, 4WD via a Torsen centre differential
Suspension independent, at front by double wishbones rear multi-link; telescopic dampers, air springs f/r
Steering ZF Servotronic power-assisted rack and pinion
Brakes ventilated discs, with servo and anti-lock
Length 15ft 9in (4804mm)
Width 6ft 10¾in (2101mm)
Height 4ft 6¾in (1390mm)
Wheelbase 9ft (2745mm)
Weight 5258lb (2385kg)
Mpg 13.9
0-60mph 4.9 secs
Top speed 196mph
Price new £110,000
Price now £18-40,000*