Bentley Continental GT review

The Bentley Continental GT makes a solid case for itself if you want to blast through Europe to the Riviera in absolute comfort. A big luxury saloon is great if you have a chauffeur, but this two-door grand tourer is more appealing if you enjoy driving and don’t want to deal with the compromises of a sports car.

When the Continental was first introduced in the early Noughties, shortly after VW bought the brand, its technology was cutting edge and it single-handedly increased Bentley sales five-fold. Without the Continental GT, Bentley might not exist as we know it today.

The brand has continued to perfect the Continental recipe ever since, by refining the way it drives and integrating advanced technologies such as all-wheel steering, electrified anti-roll bars and active torque vectoring.

This fourth-generation model takes that philosophy further and, for the first time, it’s solely available as a petrol plug-in hybrid (PHEV). Sacrilege? Perhaps. 

Or does it simply offer buyers the best of both worlds? Namely, a GT (or convertible if you order the GTC) that can near-silently cruise through your leafy village yet has the range and speed to crush continents. Read on to find out how we rate the new Bentley Continental GT against the best coupés you can buy...

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What’s new

- April 2026: S model arrives with the handling upgrades of the flagship Speed version, fitted with sports steering, sports suspension and a sports exhaust

How fast is it and which motor is best?

Under the Bentley Continental GT’s long, imposing bonnet, a 4.0-litre twin-turbocharged V8 works in combination with a 188bhp electric motor. There are two power outputs to choose from.

The GT, Azure and S versions develop a combined output of 671bhp, with a 0-62mph time of 3.5sec. Switching to Sport combines the electric motor and petrol engine to work together all the time and the huge swell of muscle across the rev range will sling you up to motorway speeds in what feels like a blink of an eye, with a huge wave of force that pins you back into your broad leather seat.

If that immense amount of power is (somehow) not enough, the flagship Speed and Mulliner models have a more powerful petrol engine (591bhp, up from 512bhp) to produce a combined output of 771bhp. Performance is astounding, with a 0-62mph time of 3.2sec. The car’s unyielding acceleration as it devours gear after gear is an addictive experience, and if you're lucky enough to get the chance you’ll do it repeatedly.

Rivals have a snappier gearbox but the Continental flicks keenly enough through the gears, while the four-wheel drive system helps deliver its power without breaking traction.

However, the beauty of the plug-in hybrid setup is that you can choose to move around discreetly by switching into its pure electric EV mode. It’s very nippy around town and can comfortably get up to motorway speeds at a moderate pace without the driver wishing for the engine to kick in. 

In Hybrid mode, some may find the petrol engine wakes up to lend a hand more often than expected - in essence, it feels more like a gentle version of Sport, rather than a setting programmed to save fuel.

Is it agile and is the ride comfortable?

So far, we’ve only driven the top-level Continental GTs that come fitted with what Bentley calls the Performance Active Chassis, which includes four-wheel steering, a traction-enhancing limited-slip differential and electronically controlled anti-roll bars that reduce body lean when cornering. It’s standard on the S, Speed and Mulliner version. Azure and entry-level trim has Active Chassis, which is similarly equipped but has more relaxed dampers and steering.

Ultimately, if you want something that’s sharper to drive at this price level, the Aston Martin DB12 and Mercedes-AMG GT have quicker steering and even tighter body control. However, the precise steering on the Performance Active Chassis allows the Continental to change direction crisply, with well controlled body movements in the firmest (Sport) driving mode. 

Mid-corner adjustability is also superb. Get hard on the power and you can feel the e-LSD (limited-slip differential) shuffling power between the wheels, allowing you to hold a delicate but entertaining amount of angle.

The fact that, dynamically, it manages to get as close to those rivals as it does, while remaining a far quieter and more luxurious car, is deeply impressive.

In Sport mode, the ride is firm enough to feel slightly fidgety at low speeds, but the GT S is still far more supple than the AMG GT and DB12. Switching to Comfort mode does a great job of isolating you from bumps and potholes, while the default Bentley mode tries to achieve a middle ground of comfort and control. It isn’t quite the do-it-all mode that it sets out to be; ultimately, you’re better off switching between the others for the optimum setup to match the car to the conditions.

In the convertible GTC version, larger bumps and potholes can send a shudder through but thanks to the softer suspension set-up, it's much less jarring than it used to be. Now it’s more of a ripple than a tremor.

Is it quiet and how easy is it to drive smoothly?

A sports exhaust comes as standard on S trim and above to add a bit more theatre, but the optional Akrapovic exhaust thunders into life on start-up before settling down to a relatively subtle rumble in the background. It’s not so loud that it’s antisocial, but it’s worth noting – if you want to maximise the Continental’s hushed sense of luxury – that it doesn’t fully fade into the background on a steady cruise.

