Bentley Continental GT in Cyprus
In its first eighty-odd years, from 1919 to 2002, Bentley built 44,418 cars in total. Continental GTs alone have passed eighty thousand since 2003. The model did not merely rescue the marque, it redefined what Bentley means — a continent in a day, four seats, and no theatre about it. In Cyprus it is bought by people who want a daily car that still counts as an occasion.
Which versions are worth importing
Coupe or convertible, and underneath either the W12 the marque no longer builds or the V8 — and the new hybrid V8 makes 782 hp, more than any W12 ever did. The W12 is bought for character and for being the last of its line, the V8 is lighter over the nose and livelier through corners. After that the build sheet decides everything: ceramics, rear-axle steering, Naim, stitching and a colour outside the book still show in the price five years on.
The V8 is the better car to own and the W12 is the one people remember, and the gap between them is smaller than the badge suggests. Coupe or convertible is a bigger decision: the drophead is the version the island suits, and it is the version whose roof mechanism has to have a service history. Mulliner specification and the factory colour combination are what hold value here, and they cannot be added later.
Buying a used Bentley Continental GT: what matters
What the car will be worth in three years is written in its original order sheet — veneer and hide combinations, Mulliner details, wheels and audio — so we pull it by chassis number first. Then ownership history, main-dealer service entries and accident data, each with its document.
The factory build sheet is pulled first, because on a car ordered rather than bought from stock the specification is most of what you are paying for. On convertibles the roof mechanism is read from the service history as a serviced item, not a hoped-for one. Interior condition is priced at hand-finishing rates: veneer, hide and headlining are repaired by craftsmen, and a tired cabin is a real number rather than a note.
Common mistakes when buying one
The first is assuming two cars of the same year and colour are equivalent — the commissioning can differ by the price of a good car. The second is buying without the original order sheet and relying on the seller's description. The third is underestimating consumables, priced above what the body suggests. The fourth is comparing advert prices when the commissioning, not the market, is what decides the value of a Continental GT in three years.
Where we source from and why
We source the Continental GT in Britain: the marque's home market, the widest right-hand-drive choice, and the car is built at Crewe — British origin, which tells when the import is costed.
A local Continental GT is one commissioning in one colour — take it or leave it. Britain holds these cars at depth, which lets the order sheet, not the forecourt, define what you buy.
Price and what ownership costs
Consumables here belong to the Bentley class and behave accordingly. The interior is the line that surprises owners: hand-finished hide and veneer are repaired at hand-finishing rates, which is why its condition is read as carefully as the drivetrain's — and why a car that has been kept properly is worth the premium it asks.
A Continental GT in stock is priced on its card. To order, you get one landed figure and written terms — on a commissioned car both are agreed long before the money moves.
How a commission works
The order sheet and the records are checked before your shortlist. A single agreement then carries the purchase, the shipping, customs, registration and plates, and the quoted figure is what you settle.
Say what the Continental GT has to have, and we will bring back candidates that match rather than approximate. Other models are gathered on the Bentley page, together with the cars in stock in Cyprus. We look across the UK, Japan and Australia, and buy from whichever holds the right example.
