If you’re like me – scrolling through various car-filled feeds every day – you will know that the Bentley Continental GT is not only an outstanding grand tourer but an award-winning one. The Continental GT is akin to Beyoncé at the Grammys or Meryl Streep at the Oscars, cosseting trophies in its simultaneously heated and cooled leather seats on return to Crewe. Bentley has recently revealed their new Continental GT which features a new face, and more notably, an all-new High-Performance Hybrid V8 powertrain.
Since I won’t be behind the wheel of the new hybrid Continental GT for some time, Bentley asked if I wanted to say a final goodbye to the current Internal Combustion Engine (ICE) GT before they pull the plug and it goes for sale. Conveniently, with a weekend away in the Cotswolds already in the diary, a Jet Stream Blue Continental GTC S seemed to be the perfect car to get me there.
For many, the Continental GT is more than just a car. It’s an expression of status, comfort and luxury. Despite a starting price of £183,500, you somehow cannot walk through any major city worldwide without seeing A Continental GT. Its allure draws a diverse demographic, from Beckham to Kardashian, JLO and even Tony Stark himself, Robert Downey Jr. Yes there are louder, faster ways to get me to the Cotswolds, but when you’re soaking in the rarity that is the British sunshine and vast areas of natural outstanding beauty, what’s the rush?
The Continental GT comes in various forms with two different engine offerings, which can be confusing if you’re not fluent in Bentley like me. You have the Continental GT and GTC; the GT being the coupe and GTC being the convertible. The GT/C, GT/C S, and Bentley’s latest trim level the GT/C Azure all are offered with a 4.0L twin-turbo V8. This is the same VW Group 4.0L twin-turbo V8 which can be found in the likes of the Porsche Panamera, Lamborghini Urus, and Audi RS6. The range-topping Continental GT Speed is offered with the since-discontinued 6.0L twin-turbo W12, and you have the choice of both engines with the GT Mulliner. While the ‘standard’ Continental GT/C offers the purest form of grand touring, the S adds some spice, focusing more on performance and agility whilst the Azure keeps the occupant’s comfort and well-being at the forefront. The Speed is, as the name suggests, the fastest of the range, and the Mulliner is the ultimate expression of luxury when it comes to the Continental.
In April 2024, the production of the 6.0L twin-turbo W12 ended to make room for the production of the V8 and V6 Hybrid engines. I’ve experienced the W12 in a Flying Spur as well as a Continental GTC Speed and would conclude that the W12 engine is aimed at those who demand all the go without much show. It’s a mighty powerful engine that allows you to fly under the radar quickly and quietly except for the occasional pop and crackle. Out of the two engines, I would say the W12 engine evokes less emotion than the dramatic V8… but some may believe that the ‘B’ in Bentley shouldn’t be for Burble.
The evolution of the Continental GT since it first appeared in 2003 has been remarkable. For me, the original 2003 Continental GT was too soft despite featuring accentuated rear haunches; a design cue deriving from the 1950s Bentley Continental S1. Launched with the 6.0L Twin Turbo W12, the performance of the Continental GT was mind-bogglingly fast, as in “how was this produced in 2003?” fast. Don’t get me wrong, it’s not exactly what I’d call dynamically capable, but you can see how it would devour miles on a cross-continent journey.
This performance was vastly improved with the introduction of the bonkers Continental Supersports in 2009, a more performance-focused iteration which came with the face-lifted Continental GT. The Supersports employed a tuned version of the 6.0 W12, producing 621 bhp and borrowing bucket seats from the Bugatti Veyron. You could even opt for a rear carbon strut in place of the rear seats if you cared about weight.
The 2011 Continental GT was a completely new car, introducing a sleeker new silhouette, sharper lines and a modern cabin. This was the first iteration of the Continental GT to feature the 4.0L Twin Turbo V8 as well as the W12. To drive, it felt more refined and planted on the road. It still did the same thing as the previous iteration, but – to be frank – it did so better in every way. Unexpectedly, Bentley surprised crowds with a performance-focused Continental GT, the GT3-R in 2015. This featured a tuned version of the 4.0L V8 producing 572bhp and seeing 62mph in 3.8 seconds, not bad for a car that weighs 2120 kg. In 2017, Bentley introduced Supersports with the facelift. This underappreciated creation from Crewe altered my perception of what a Continental GT could be, utilising a tuned version of the W12 and creating 700 bhp to achieve 0-62mph in 3.4 seconds. Driving this back to back with the already rather mental 2009 Supersports made me realise it was a different breed.
The current generation of Continental GT is an evolution of the original, still keeping twin headlights, muscular lines and a 2+2 seating configuration. This generation takes design cues directly from the EXP 10 Speed 6 concept that was unveiled in 2015. Like the concept, the exterior design combines a refined roofline with smooth curves leading into the signature pronounced rear shoulder lines. The LED headlights are a work of art inspired by cut crystal and feature a precision diamond design throughout. Diamonds are also present in the front grilles, which are more subtle on this example thanks to the optional Blackline specification which replaces all the exterior chrome trim for a gloss black finish. The signature rear haunches and Bentley power line create a dynamic and elegant silhouette. I think the Continental GT is a handsome-looking thing which will turn heads. Is it understated? Absolutely not. But depending on spec and engine choice, it’s not as shouty as some of its European rivals. The Continental GT exudes luxury and opulence; onlookers see a Continental GT and question the size of the driver’s bank account, not their appendage.
