Bentley Continental GT review

The Bentley Continental GT name conjures up rose-tinted images of what driving used to be like, when roads were empty and the super-rich would blast through Europe to the Riviera. Yet it was actually the first truly modern Bentley.

When it was 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.

Perhaps even more significantly, Bentley didn’t rest on its laurels. It's been quietly perfecting the Continental with each generation – refining what works, such as the celebrated W12 engine, while integrating advanced technologies such as all-wheel steering, electrified anti-roll bars and active torque vectoring.

This new fourth-generation Continental GT takes that philosophy further. For the first time, a petrol plug-in hybrid (PHEV) version will spearhead the range. Yes, the iconic W12 and the previous V8 are gone, replaced by a hybridised 4.0-litre twin-turbo V8.

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...

Under the new Bentley Continental GT’s long, imposing bonnet you'll find a thoroughly reworked version of the engine from the previous-generation S model.

That means a 4.0-litre twin-turbocharged V8 delivering an immense 591bhp and 590lb ft of torque. What’s less obvious – unless you peek under the boot floor – is the 24.6kWh (usable capacity) PHEV battery driving an electric motor housed within the automatic gearbox.

That compact electric motor adds a further 188bhp and 332lb ft of torque (which, incidentally, is more than you’d get from a 1.5-litre Volkswagen Golf), giving the new Continental GT a combined output of 771bhp and 738lb ft. That’s 121bhp and 74lb ft of torque more than the outgoing W12 Speed model.

The effect of those numbers on performance is astounding. We’re talking an official 0-60mph time of 3.1 seconds (0-62mph in 3.2) and a 208mph top speed. Just as impressive is the Continental GT's ability to travel up to 50 miles on battery power alone.

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 C63. Those cars have tiny electric batteries that only provide a tiny range.

Instead, the PHEV Continental GT should be able to cover your commute on electric power alone – and it doesn’t accelerate like a milk float under e-power. While you’ll be burning away battery charge much faster, you can use up to 75 per cent of accelerator application up to speeds of 87mph.

Better yet, that electric range enables the GT to glide along in near silence. Wind and tyre noise are impressively muted, and ride quality is much improved over its predecessor.

The previous-generation Continental GT didn’t ride poorly, you understand, but in Comfort mode it lacked the pillowy softness we always wished for. Mercifully, Bentley has swapped out the old three-chamber air suspension for a twin-chamber air system paired with new two-valve dampers.

The result is that in the default B (for Bentley) driving mode, the car’s ride is similar to earlier versions, but if you put it into Comfort mode it becomes considerably more supple. Conversely, it's much stiffer than the previous-generation car in Sport mode.

But, we hear you ask, is the new Continental GT more fun to drive? Well, despite it weighing around 200kg more than its 2.3-tonne predecessor, we’re pleased to report that Bentley's engineers have worked their magic. The battery in the boot has given it a rear-biased 49:51 weight distribution for the first time (the old W12 was particularly nose heavy) – and that's a good thing. 

Firstly, the front end feels sharper and more responsive, making the GT more agile and confident when turning in to corners.

Secondly, mid-corner adjustability is 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.

It’s a far more confidence-inspiring car to drive quickly than, say, the Aston Martin DB12, and while it doesn't offer the raw thrills of a Ferrari Roma, we reckon the Continental GT would be quicker over a challenging British B-road. Especially if you’re given the opportunity to unleash all 771bhp.

Indeed, the official acceleration figures don’t quite capture just how unrelenting that acceleration is. The car surges forwards with unyielding force, devouring gear after gear. It’s an addictive experience, and if you're lucky enough to get the chance you’ll do it repeatedly – if only to revel in the noise.

Better still, a shift to a plug-in hybrid powertrain has done nothing to take away the V8 engine’s character. Bentley has made sure the exhaust note is more pronounced than ever, and at idle the car adopts the fluttering, insistent thrum of a powerboat under full load, and screams through the gears like an Audi RS6. 

Are there any drawbacks to the PHEV set-up? Well, when you put your foot down during electric-only running, the engine cuts in with a noticeable shove rather than a seamless transition. And the brakes can feel slightly inconsistent, probably due to the regenerative braking working away to recover energy.

You could also argue that the shift to an electrified powertrain suits the convertible version – the Bentley 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 spine-tingling banshee wail.

Sure, larger bumps and potholes can send a shudder through the car, 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.

"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 Golf R.” – Dan Jones, Senior Reviewer

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.

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 unlike in the Ferrari Roma, 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.

We’d be inclined to stick with the analogue dials and display navigation or media on the digital driver's display instead. But if you prefer to use the infotainment screen you won’t be disappointed. The 12.3-inch display is crisp with intuitive menus and impressive graphical polish. It comes standard with wireless Android Auto and Apple CarPlay phone mirroring and over-the-air sat-nav map updates.

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, two shakers, 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 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, though visibility could be better.

The steep windscreen pillars create notable blind-spots, especially at roundabouts. Thankfully, a top-view camera and Remote Park Assist, which lets you park or summon the car remotely via your phone, both come as standard.

“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

Space isn’t a problem in the front of the Bentley Continental GT, where head, leg and shoulder room are in generous supply. The news isn’t quite so good for those in the back, but it's still more practical than most coupés.

Anyone under six feet tall will be fine and you can 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 version – the Continental GTC – and drop the roof.

That, too, has room for a rear-facing child seat behind the front passenger seat, making it more practical that 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.

The 2024 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 less than an Aston Martin DB12 (262 litres) or Ferrari Roma (272 litres). 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

While the new Continental GT launches with just one engine option – the petrol plug-in hybrid (PHEV) – Bentley has given that version its Speed branding, suggesting a cheaper and less-powerful model could join the line-up later. For now, if you want a GT (or GTC convertible) it will cost you more than an Aston Martin DB12 or Ferrari Roma.

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. It’s a similar story at Ferrari, where you can easily tack on six figures by speccing your Roma just right.

What about fuel economy? With an official 27.4mpg, the Continental GT could only be considered frugal if you judge it by super GT standards, and you'll have to keep the PHEV battery charged up for the best economy.

Speaking of charging, you can juice it up in two hours, 45 minutes using a 7kW home charger or use the engine to top it up in about an hour (0-80%). The efficiency will plummet if you do that, but the up side is that you’ll have a full 771bhp to deploy when you reach an empty stretch of road.

For business owners, the 50-mile electric range means the GT qualifies for the 8% 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. Naturally, if you can dream it – and afford it – Bentley will build it.

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

For all the latest reviews, advice and new car deals, sign up to the What Car? newsletter here