The Bentley Continental GT S simply devours the miles. It settles into a cruise, then demonstrates its sporting capabilities when requested. The perfect all-rounder? Quite possibly.
I spend a lot of time on the M1. It’s hardly the most inspiring stretch of tarmac, but it does afford you plenty of thinking time. Sloping back south from Leeds on a Sunday evening I was pondering what the best car for the job might be. This isn’t the sun-drenched session of your wildest dreams, weaving along the Amalfi Coast without a care in the world. This is a motorway festooned with robotic lemmings who position themselves in the middle lane, settle in at 65mph and stay there until their junction. The only thing more irritating than them are their kindred spirits who overtake them in the outside lane at 66mph, then dab the brakes as they glacially move back to the left. So, it’s annoying. Massage seats are useful to soothe such frustrations. A decent stereo, too. A V8 that bursts into life as you finally make your way past the braindead masses. A Bentley Continental GT S might just be the ticket.
There’s always much talk in car journalism about where the sweet spot in any given range lies. It’s unfashionable to simply say the fastest and most expensive is the pick; that’s akin to choosing the most expensive bottle of wine on the menu at a restaurant. Vulgar. Uncouth.
The Bentley Continental GT S is pitched in the middle of the Continental range, third of five. Core and Azure are the more laid back, gentlemanly of the five. Then the Speed exists to be, as you’ve guessed, the fastest, with the Mulliner sitting above that for those with the deepest of pockets.
What is the Bentley Continental GT S?
Does it get lost in the range, or is it the fabled sweet spot? A plug-in hybrid, the Continental GT S is equipped with Bentley’s high-performance hybrid powertrain, rather than the ultra-high-performance powertrain which propels the Speed and Mulliner specs in the Conti line up.
What’s the difference? Both feature a 4.0-litre twin-turbocharged V8 mated to a 25.7kWh battery. In the high-performance powertrain the V8 produces 512bhp on its own; the ultra-high-performance’s V8 produces 591bhp. The electric motor in both produces 188bhp, with the ultra-high-performance ensemble offering you more of everything to produce 771bhp and 1,000Nm of torque. The high-performance powertrain has its wings clipped to 671bhp and 930Nm of torque. How could one possibly get by on such meagre output?
The plug-in hybrid Bentley Continental GT S will sprint from 0-62mph in 3.5secs, 0.3secs slower than the Speed. We drove the Speed in GTC form last year and there’s a hint more urgency to it when it’s dialled up to sport and all the extra horses and torques are unleashed. The question is, do you really notice? No, not really. Do you need that extra power? Definitely not, 0-62mph in 3.5secs is more than brisk enough. Do you want it? Do you, sir? I bet you do sir. Ooh, suits you, sir (end of Fast Show reference for the kids). And that’s the point. You don’t need all that power, but it’s there if you so wish.
Bentley Continental GT S key facts and figures
| Powertrain | 4.0-litre twin-turbo V8 with 140kW electric motor |
| Power | 671bhp |
| Torque | 930Nm |
| Transmission | 8-speed dual-clutch automatic |
| Drivetrain | All-wheel drive |
| 0-62 mph | 3.5 seconds |
| 0-100 mph | 7.7 seconds |
| Top speed | 190 mph |
| Length | 4.9 m |
| Width | 2.2 m inc. mirrors |
| Seats | 4 (2+2) |
| Price | from £212,500; as tested £283,260 |
| Test economy | 29.1 mpg over 543 miles |
What’s different to the Core and Azure Continentals?
The ace up the Bentley Continental GT S’s sleeve is its chassis set up, which is taken from the Speed: the Performance Active Chassis, rather than the base Active Chassis. This means active anti-roll bars, all-wheel steering, torque vectoring and a greater sense of proactivity in the drive. All this means that you get enhanced agility over the Core and Azure specs, without the extra oomph of the Speed or Mulliner. Bentley, under CEO and former Porsche leader, Frank-Steffen Walliser, is taking a more 911 approach to its marketing. Funny, that. With five Continentals to choose from, each in coupe or convertible form, there is plenty of choice.
