The Continental GT marked a massive shift in focus for Bentley and did more than a little to shake up the whole of the super luxury coupe sector. This third generation model could well move that segment a further step forward. Jonathan Crouch reports.
Ten Second Review
The third generation Bentley Continental GT coupe aims to be the kind of rewarding driver's car its predecessor always should have been. That's thanks to engineering from Porsche and an all-new MSB platform. Yet at the same time, it claims to deliver even more luxury thanks to an exquisitely design cabin with a range of very special touches.
Early Bentley models were sports cars. More recent ones have been luxury GTs. Can the company really produce a car able to combine both elements? The original Continental GT was a consummate Grand Tourer, but it wasn't really a choice for driving enthusiasts. With this third generation design, the brand reckons it can do a much better job of satisfying these people.
You'd expect that would be the case. After all, in its first two generations, this Bentley was based on a platform from an old fashioned Volkswagen Phaeton saloon dating back to the turn of the century. This MK3 model in contrast, shares its lighter, stiffer chassis with the very latest second generation Porsche Panamera. That car also donates a quicker-reacting dual clutch gearbox and there's a more sophisticated 4WD set-up too. So, should lottery winners form an orderly queue? Let's find out.
Under the bonnet, buyers choose between either a twin turbo W12 TSI 6.0-litre engine with either 626bhp or 650bhp (in top Speed form). The alternative is a 4.0-litre twin turbo V8 with 542bhp. The 626bhp W12 was the powerplant we tried, mated to a far more modern automatic gearbox than previous generation model have used, the twin clutch PDK transmission featured in Porsche's Panamera. In fact, much about this car is shared with the Panamera, including the lighter, stiffer, stronger MSB platform, though in this case, it's 200mm shorter in keeping with this model's Coupe remit. This chassis, Bentley hopes, will play a major part in making this current generation Conti GT model the rewarding driving machine its predecessor never truly was. That's not only because it's torsionally stiffer - though that obviously helps - but mainly because it supports an engineering format that sees the wheels pushed further forward and the engine moved rearward, so considerably improving weight distribution.
Another key change with the current car lies with the introduction of its more sophisticated all-wheel drive system. The previous generation set-up featured a fixed 40:60 split between front and rear wheels and left the car understeering rather easily when you tried to push it along. In contrast, the current Active All-Wheel-Drive' package can constantly vary front-to-rear torque split depending on the driving situation and deliberately leaves the car using rear wheel drive as much as possible. As before, there's air suspension, now a three-chamber system that works in conjunction with the clever 48V electro-mechanical anti-roll bars first seen on the Bentayga. Suspension feel is one of the things you can influence via three provided driving modes - 'Sport', 'Comfort' and 'Bentley'. Steering feel and throttle response also get tweaked with the settings.
Design and Build
As usual with this model, there's a choice of either a Coupe or a Convertible. In terms of aesthetic design, both at first glance seem to represent merely a subtle evolvement from the previous generation models but actually, much has changed. This MK3 version's aluminium skin is crafted using what Bentley calls 'Super Formed' technology, a precision technique that sees this light, strong metal heated to over 500-degrees C. It's a method that allows for the creation of more complex, sharply defined body lines and a deeper, sculpted haunch muscle.
Inside, as you'd imagine, the cabin is exquisite. Over 10 square metres of wood are used in each Continental GT and it takes nine hours to create and fit the wooden inlays by hand. The dashboard is sculpted by long, flowing wings that mirror the shape of the Bentley badge, while a floating leather top flows seamlessly to the doors. Perhaps the cabin highlight though, is the clever 'Bentley Rotating Display'. When you first get in, there appears to be no screen on the dashboard. Press the engine button though and the veneer in the middle of the fascia rotates to reveal a huge 12.3-inch touchscreen with a configurable home screen with three windows able to display your preferred functions - navigation, media and 'phone for instance. The instrument binnacle dial pack is a configurable all-TFT display too. As before, the Continental GT is a proper four seater, although a broad transmission tunnel still runs down the centre of the cabin.
Market and Model
Of course, Bentley craftsmanship will never be inexpensive and, sure enough, you'll still be looking at around £160,000 for this coupe Continental GT model in base W12 form; there's a premium of around £16,000 for the Convertible. As you'd expect, get a very special experience in return. Take the 20-way adjustable front seats for example, which are said to set new industry standards for comfort and refinement. Smooth centre panels allow maximum efficiency for the cooling, heating and massage functions, while the bolsters retain the signature Bentley quilting. As an option, an event more exclusive 'diamond in diamond'-style quilting finish is available which gives the effect of a 'floating' quilted surface in a sea of leather.
