That was my initial thought at least, as I eased 5,500 pounds of conspicuous consumption into traffic. Although extremely beguiling, everything about this Bentley Continental GTC seems over the top — especially the top… a seven-bow three-layer soft fabric roof that goes up and down with very expensive sounding electro-hydraulic paraphernalia.

And with the top down, and tucked under the leather tonneau cover, one is afforded a completely unencumbered view of the stupendous Bentley interior, which is profoundly “non plastic” — leather, wood and steel is all you see. The leather on the dash actually matches the exterior paint (“Silverlake”), and the rest of leather is rendered in such an expensive-to-maintain and delicate “Saffron” hue that we felt the need to dust ourselves off before entering.

Even the air, ruffling our hair, seemed to be more upscale than that run-of-the mill free stuff.

It occurred to me later, however, that there are people who honestly might need this car like this — those poor “famous for being famous” types who have to work hard to maintain a certain standard of flamboyance, for career purposes.

Looking at it that way — as a business vehicle — the Continental GTC at a list price of $249,990 is, ironically, very good value. It offers pedigree, performance, loveliness and exclusivity, and you don’t see that everyday, even at this end of the market.

The value proposition is possible, of course, because Bentley can leverage the engineering assets of its parent company, Volkswagen AG.  Like its coupe (Continental GT) and sedan (Flying Spur) siblings, the GTC is very much Audi under the sheet metal. This is in contrast to the models in Bentley’s other line (the Arnage sedan and Azure ragtop), which are way more British and way more coin ($300,000 to $400,000, roughly).

The most identifiable Audi pieces are the all-wheel drive system and 6.0-litre W12 engine. Bentley saw fit to add a twin-turbocharger to the 12-pot mill, so we have some really nice numbers at our disposal — 552 horses and 479 “torques.” Said engine is hooked up to a ZF-built six-speed automatic transmission.

This Bentley line features the largest diameter disc brakes of any series production passenger car — the front discs are 405 mm in diameter and 36 mm wide, while the rears are 335 in diameter and 22 mm wide. (For those brought up in the British system, that’s over 15 inches of front brake disc — larger than the entire wheels on some cars.) And if you’re into alloy artwork, check out the aluminum calipers branded with Bentley logos.

The platform is also noted for being incredibly rigid. Bentley’s goal was to make this convertible as stiff as the coupe, which has a torsional stiffness rating in the neighborhood of 30 Hz. Engineers accomplished this goal with only 110 kg of extra steel reinforcements (to sills, to cross braces under the cabin, and to the A-pillars and windscreen surround).

As the coupe, the GTC’s rear suspension features computer-controlled air springs and fully variable, electronically controlled shock absorbers in place of conventional coils. The driver can choose among four settings of ride height and damper response.

For the convertible, the shock absorbers were mounted to a new, lower trapezoidal link with aluminum-cast mounting points. This freed up enough space so that trunk capacity remained useful (235 litres) and the top could be stowed without an unsightly “hump” behind the cabin. The roof gracefully powers down and up in only 25 seconds, with not one piece of mechanism visible to the naked eye. All very proper. And once down and snug under the tonneau cover, everything looks expertly fitted, as if Louis Vuitton himself was responsible.

With the roof down, the GTC is said be as virtually stable at speed as the coupe. And when they say “at speed” they mean 312 km/h (195 mph). To mitigate aerodynamic lift, the GTC’s suspension automatically lowers at speeds above 245 km/h (152mph).

The rear seats are snug. There’s just enough legroom, but you sit with a straight back. Even though the GTC stretches out to 4,800 mm (over 15 ft), this is still a two-door 2+2.

A rollover protection system is installed beneath the rear headrests. If the car’s onboard computer senses that the car is about to roll during an accident, two reinforced steel hoops are deployed in a split second.

At this point we might list all the other safety, comfort and convenience features, but is this really necessary? Let’s just say it’s got the luxury thing covered. Also, as with all Bentleys, you can pretty much custom order your GTC with any paint, wood, and/or trim choices, your personal design consultant has in mind for you and your Afghan puppy. Also available is a complete other range of custom trimming and options from Mulliner, the old coach-building firm with long associations to Bentley and Rolls.

Our tester had the Mulliner alloy fuel filter cap (only $390!) Other nifty options fitted to this ragtop: 20-inch wheels ($4,740), upgraded Birds Eye Maple interior veneer ($1,390), veneer inserts to door and rear quarter panels ($990), Lumbar massage to both front seats ($740), two-tone hide trimmed multi-function steering wheel ($690), floor mats with hide trim matched to carpet ($590), and valet parking key ($390). That’s like, a lot — $259,910 before taxes, destination charges and the like…

Now back to our drive, a relatively brief one. VW Canada had this GTC for a very short period last summer, and doled out test rides like a nervous father at prom night. Our drive was restricted to 200 kms. But hey, reasoned myself and colleague Michael Banovsky, spending 200 km in a Bentley convertible has to be better than getting wacked with a neoprene hose, which is how most of our weekdays are spent, so we were “so there.”

It took a while to get settled, as there is much to take in, and adjust. And fondle. I particularly liked the beautifully embossed Bentley logo on the hand-stitched leather steering wheel — a useful and feel-good reminder that you are, or will be, piloting around lots of money.

At idle, the W12 pulses out a low-timbre rumble, which is already worth the GTC’s admission price.

Around town, you barely depress the throttle — I don’t think the engine ever got over 2,000 rpm. But I guess that what happens, when there’s over 450 lb-ft of torque at 1,600 rpm.

On faster roads, a quarter throttle will get you around any vehicle in your path.

Flooring the throttle will hurl the beast toward the horizon with surprising force. At full song, there’s a wonderful commotion going on inside the twin-turbo, 12-cylinder, 4-camshaft, 48-valve engine, but the GTC shoots across the tarmac in a completely dignified manner, thanks no doubt to that super-rigid chassis, all-wheel drive and a full slate of electronic nannies.

For the record, Bentley states the GTC will get to 100 km/h in 5.1 seconds (0-60 mph in 4.8 seconds).

The only negative aspect of the power delivery is a modicum of turbo lag right off idle.

As the coupe, the GTC belies its weight and length and is completely at home on twisty-roads, especially when the suspension is on the sportiest of the four available settings. There is no body flex or body roll to speak of.

Our 200-km run was basically a loop from VW’s head office in Ajax, Ontario to the resort town of Bobcaygeon. We had the top down for the entire run and we conversed at normal voice levels, though we did put the windows up on the highway. (For greater wind protection, there is a chrome and aluminum windscreen that can be erected across the rear seats.)

What a great drive, and what a wonderful automobile. It’s a glorious piece in its own right, and a perfect Bentley to boot, as it continues the marque’s grand tradition of providing stately yet performance-minded motoring.

But if you’re not into being conspicuous, don’t opt for a Bentley, especially an open-top one, like our GTC… ‘cause I could feel the stares and judgments directed at the back of my neck every time we were stopped in traffic. But I guess my tastes run to minimist stuff and sleepers.

Maybe you’re the other way, and are looking for a little stage time? Then please consider the Bentley Continental GTC. You owe it to yourself.