The suspension and chassis setup could’ve been made available as an option and the Conti range could sit at two, with a simple choice of powertrains before you dive into the extensive list of options. I quite like, however, that this isn’t the case. The logos, wheels and sills give the spec away, offering something for boring people like me to observe. The S logos here, embossed on the headrests and stuck to the front wings, are understated, not as flashy as their Azure and Speed counterparts. It’s in tune with the rest of the GT S, offering the statement of a Bentley without all the brawn, finished with a flourish of agility.
Despite the choice of five flavours, there’s still a limitless well of personalisation to dip into. Which brings me to the colour. Spark Blue, as tested. It divided opinion among observers I spoke to, but it certainly grew on me, lending the Conti, as if it needs it, more presence. People moved out of the way of a bright blue Bentley approaching them on the motorway. It also serves to showcase that Bentley offers a near infinite list of colours, although most buyers seem to spec silver or darker colours from a quick look at the classifieds.
What’s the Bentley Continental GT S like to drive?
The GT S feels like more of an old school GT at first, being brilliantly refined before unleashing hell when you need it to. It’ll trade blows with the quickest cars out there, in the right setting, before rearranging its collar and cuffs and settling back down to business. It’s rather amusing that intense bursts of acceleration are accompanied by the V8 instantly switching itself off as it uses the momentum to cruise.
This means that when you accelerate again, you get the wonderful theatre of the V8 bursting into life, as interpreted by the Akrapovic exhaust. It’s a fantastic sound, with the vibrations making themselves felt in the cabin without ever veering too far into the territory of being overbearing.
On country roads, it performs a lot better than I expected. The chassis setup comes into its own, offering prodigious grip. I took it along the same roads I put the Audi RS3 and Toyota GR Yaris to the test on. Whilst this is obviously an unfair comparison, I didn’t feel shortchanged by the big Bentley in terms of entertainment. You can feel power being served to the rear and the four-wheel steering helps to pivot out of tighter turns. In short, it feels far more agile than you could reasonably expect.
It’s at this point, however, that the 2,600kg kerb weight really makes itself felt. Those brakes suddenly have more work than you confidently feel they can handle. The dimensions, 4.9m by 2.2m, also come into play. It’s not why you buy a £283,260 Bentley and you’d be brave/mad to use it this way, but it’s certainly part of the GT S’s repertoire. I’m quite sure it would acquit itself well on a track, with extra space to push its limits on.
What’s the Bentley Continental GT S like to live with?
Whilst it can hustle down a B-road, it’s on day-to-day duty where it most impresses. The hybrid powertrain is exceptional and it’s lovely slinking away in silence. It always starts up in EV mode, only tapping in the V8 when your inputs lean towards spirited. This meant that, across 543 miles, I achieved 29.1mpg. This is supported by a range of 45 miles from the battery, as tested.
By keeping the battery topped up at home, this meant that the 80-litre fuel tank only needed a £30 top-up over its original full tank upon delivery. That’s pretty impressive, even if Continental owners are less likely to be perturbed by petrol pump prices than some. On the move, the battery is charged regeneratively under braking. When put in Sport mode, the V8 also helps to recharge the battery, ensuring all 671bhp are available when you call upon them.
One detraction of the hybrid system, however, is the impact on boot space. If you want to take the charging cables, you’re really crimped back there. Given that the rear seats are a squeeze – it was a struggle for my dad to get in there – they’re perhaps best used as auxiliary storage. On longer journeys, there’ll likely be only two of you anyway.
Given the heft of the car, it’s surprisingly amenable around town. Again, the all-wheel steering comes in handy, offering the GT S a surprisingly tight turning circle. Throw in a 360-degree overhead camera and sensors and you’re not fretting over tight spaces at all.