Buyers get a choice of three audio systems; the standard 10-speaker 650-watt set-up, a Bang & Olufsen 1,500-watt 16-speaker system and a thumping Naim 2,200-watt 18-speaker package. Customers will need to spend even longer considering the wider portfolio of exterior paint colours - there are now 17. Inside, you can complement that with a choice of natural leather and wood trim that includes 'Koa', Bentley's newest veneer. What else? Well the headlights use the latest self-adjusting 'Matrix' technology borrowed from Audi. And the wheels come in a huge 21-inch size as standard, with lightweight forged 22-inch rims available as an option.
Cost of Ownership
The fuel consumption of the W12 is slightly improved from the earlier model, but don't get your hopes up too high. Bentley quotes 23.2mpg, up from 19.9mpg previously. The CO2 figure, while still pretty smoky at 278g/km, represents a useful 16% improvement on the previous model and means that this car can now meet the latest Europe and US-imposed efficiency targets. Helping in this regard is the usual engine stop-start system and a coasting feature that sees the engine disconnected from the drivetrain and 'resting' at cruising speeds.
In addition, Bentley's Variable Displacement system shuts down half the engine under low to mid-throttle driving conditions so that most of the time when commuting, your Continental GT will actually be running as a V6. Electric power steering also helps with efficiency, drawing from the car only when steering lock is used. At the end of the day though, all of this can only make so much of a difference to a car of this weight and capacity. Though the brand has trimmed 100kgs from the GT's kerb weight this time round, this car still weighs over two tonnes. If you feel the need to do better, then you'll want to talk to your dealer about the alternative V8 engine - but as you'd expect, it isn't much more economic.
In bringing Bentley into a new era, the Continental GT has proved to be a hugely significant car and this third generation version is more desirable still. Purists may grumble at the Teutonic influence, but one can't help feeling that if WO Bentley is watching, he'd now be mighty proud of the coupe that bears his name.
This model seamlessly blends Bentley's glittering heritage with the latest technology to create a highly desirable package. If you have the means, sports coupes don't come more classy and capable than this. Its substantial mass ensures it's no hardcore track weapon but if you've got a continent or two to cross in double quick time, there can be few better options.
By Jonathan Crouch
Nearly a century of Bentley history has seen the Crewe company bring us many legendary models. But the Continental GT has out-sold all of them combined, especially in this Coupe guise. And in second generation guise, it was focused as well as fantastically luxurious. Brutal performance, high-tech engineering and elegant design characterise this car's appeal. There's an efficient V8 to tempt Ferrari folk, with the continuing twelve cylinder engine prioritising laid back luxury. Sharper, smarter and easier to live with, it's the kind of car WO Bentley would have been proud of.
2dr Coupe (4.0 V8 [V8, V8S] / 6.0 W12 [GT, Speed])
There's no doubting the importance of the Continental GT to Bentley. Over 50,000 examples of the first generation version were sold, a car launched in 2003 representing the first fruits of Volkswagen Group Bentley ownership. Since then, the 'Conti' has provided an entry-level point to ownership of this famous brand without diluting the exclusivity that makes the marque what it is. Primarily, it remains a Grand Touring GT, but one that has become progressively more dynamic over the years as Speed and Supersports variations have come and gone. Models that ultimately gave Bentley the confidence to complete this second generation version, launched early in 2011, a car that could become more focused than any that this legendary name had previously brought us.
The first generation version was basically a very powerful, very luxurious long distance touring car with a sporting heritage. Which was fine if you were a buyer also considering a Mercedes CL or a Maserati GT. But perhaps less what you were looking for if your wish list covered supercars like Aston Martin's DBS or a Ferrari 599. In second generation form, Bentley hoped that both customer groups would be happy. Ferrari folk were provided with a newly-developed and powerfully eco-conscious snarling 500PS 4.0-litre V8. And more laid back land owners? Well, they can luxuriate in the top 567PS 6.0-litre W12 version, subsequently embellished by the addition of a faster 626PS 'Speed' variant. Either way, though the story here was similar to what went before, MK2 model buyers found that the plot had evolved with careful subtlety to create a much more satisfying ending. And a very desirable car indeed. A 'GTC' Convertible version was launched shortly after the fixed-top Coupe model that's our primary focus here. The Coupe sold until the replacement third generation model was launched in the Autumn of 2017.