Entering the cabin of the Continental GT transports you into a place of tranquillity and comfort. The weight on your shoulders dissipates as soon as you’re embraced by the massaging, heated and ventilated leather seats that are included in the optional front seat comfort specification. Did I mention that they adjust in twenty-two different ways? The armrests and steering wheel are also heated, a small detail that is greatly appreciated whilst driving in colder temperatures – both optional extras of course. The seating layout is a 2+2 configuration with room for four average-height adults. However, I am a vertically gifted 6-foot-4, so the rear seats were more like parcel shelves for me.
Once you get familiar with the cabin, which is thankfully full of physical buttons as opposed to a slew of touchscreen menus, you’re greeted with a familiar visual interface that you’d expect from any luxury VW Group product. Apple CarPlay is standard which – let’s be honest – is going to be the only thing displayed on that 12.3” touchscreen 99% of the time, that is, of course, if you don’t opt for the model-specific optional Bentley Rotating Display. This option (which some may find gimmicky) I find to be a unique feature. It allows you to swap the 12.3” touchscreen for three analogue dials displaying outside air temperature, a chronograph and a compass. This feature, which can only be optioned on the Continental GT, solves a problem that is present across a lot of modern cars; fast-ageing infotainment systems. By removing the visible screen, the cabin feels more timeless, similar to that of the Bentley Brooklands from the late 2000s.
The Touring Specification which this model was fitted with features lane assist, adaptive cruise control, Bentley Safeguard Plus, night vision and a head-up display. The adaptive cruise control with lane assist is heaven-sent when stuck in slow-moving traffic and you’re not doing more than 10 mph – the car practically drives itself. At higher speeds, the adaptive cruise control can be a tad sensitive, which is understandable if you’re doing over 50 mph. The head-up display is useful unless you’re like me and wear polarised sunglasses… but that’s a ‘me problem’. Thankfully nothing warranted testing Bentley’s Safeguard Plus feature and my co-driver didn’t fancy being a crash test dummy, so let’s just assume that in such an instance it’d work. Did the night vision work? Yes. Could I find a real-life use for it? No.
The single most valuable option you can have on any modern Bentley is the 21-speaker Naim for Bentley sound system. Costing a whopping £7,210, this sound system is the best in-car sound system I’ve ever experienced. The clarity and tone – paired with the active bass in the seats – create a truly immersive experience and make you feel like you’re in an auditorium. Having experienced this sound system across multiple Bentley models, I can say with absolute confidence that it is worth every penny.
So, to the drive. Driving the Continental GTC is like wafting from A to B on a cloud that produces thunder on command. The 4.0L twin-turbo V8 provides plenty of grunt to all four wheels, producing 542 bhp and hitting 0-62mph in just 3.9 seconds. Not too bad considering the Continental GTC weighs just over 2.5 tons, which seems irrelevant thanks to Bentley’s advanced powertrain. The winding country roads highlighted the dynamic capabilities of the Continental GT perfectly. B road corners were handled with ease thanks to the more spirited Dynamic Drive modes and adaptive air suspension, and turn the GTC to Sport and the V8 becomes more vocal with the suspension stiffening in preparation for spirited cornering. I found myself chasing corner after corner whilst being spurred on by the pops and burbles from the V8. It’s not a sentence that one would usually associate with Bentley, yet here we are. The 8-speed dual clutch ZF gearbox is buttery smooth, with little to no hesitation when manually shifting in sport.
Outside of the country roads, the GTC continued to deliver. In stark contrast to sport, the Comfort drive mode delivers as described; the experience is sedate with the dampers softened, and exhaust valves shut – perfect for cruising around Central London with the roof down in a demure manner. Once in the city, you do start to realise how broad those shoulders are. Measuring in at nearly 16 feet long and just over 7 feet wide, it’s no secret that the Continental GT is a car of sizable stature. I’d be lying if I said this wasn’t an issue when navigating the underground car parks of London, but thankfully a 360-degree top-view camera is standard.
The Bentley Continental GTC V8 isn’t a track toy by any means, but its ability to adapt to any road you throw at it with the flick of a switch is nothing short of impressive. It never skipped a beat travelling from city to countryside whilst carrying enough luggage for two in a state of relaxation, and as you can probably guess, the price for this level of opulence is not cheap. This example featured just shy of £53,500 worth of options, bringing the total cost to £227,100. Who am I kidding though? When this level of motoring is obtainable to some, the price is irrelevant. This car is for those seeking luxury and comfort without sacrificing a driving experience.
With the new plug-in hybrid GT on the way, this is your last chance to bag a V8 that you won’t have to plug in. There is a reason why you see so many of these on the roads, after all. The Continental GT isn’t just a Grand Tourer, it’s THE Grand Tourer.