2022 Bentley Continental GT Speed review

When Bentley launched the original Continental GT an almost unbelievable 20 years ago, its relatively new parent Volkswagen was adamant that their new halo coupe was very much a Bentley – despite the VW underpinnings.

A couple of decades later and the third-generation model has more in common with a Porsche than anything else, and yet the message is still very much the same – this is a Bentley all of its own rather than a reskinned Panamera.

Exploring if this claim stands up is the focus of a few days behind the wheel of the new GT Speed performance hero, but the new Continental also promises to be the most dynamically rewarding and driver-focused in all of Bentley’s 104 years. Let’s find out.

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JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space and storage
• What is it like to drive?
• How is it on fuel?
• How safe is it?
• VERDICT
• Specifications

How much is it and what do you get?

Aside from its soft-topped sibling, the Continental GT Speed is the most expensive model in Bentley’s line-up.

Usurping the Bentayga SUV and Flying Spur limo, and with a price of $543,400 before on-road costs, you might be expecting the 'Conti' GT Speed to include a lot for the cash. Well, it does.

When evaluated for sheer quantity, there is a lot of stuff in the Speed. For a start, as many manufacturers downsize engines or transition away from displacement, the Continental’s 6.0-litre W12 engine is one of the top-five biggest in the current passenger car market.

It also weighs 2273kg, measures nearly five metres in length, is more than two metres wide and an entire herd of cows made the ultimate sacrifice for its interior. In terms of mass, volume and acreage, there’s a lot to the GT.

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But there are also similarly generous levels of mechanical technology too. All-wheel drive and all-wheel steering are standard, along with a new limited-slip differential, revised steering with a faster ratio and tweaks to the eight-speed automatic transmission.

Then there’s the three-chamber air suspension in all corners, working in unison with a 48-volt body roll reduction system.

All that serious engineering accounts for a good chunk of the Bentley’s asking price and is mostly aimed at taming the model’s significant heft to offer a balance of typical grace but more driving enjoyment than ever before – more about that later.

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In terms of more information-based technology, the Bentley has a decent offering here too from the completely digital display systems, a particularly cool central digital display that can flip between three positions, stunning interior mood lighting, electric seat adjustment to keep even the strangest physique comfortable, a vast head-up display and even a night vision camera.

Rounding out the somewhat price-justifying list of equipment is a choice of 15 different fine leather cabin finishes, more opulent choices of decorative surface materials and a sea of chrome-effect touchpoints and controls.

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How do rivals compare on value?

Until recently, the Continental GT had only one direct rival if a British ultra-luxury big coupe was the order of the day, but since the Rolls-Royce Wraith is no longer available it’s necessary to cast the net a little wider.

As the Mercedes S-Class coupe has also gone the way of the Wraith, BMW’s M8 Competition coupe offers an alternative large high-performance coupe with similar street presence, but with a V8 versus the Bentley’s W12, it can’t compete on power or torque. That said, at 1885kg it is lighter, with a 0-100km/h acceleration of 3.2 seconds it’s quicker and, at $362,900 before on-road costs, it’s significantly cheaper too.

Getting on the list for a Ferrari Portofino will also secure a jaw-dropping coupe convertible with performance to match the Bentley albeit from a smaller, lighter car. That said, it probably makes more sense to spend less cash and opt for the more dynamically impressive $410,000 Roma even if both Ferraris are smaller and perhaps less comfort-focused than the Continental.

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Interior comfort, space and storage

The initial impact made by the Continental GT’s interior is something that would take a long time to get used to and the twinkle of its various chrome-look controls, incredibly detailed fine finishes and top-quality materials throughout demonstrates that a finely crafted cabin can be a daily joy rather than a novelty that tarnishes quickly.

After-dark ambient lighting – which we set to Cherenkov blue – is utterly immersive and the special rotating central head unit is a delightfully unique feature that can display a choice of contemporary 13-inch touchscreen, three traditional gauges or simply a slab of carbon fibre.

Unlike some other manufacturers that throw around the term ‘piano black’ when what they are actually describing is shiny black plastic, Bentley’s finish is the real deal and has a deep, quality lustre. Unfortunately, just like the cheap charlatan version, it is also quickly spoiled by finger marks and, along with the chrome finishes, can be incredibly glary on sunny days. Not a problem in its native UK.

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Perhaps our only other criticism of the interior regards the use of space. Legroom in the second row is virtually nonexistent with the front seats set for tall adults (a Mercedes E-Class coupe proves that this doesn’t have to be the two-door trend), while the boot volume of 358 litres is also more typical of a small sedan than a car of the Continental’s dimensions.

There’s also no option to fold and load through the rear seats except for a small ski hatch, which is strangely key-locked.

Some practical shortcomings aside, the Bentley’s interior is a truly magical place to spend time. You get some of the best front seats on the market for striking a balance of support and comfort, combined with an aesthetic and tactile experience that has long-lasting magnetic attraction.