What You Get
You might assume from a casual glance at this third generation Coupe model that it's merely a minor facelift of its predecessor. You might assume that. But you'd be wrong. Nearly every exterior panel was changed to sharpen and modernise the exterior, but brand heritage is ever-present, the familiar power lines and rear haunches echoing the original 1950s R-Type Continental model.
At the front, the classic Bentley matrix radiator grille is more upright than in the MK2 design, with a black gloss finish, a chrome frame and a red enamel Bentley 'B' badge if it cools a V8 within. The smart headlight design, with its traditional four-lamp format, has exquisite jewel-like detailing, including eye-catching, LED daylight-running lamps. At the rear, Bentley signature 'floating' LED tail lights extend around the corners of the wings, emphasising the car's width and purposeful stance. Again, there are subtle differences on the V8 variant, with a dark lower valance and chromed 'figure eight' exhaust pipes. Overall, it's a more assertive, more modern, more dynamic look, suggestive of the more important changes in place beneath the superformed aluminium skin. Chief Engineer Ulrich Eichhorn had little to do with the original version of this car but he's certainly set out to put his stamp on this one. There are larger wheels and not a single suspension joint has remained the same, with a wider track front and rear necessitating a body 40mm wider than before.
But it's still the hand-finished interior you'll remember most. Tug open the long, heavy doors and you'll find it as gloriously appointed as ever. As before, you sit quite high in front of a dash styled to echo the wings of the Bentley badge. The chrome-bezelled dials are beautiful and everywhere you look are soft-touch leathers, exquisite wood veneers, cool-touch metals and deep-pile carpets, all individually crafted by skilled artisans at the Bentley factory in Crewe. Traditional touches - the 'organ stop' air vents for example - blend surprising well with more modern features like the hi-tech colour touchscreen infotainment system. The seats are thinner than those of the MK2 model - though no less comfortable - mainly because the previous integrated belt mechanism was here replaced by one that hands the buckle to you over your shoulder once you're seated behind the wheel. Much nicer.
And because of those thinner front seats, this cabin became a more inviting place for rear seat occupants, who have slightly easier access to a back seat that here affords an extra 46mm of legroom. It still won't be ideal at the back for anyone over six foot in height though. Out back, there's a 358-litre boot that original owners could extend with a ski-hatch by opting for the extra-cost 'Touring Pack'.
What To Look For
What You Pay
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What to Look For
The Continental GT is an extremely reliable car. Many of the oily bits have racked up millions of miles underneath the skin of Volkswagen's Phaeton with very little complaint and the additional tender loving care that Bentley owners lavish on their cars means that the Continental GT is a solid used buy. Strangely, one of the few 'faults' that has been mentioned is the fact that darker coloured paint finishes can go rather 'swirly' through overpolishing!
Want some more specifics? Well the W12 engine featured in the majority of variants you'll find is a dependable unit, with no cam belts to worry about. That's a good thing, because the engine bay is pretty cramped so the engine has to come out for major work. The turbos tend not to give any problems and the spark plugs are replaced only every four years. Which is just as well because there's quite a lot of dismantling needed to get to them. The ZF six-speed auto used in the W12 is very reliable, and the few problems that have been seen are usually caused by switches and ECU connections. The variable dampers tend not to give trouble, but the front drop links for the anti-roll bar often wear, making a knocking noise. They're about £50 each to replace. The brake discs are big, to cope with the car's weight, but spirited driving can go through the front ones pretty quickly. Worn-out brakes are a good sign of a neglected car.
The tyre-pressure sensors are finished at around five years, after which the built-in battery runs out. New ones are £142 each, and by the time they're fitted, which includes removing and refitting the tyres and balancing the wheels, you could be looking at a bill of up to about £900 plus VAT. Check the car you're looking at an interview the seller to see exactly what has and hasn't been done. It's important to check that everything inside works as it should, because there are a lot of motors and electronics in there and two batteries to power them: a main one, and a smaller back-up one able to start the car in an emergency. You activate it by turning the key anti-clockwise and holding it there for 5-10sec.
