Bentley Flying Spur 6.0 W12 Mk2

The Flying Spur uses Continuous Damping Control air suspension on all four corners. The rubber bladders inside the struts develop microscopic cracks as they age, typically becoming noticeable between 60,000 and 100,000 km. The first sign is usually one corner sitting lower after the car has been parked overnight. If the leak is ignored, the compressor overworks and eventually burns out. OEM struts from Bentley cost approximately €2,000-2,500 each, though aftermarket alternatives from suppliers like Arnott offer equivalent units at roughly half the price with lifetime warranties. Struts must be replaced in pairs (front or rear). When both front struts and the compressor need replacement simultaneously, the bill at a Bentley dealer can exceed €9,000. Independent specialists charge 30-40% less. Setting the suspension to its lowest mode when parked can reduce stress on the air springs and extend their life.

The 6.0 W12 twin-turbo generates considerable heat in an extremely tight engine bay. All rubber vacuum hoses gradually dry out, become brittle, and crack. A single leaking vacuum line can trigger multiple warning lights, cause rough idle, and affect boost control. In extreme cases the car may not idle at all. The problem is that most of the vacuum hose harness runs through areas that require significant disassembly or, in some cases, engine removal to access. The Mk2 generation improved accessibility slightly over the Mk1, but the job remains labor-intensive. Independent specialists typically quote €3,000-5,000 for the vacuum hose replacement using upgraded silicone or metal lines. At a Bentley dealer the bill can reach €6,000-7,000. Some specialist workshops have developed partial workarounds that reduce disassembly, bringing costs closer to €3,000.

The twin turbochargers are deeply buried in the engine bay. The wastegate actuator contains a rubber diaphragm that can swell from oil vapor accumulation, eventually failing. Symptoms include a rattling noise from the engine bay, reduced power, EPC warning light, and limp mode. Bentley does not sell the wastegate actuator separately; the entire turbocharger assembly must be replaced. Accessing the turbos requires significant engine disassembly or engine removal, with labor alone running 30-50 hours at a dealer. Full turbo replacement at a dealer can reach €10,000-12,000 per side. Specialist remanufactured turbochargers with upgraded wastegate bushings are available for significantly less. This issue is relatively uncommon, but the consequences are expensive. Regular oil changes with the correct specification oil are the best prevention. Blue exhaust smoke on startup or under acceleration is a warning sign of turbo bearing wear.

The W12 engine consists of two VR6 units married at the crankshaft, resulting in an irregular and complex gasket layout. Valve cover gaskets are a known wear item that tends to leak after 60,000-100,000 km. Oil can also seep from the turbocharger feed and return lines, the oil filter housing gasket, and various smaller seals. Because the engine bay is extremely tight, even minor oil leak repairs involve significant disassembly. Valve cover gasket replacement requires 10-17 hours of labor due to intake manifold removal. At dealer labor rates of €150-200/hour, the bill escalates quickly. The oil lines to the turbos should be inspected regularly, as blocked or leaking lines can cause oil starvation to the turbochargers. Independent specialists typically perform this work for €1,500-3,000, while a dealer may charge €3,500-5,000.

The W12 has 12 individual ignition coil packs, and failure of one or more is a well-known VW Group issue. Symptoms include rough idle, misfires, and check engine light. The coils themselves are inexpensive (approximately €25-40 each using VW Group part numbers, which are identical to Bentley parts at a fraction of the cost). A complete set of 12 costs €300-500. However, accessing the coils requires removal of intake manifold sections, involving 4-8 hours of labor. Spark plugs (approximately €160 for a set of 12) should be replaced simultaneously to avoid repeated disassembly. Bentley recommends spark plug replacement every 4 years or 60,000 km. This is one of the more affordable W12 repairs.

The Flying Spur contains approximately 30 electronic control modules. As the car ages, wiring insulation becomes brittle from heat cycling, connectors corrode, and sensors drift. Common symptoms include spurious dashboard warnings (particularly tire pressure, parking sensors, and engine management), intermittent glitches, and phantom warning lights. The KESSY (Keyless Entry Start System) module, located under the carpet in the driver's footwell, is particularly vulnerable: blocked plenum drains under the windscreen cowl allow rainwater to flood this module, causing cascading electrical failures. A water-damaged KESSY module can trigger bizarre symptoms including complete no-start conditions. Module replacement costs €1,000-3,000, while a comprehensive wiring repair after water damage can reach €5,000. Prevention is simple: have the plenum drains cleaned at every service.

Electric window failures are a recurring Bentley issue across all models. The symptom is a hissing sound when operating the window, indicating the motor is failing. Each window has an integrated motor/ECU assembly that Bentley does not sell separately. The entire window lift assembly must be replaced. OEM replacement costs €600-1,000 per window from Bentley, plus 2-3 hours of labor. Specialist rebuild services can refurbish the original motor-ECU unit for €300-500, offering significant savings. Budget for at least one or two window repairs over long-term ownership.

The third brake light failure is one of the most commonly reported issues across all Continental and Flying Spur models. The LED strip integrated into the rear window surround burns out, triggering a dashboard warning. Official replacement from Bentley requires removing the rear windscreen, with the genuine LED unit costing approximately €400-500. Aftermarket repair kits using replacement resistors are available for as little as €20-30, while specialist LED strip replacements cost €100-200. While not safety-critical beyond the brake light function itself, the persistent dashboard warning is annoying, and the official repair carries risk of damaging the rear windscreen seal.

The W12 runs hot, and the cooling system uses numerous plastic connectors and fittings that become brittle with age and heat cycling. The expansion tank can develop hairline cracks, coolant pipe connectors split, and the water pump wears. The auxiliary electric cooling pump, located in front of the front left wheel, can also fail, causing poor heater performance at idle. Radiator corrosion, particularly at the base where debris accumulates, is common on older examples. Individual components are not outrageously expensive (water pump around €400-600, expansion tank €200-300), but labor to access these components in the cramped engine bay adds significantly. A comprehensive cooling system refresh at an independent specialist typically costs €2,000-3,500.