The interior is classic Bentley and fabulous to interact with. But it’s the one thing that ages all Continentals and Flying Spurs. Design architecture is moving away from this with the new Bentley Torcal, the marque’s first EV. It features a pleasant, minimalist interior with a curved touchscreen, complemented by physical buttons for quick access to HVAC and drive modes. We’ll wait to see what it’s like in reality, but it’s a classy, understated move towards modernisation. I still, however, love the interior as displayed here in the GT S. The rotating display remains an absolute joy and will be missed when it’s inevitably retired.
I wish, finally, to speak of the stereo. This is the first press car from Bentley that I’ve reviewed which doesn’t feature the top spec Naim for Bentley audio system. Here, instead, is the Bang & Olufsen system. Much like the Spark Blue paint, I think it’s a reminder about that options list. The B&O system, however, simply isn’t as good as the Naim one. If you’re paying £5560 for the B&O system, you’d be well advised to find another £2000 down the back of the sofa and get the Naim. What’s an extra £2k on a £283,260 outlay?
Bentley Continental GT S vs Aston Martin DB12 – which is the one to have?
First of all, if this is a question confronting you, congratulations. The answer lies in the quest for comfort versus the quest for sporting edge. The Continental is unapologetically a gentleman’s cruiser. There’s no need here for attempts to be something it’s not. Even with the S moniker and sporty chassis, it remains first and foremost an elite grand tourer.
Bentley isn’t fighting for market share like Aston Martin, either. The Continental is an institution in its own right. We’ve not really discussed how ludicrous a 2,600kg kerb weight is because it simply doesn’t matter 99% of the time and it hides it so well. It could be three tonnes. Who cares?
If you want outright driving pleasure and a bit more theatre, the DB12 is the pick. If you need something even more focused, the Ferrari Roma, now replaced by the Amalfi, takes this even further. If you’re looking to dial things back a bit, the Maserati GranTurismo Trofeo pops its hand up.
The DB12 feels the closest in spirit, with the second-best interior, and is the best looking. I wouldn’t describe the Continental as ugly, though. For the blend of outrageous comfort and outrageous power, no one does it like Bentley. It feels like the Continental has left the rest to argue among themselves.
Who’s the Bentley Continental GT S for?
It’s at this point we’ll return to a question from earlier: does the GT S get lost in the Continental range? It’s for those who want the comfort of a Conti with a sporting edge but slightly dialled down. If that sounds niche, that’s because it is. But the GT S finds its own slot (and badging) right in the middle.
It’s also for people like me, who look at a GT and wonder why on earth people bother with supercars and SUVs. Whilst the fringes of each genre start to merge, there’s an undeniable standout quality about the GT S that makes it hard to ignore.
If you regularly cover long distances, mix it up with a bit of urban driving and enjoy a weekend blast in the Cotswolds, then look no further…
Bentley Continental GT S verdict
You’d be hard pressed to come up with a better car for devouring the M1. The massage seats, quiet cabin and soothing ambient lighting elevate the most mundane of scenarios. The suspension set up, whilst tilted towards being sporty, absorbs all but the worst lumps and bumps. You’ll arrive home from Leeds with 200 miles under your belt and not a hint of backache. It’s a cosseting experience that, simply put, few, if any, can match.
Then you can rotate the dial around to Sport and unleash the V8 in all its glory and remind yourself of its potency. Overtakes don’t come more relaxing than this. The 671bhp and 930Nm of torque are redundant most of the time, but it’s soothing knowing they’re there.
Is the GT S the sweet spot in the Continental lineup? I did rather like the GTC Speed I reviewed last year. It features the same suspension set up as here, with more power to accompany it. This is a nice problem to have. Neither is uncomfortable. Neither is slow.
There’s an inevitable level of one upmanship as you advance through the range and perhaps that hint of understated appeal (if such a thing can exist in a £283,260 Bentley) wins out for some. You wouldn’t be disappointed with either.
So much so that I don’t believe there’s a sweet spot in the Continental range at all. I’d happily have kept the GT S. Or the Speed. Bentley is right at the top of its game.