(approx based on a 2013 Continental GT W12 excl. VAT) A Pirelli P Zero Rosso tyre will cost you around £280. A pair of brake pads are about £280 for a front set and brake discs are around £580 for a front pair. An oil filter will be about £20, an air filter will be about £150, spark plugs will set you back about £160 (for a set of 12) and coil packs are priced at around £350 (again for a set of 12).
On the Road
You expect a drive in a Bentley to number amongst the world's great automotive experiences and behind the wheel of this one, there's no disappointment on that score. Ease yourself behind the wheel with an admiring glance at the handcrafted leather and veneered wood and slot the key in the ignition. Push the exquisitely chromed starter button and somewhere in front of you, the huge engine bursts into life. If it's the 500bhp 4.0-litre V8, there's a purposeful bark to the engine note, a straining at the leash to be away, unfolding the horizon towards you. If power is being delivered by the 567PS W12 cylinder unit, the engine note is deeper, baser, more relaxed. But either way, you're left in little doubt that the drive you're about to make has the potential to be a very rapid one indeed.
How rapid? Well, persuading 2.3-tonnes that sixty should be reached from rest in just 4.4s is no small feat but 700Nm of torque is enough to do it. Keep your right foot buried in the deep pile carpet and 100mph will flash by in under 11 seconds before, if you're either very brave or have an aircraft runway on hand, ultimate velocity is reached at 198mph. That's if you're in the standard W12 variant - you can go even faster in the 626PS 'Speed' version. The V8 version (which shares its engine with Audi's S8 super saloon) is hardly any slower, thanks to 660NM of torque managing 4.6s and 188mph. For £100,000 more, you could buy a Ferrari FF that effectively goes no faster. Like that car, this one has four wheel drive to get all those horses to the tarmac but in a straight fight, you'd expect the Italian alternative to be the more satisfying choice.
Bentley though, narrowed the gap to such rivals with this second generation Continental GT, thanks to a whole package of changes, the most important of which was a revised 4WD system designed to send 60% of the engine's output to the rear wheels and 40% to the front, instead of equal amounts to all four. Add to that a wider track and various suspension refinements and you can see why this improved post-2011 GT model feels so significantly different. Compared to the original version, it's more agile, less nose heavy, easier to place into fast corners. Ultimately, more satisfying all-round.
Especially if you're in the V8 model and you've woken things up with a switch into 'Sport' mode. There are beautifully crafted paddle shifters behind the steering wheel, but such is the more alert response of the ZF auto gearbox - both the older 6-speed unit in the W12 and the more modern 8-speeder in the V8 feature lightning quick 200 millisecond shifts - that you'll find yourself generally ignoring them after the initial novelty has worn off. Around the twisty stuff, grip is impressive and thanks to CDC Continuous Damping Control, body roll very well controlled for a car of this size and weight. Don't expect it to change direction like a Ferrari 458 or a McLaren from his era, but against Aston Martins and Maseratis, this Continental is now more than able to hold its own. We'd still prefer a little more feel from the steering though - and from the standard brakes, though some original owners improved these by opting for a set of pricey optional ceramic ones.
When it comes to luxury though, this Bentley is unrivalled in its class. It rides beautifully on its computer-controlled air suspension. And no competitor from this era can rival the library quietness that comes with a Continental, further improved in this guise with acoustic glazing, under-floor shields and hidden anti-vibration panels throughout the interior. The engineers say that this car is 60% quieter at the driver's ears than the original version. We can believe that. And as a result, it's a beautiful car to travel in.
Bentley's original MK1 model Continental GT was a fine machine but it wasn't a sportscar. This second generation version can be. With V8 power, it proved to be more agile, more tactile, better sounding and, for those who cared, a whole lot more economic to run. That led some to question the continuing need for the pokier W12 model in the model line-up. But then not every Bentley owner wants to throw their car around. Many existing customers worldwide are very happy with a relaxed, sporting Grand Tourer - and this MK2 model proved to be an even better one.
With this second generation Continental GT design, this famous maker offered the market a choice. It could not only give customers a plutocratic sporting two-door GT but also provide a car to more credibly take on Aston Martin and Ferrari. A car that as well as taking you across the Alps, could take in a lap of the Nurburgring on the way there. This MK2 design showed that Bentley's German hierarchy had finally got a proper handle on what a car from this famous marque should be - what the brand was all about. On this evidence, this famous name is in good hands.