The contrast between silence to thunderous rumble in hybrid mode can be quite noticeable at low speeds.

That said, you can drive in near-silence on battery power alone and continue to do so all the way up to motorway speeds. Only a light flutter of wind noise by the frameless side windows disturbs the peace when cruising on the motorway; you don’t have to raise your voice at all to have a conversation with anyone sitting in the back seats.

You could also argue that the shift to an electrified powertrain suits the convertible version – the Continental GTC – even better. Roof down, cruising silently in electric mode lets you soak up your surroundings, while a flick to Sport mode unleashes the V8’s soundtrack.

Perhaps the biggest area that could be improved is the brakes. You have to press the brake pedal a long way down before they actually bite, after which they can be rather grabby. As a result, stopping smoothly can be tricky at low speeds. 

There is regenerative braking to help out; when you lift off the accelerator, it automatically applies a braking force to slow you down based on the distance of the vehicle ahead. It does so smoothly, and harvested energy goes back into the battery.

What’s the range and efficiency like, and how quickly can it charge?

With a 24.6kWh (usable capacity) PHEV battery, the Continental GT's ability to travel up to 50 miles on battery power alone is impressive.

You see, its PHEV tech is not purely there to enhance performance – as it is in the Ferrari 296 GTB, McLaren Artura or Mercedes-AMG GT e-Performance. Those cars have tiny electric batteries that only travel for a handful of miles.

Plug the Continental GT into a 7kW wall charger at home and it will take more than three hours to charge from 0-100%. The absence of a CCS socket means you’re unable to plug into a public DC charger to fast charge, but then you can’t do this with other PHEV performance cars at this price, either.

What about fuel economy? An official figure nearing 70mpg makes the Continental GT appear very frugal but you'll have to use the PHEV battery every time to get anywhere near that.

"Despite weighing in at a hefty 2.4 tonnes and packing nearly 800bhp, the new Speed is shockingly easy to hustle. Even on the tight Alpine switchbacks of our test route, it felt like a supersized VW Golf R.” – Dan Jones, Senior Reviewer

What does the interior look like and is it well made?

The Bentley Continental GT’s cabin is a masterclass in luxury. Nearly every surface is covered in open-pore wood or buttery-soft leather, with three-dimensional textures on the doors that are particularly eye-catching. Even the material quality on the back seats is plush, with metal speaker grilles and plenty of leather.

If you’re not keen on the standard materials, don’t worry – Bentley offers endless customisation options. In fact, 75% of buyers use Bentley’s bespoke division, Mulliner, to personalise their cars.

The quality of the fixtures and fittings is flawless, and nearly every interior function has a physical button. It’s delightfully old-school in the best possible way – especially if you tick the box for the Rotating Display.

That option allows the driver to toggle between an infotainment touchscreen, a set of three analogue gauges (for outside temperature, a compass and a chronometer) or a simple veneer panel. The way it rotates through its modes adds a real sense of occasion.

Is the driving position comfortable and is it easy to see out?

The driving position in the Continental GT is relatively high for a coupé (or convertible if you go for the Continental GTC), but the high window line gives a cocooned feel. The 20-way electrically adjustable seats are supremely comfortable and allow you to fine-tune the lumbar support and seat bolstering. There’s a massaging function, too

You get a good view over the bonnet but the front pillars are very chunky (in terms of both width and depth) so they can really obscure your view out at junctions or at roundabouts. Thankfully, visibility is good elsewhere thanks to huge door mirrors and frameless windows that are also absent of a side pillar by the front seats. 

Despite chunky rear pillars there’s still a good view out the back, helped by a long sloping rear window, even if it isn’t the tallest.

To help with manoeuvres, there’s front and rear parking sensors and a 360-degree view camera. There’s a handy ‘kerb view’ to help minimise scuffing those front wheels.

Is the dashboard and infotainment system easy to use?

The digital driver’s display is one of the best around, with plenty of information on show, a range of layouts and it’s easy to adjust and cycle through when using physical buttons on the steering wheel. It’s far less fiddly than using the Mercedes AMG GT’s touch pads.

The 12.3-inch infotainment touchscreen is crisp to look at and has an intuitive menu layout. It also comes standard with wireless Android Auto and Apple CarPlay phone mirroring and sat-nav.

Unlike in the AMG GT, the Continental GT has plenty of physical buttons on the centre console. This makes it easy to activate and adjust functions such as the heated and ventilated front seats, driver assistance tech and the car’s hybrid mode . You also get rotary dials for the climate control temperature and to select your drive mode.

For most, the Continental GT's standard 650W, 10-speaker sound system will suffice, but buyers can go all-out with either a 1,500W, 16-speaker Bang & Olufsen system or the top-of-the-range 2,200W Naim for Bentley set-up, with 18 speakers and a 20-channel amplifier. It’s eye-wateringly expensive, but it’s also one of the finest audio systems we’ve ever tested.