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What’s it like to drive?

Automotive history is littered with deceptively named models such as the Skoda Rapid that wasn’t, and the Honda City Life that made you want to shorten your own. The Bentley Continental GT Speed, however, is very fast.

The weirdly wonderful 6.0-litre twin-turbo W12 is likely to have its swansong if this isn’t already it under the bonnet of the GT, and Bentley is sending it out with a bang (hopefully a series of controlled bangs rather than one big one).

With power up to 485kW and torque swelling to a massive 900Nm, this mighty engine does a very good job of hiding the hefty kerb weight with monstrous acceleration in a straight line.

The all-wheel-drive system is very obviously rear-biased and allows a little squat and squirm off the mark, followed by confident and muscular pace.

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Enhancements to the eight-speed auto make it even more aggressive at hurling the mountain of available torque at the road and can be as rapid at swapping cogs as a DCT.

With lighter applications of power and while already rolling, the prodigious grunt of the W12 occasionally creates the immediacy and eagerness of an electric drivetrain, although a little lag from standing starts reveals its combustion nature.

There’s also no mistaking this car for an EV from its sound. The unorthodox W12 arrangement can’t produce the howl of more traditional V12s but its report is an incredibly smooth continuous hum rather than an obnoxious bark.

Switch to Sport mode, however, and Bentley has added charisma in the form of hilariously antisocial cracks and rifle shots on overrun.

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With some impressive powertrain figures, pace in a straight line perhaps should come as no surprise, but where the Speed really ups the game is with its corner negotiating manner. A revised steering system allows the long nose to turn in with an obedience that defies the massive engine it hides.

The various air suspension and anti-roll systems work incisively to keep the Bentley pointing where the driver wants it, and it’s not often that the Continental behaves like a car that weighs 2.2 tonnes.

Its impressive electronic and mechanical efforts to hide mass do occasionally lapse, though, and there’s no disguising the laws of nature that frequently attempt to take over. But, as an exercise in engineering over physics, the GT Speed is hugely accomplished.

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Less surprising is the more GT nature of the, er, GT. Over long cruising miles, the Speed settles into a graceful gait and is magnificently relaxing. The suspension feels as though it has been tuned specifically to the 22-inch alloy wheels wrapped in Pirelli P Zero rubber, which measure up to 315/30 R22 on the rear axle.

Noise levels are spookily low inside the cabin and although there’s a little slap from the wide tyres over tricky surfaces, there’s little roar or hiss otherwise. However, it turns out that the very best way to enjoy the GT Speed is with the outdoors inside.

Even with the cabin opened up fully and at freeway speeds, there’s minimal wind intrusion and there’s absolutely no question that the coupe’s stunning looks are best enhanced with all four windows down and an unforgettable pillarless profile.

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How is it on fuel?

Ha! Oh wait, you’re serious?

The Bentley Continental GT Speed weighs the same as two Mini Coopers and is fed by a 6.0-litre W12 petrol engine with a pair of turbos, so it’s unlikely to be winning any hypermiling competitions.

Officially, Bentley claims its GT Speed can return a figure of 14.0 litres per 100km but during our time with it, we managed a figure of 15.8L/100km. We’re confident that it can be provoked to use a lot more.

If you’re in the market for a Continental GT or are already an owner, you’ll have skipped over this section.

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How safe is it?

For reasons that probably don’t need to be explained, the Australasian New Car Assessment Program (ANCAP) has not crash-tested a Continental GT and therefore has not rated its safety. Neither has the European equivalent.

However, as it shares the platform and much of the safety technology of the Porsche Cayenne and Panamera, it is heavily equipped with driver assistance and active safety systems.

Adaptive cruise control with auto emergency braking and pedestrian/cyclist recognition is standard, along with lane-keep assist, blind-spot monitoring with warning, speed sign recognition, LED matrix headlights, and a night vision camera.

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VERDICT

With the bones of a Porsche but a British heart, the Continental GT Speed manages to be the most dynamically capable and driver-focused Bentley to date, but is also exquisitely crafted and quintessentially English.

That, in some regards, makes this the best Bentley ever produced.

Unless of course, carving corners is not what the flying B is all about. There’s something slightly desperate about a Bentley being driven in too spirited a manner and such pursuits somewhat go against everything that the brand represents.

So the GT Speed is either a huge success or possibly the worst Bentley ever.

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We would absolutely have to agree that the more affordable, not-exactly-slow, and still utterly jaw-dropping V8 version is probably where the smart money is in the Continental GT range, except that’s the final twist in this story about a Bentley that likes the twisty stuff.

If you’re really looking after the pennies then the V8 is absolutely the pick, but no one ever walked into a Bentley showroom looking for a bargain or hoping to save a few bucks from the bottom line.

For those who are utterly enchanted by the looks of Bentley’s flagship, the mighty swansong W12 is the perfect match.

Opulence is included in the price.

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