“The interior of our press car was pretty special, with mono-tone leather, orange accents and contrast stitching. I wasn’t keen on the open-pore dark burr walnut fascia though – I’d have gone for diamond brushed aluminium.” – Dan Jones, Senior Reviewer

How much space does it have for people?

Space isn’t a problem in the front of the Bentley Continental GT, where head, leg and shoulder room are in generous supply. 

For those in the back, it’s a mixture of good and bad news. The good news is the Continental GT is more practical than most coupés at this price level. Most rivals have small token rear seats that are more useful as storage areas, but the ones in the Continental are genuinely usable for children or teenagers. 

If you’re near six feet tall there is a bit of juggling required with whoever is sitting up front to free up some knee room and while your head will be brushing against the ceiling, it’s comfortable enough for a short journey. A lack of space for feet underneath the front seats makes it feel quite restrictive while the relatively thin bolstering means you can soon feel quite uncomfortable and restless.

You’d also expect some air vents in here to boost comfort. There are a pair of cupholders and USB C charging points hidden away on the centre seat base. You can also fit a large rear-facing child seat behind the front passenger seat. 

If you have friends who are taller than six feet, we’d recommend taking a look at a Porsche Panamera Sport Turismo or the four-door equivalent of the Continental GT, the Bentley Flying Spur.

If you want limitless head room in your Continental, you could always get the convertible GTC version and drop the roof.

That, too, has room for a rear-facing child seat behind the front passenger seat, making it more practical than an Aston Martin DB12 Volante or BMW 8 Series Convertible. Just bear in mind that you’ll struggle to fit some larger, forward-facing child seats because the fixed rear head restraints get in the way.

Storage around the Continental GT's interior is ample rather than generous. The door pockets are long but slim, there’s a reasonable-sized glovebox and you'll find a small cubby under the central armrest.

How much room does it have for luggage?

The Continental GT has 260 litres of boot space in coupé form, while the Continental GTC convertible has 134 litres (similar to a Porsche 911 Cabriolet). That's less than the previous, non-PHEV car has, and inferior to an Aston Martin DB12 (262 litres). The Mercedes AMG GT S E-Performance has an even smaller 182 litre boot due to its hybrid tech, although non-PHEV versions have a more respectable 321-litre capacity. 

Ultimately, the load area isn’t that long but you can still fit a couple of carry-on suitcases in the Coupe. That said, you’ll have to cater for the charging cable – or leave it at home. The rear seats don’t fold down, but there is a ski hatch.

“I’ve been lucky enough to take the last-generation Continental GT on a weekend away with three friends and we all found it to be a comfortable long-distance companion. My only concern with the new car would be the limited boot space, especially in the convertible.” – Dan Jones, Senior Reviewer

How much does it cost and what equipment do you get?

With an entry-level price of more than £200,000, the Continental GT isn’t going to be cheap. Like-for-like, the convertible GTC is about £20,000 more expensive. That’s similar to an Aston Martin DB12 but significantly more than a Mercedes AMG GT.

Will that premium put off buyers? Unlikely. Bentley customers are spending more on customisation than ever – 75% now go through the Mulliner bespoke programme to make their car truly unique. 

For business owners, the 50-mile electric range means the GT qualifies for a relatively low benefit-in-kind (BIK) tax bracket, making it much cheaper to run as a company car than earlier, non-PHEV versions. An electric car such as an Audi e-tron GT or Porsche Taycan will be kinder to your wallet though.

And let’s be honest, any savings on BIK tax will be offset by huge insurance premiums and annual servicing costs. Throw in a new set of tyres and, well, it’s best not to dwell on the finer details.

The GT Speed comes generously equipped with 22in alloys, full matrix LED headlights, a 10-speaker, 650-watt audio system, and a choice of 18 standard paint colours. The S comes with subtle styling tweaks, including black badging, gloss black front grilles, a front splitter, side sills and its own design of 22in wheels.

The perk of choosing the Continental GT is the level of customisation available. Naturally, if you can dream it – and afford it – Bentley will build it.

Is it reliable, and how long is the warranty?

We’ve yet to see Bentley appear in our What Car? Reliability Survey, but every new Bentley comes with a three year, unlimited mileage warranty. That level of cover is on a par with Mercedes.

How safe is it, and is it easy to steal?

Euro NCAP hasn’t crash-tested the Continental GT, but it comes packed with all the expected safety tech – adaptive cruise control with lane guidance, automatic emergency braking (AEB) and a semi-assisted mode.

"I doubt most buyers will be too bothered about the fuel-saving perks of the new plug-in hybrid set-up. It’s the added sense of serenity that’ll be the real attraction." – Dan Jones, Senior Reviewer

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