Bentley Continental GT Speed 2025 review

The new Continental GT Speed is the most powerful production Bentley ever. It hits 100km/h in only 3.2 seconds. It goes on to 335km/h. And it does so without the Brit brand’s famed W12 12-cylinder engine.

Cue a spoon clattering onto one’s saucer; monocle falling from the eye and an outraged, clipped English voice declaring “Preposterous!”

The giant 12-cylinder’s been put out to pasture, replaced by what Bentley calls its ‘Ultra Performance Hybrid’ which, it says, “is better than the W12 in every respect.”

I suppose they must say that as this twin-turbo 4.0L V8 with electric motor backup is the sole powertrain offered in the new fourth-generation Conti – it’s plug-in or nothing.

But the stats do a solid job backing the claim. Fuel economy’s dropped from the W12’s drinking problem 14L/100km to a respectable 10.3L/100km; CO2’s plummeted due to the imperfect and nonsense way plug-ins are tested; while power and torque figures are a quite ludicrous 575kW and 1000Nm.

Better in every respect? Well, there’s no on-paper measure for the way a dozen cylinders make you feel. There’s something very Lord of the Manor about a hulking W12 under an elegant bonnet. “Mine’s bigger than yours,” means something to those who happen to shop in the upper echelons of ultra-luxury grand touring land.

Planet saving is not the goal here. Bentley’s upfront about electrification very much being exploited for performance gains first, eco gains second.

After an all-too-brief test drive of the new range-topping GT Speed (lesser models will follow), the EV part makes plenty of sense. It’s a harder sell ditching pure combustion in impractical Ferrari and Lamborghini hypercars, but silent electric wafting in a Bentley-badged grand tourer makes rather lovely sense.

We saddled up these new Contis at a Japanese private test track, which is part of the ultra-exclusive Magarigawa Club. It’s a superb, ultra-luxurious facility housing a 22-corner 3.5-kilometre circuit with an 800m straight and 250m elevation change. Nods to Mount Panorama, Laguna Seca and the Nürburgring Nordschleife add to the driver’s delight.

Highly appropriate, therefore, to test the $581,900 (plus on-roads) GT Speed in these salubrious surroundings. It makes the circa $360,000 Club joining fee look reasonable value.

The drop-top GTC Speed ups the fiscal outlay: $639,800 before charges for wind in the hair GT’ing. Its seven-bow fabric roof is deployable in 19 seconds, at speeds of up to 48km/h. The soft lid can be optioned in a choice of seven difference colours including, yes, tweed.

But given the rag-top is slightly slower (3.4sec 0-100kmh) and has an electronically limited v-max (285km/h), it’s the full-welly coupe we sample for our first taste of this plugged-in fourth generation.

Rolling onto the track in EV-only mode, the soundtrack theatre’s missing, but this is quiet time. A GT must do plush stuff well, and with this driver cocooned in leathery loveliness, swift silent progress with barely a peep filtering into the cabin masterfully ticks that box.

Bentley’s embraced the electric drive, offering 81km of range between charges and allowing 140km/h to come up before bringing in the V8. As long as the throttle’s not pushed beyond 75 per cent, the petrol-drinking side remains dormant.

That is unless you shift into Sport mode. And you really should, because the sound and performance – for something weighing a scarcely believable 2.5 tonnes with driver on board – is endlessly addictive.

The twin-turbo V8 brings 441kW and 800Nm, and the e-motor another 140kW and 450Nm shove up the backside. The funny way these things are worked out means a 575kW/1000Nm combo.

There’s no dramas putting this down on the track – all-wheel-drive and a squillion smart computations with traction control see to that – yet there’s nothing brutal nor vulgar about the acceleration. It’s rapid, sure, but covered in a more gentlemanly rather than feral manner. Beautifully linear, and good grief the ton and then double ton are up in a heartbeat.

Throttle response is standout and this thing just pulls and pulls, a proper torque monster, as a good Bentley must be. Yet I’m constantly reminding myself it’s as lardy as a Ford F-150 truck.

Coming onto the lengthy main straight I paddle shift down a few cogs – it’s a honed Porsche eight-speed PDK incidentally – and the V8 offers lovely little pops. Nothing artificial here; the aural accompaniment is true blue through the exhausts.

I see almost 240km/h on the head-up display before jamming on the anchors. Blessedly they’re up to the task for a few laps, the fronts 420mm ventilated rotors with 10-piston callipers behind 22-inch rims. They certainly needed a cool down afterwards, but 440mm (front) and 410mm (rear) ceramic brakes are optional for those regularly planning track time.

You come for the acceleration and stay for the handling and composure. There’s ample sophistication to help this behemoth through the track’s tighter turns with a fair deal of agility, and offer confidence through faster bends. I’ve never lost control of a 2.5-tonne car on a race track, but imagine it’d be confronting. And damaging.

The platform is shared with the Porsche Panamera and gifted four-wheel steering, an electronic differential, torque vectoring, twin-chamber air springs and active anti-roll working its magic in corners.

Grip’s impressive despite the hefty forces going through the tyres, and thanks to heavy batteries under the boot floor there’s a 49:51 rear-biased weight distribution. The old W12 had no chance there.

Only when you ask to change direction in a hurry does the mass really reveal itself. One minor off-line rumble-strip trip plus greediness on the throttle had its big bum unsettled, reminding me that more measured inputs are preferred.

Rather splendidly, all this sporty playing gives maximum regen back to the car’s sizeable 25.9kWh battery. Plus you can use the V8 to charge it, thus doing away with the plug-in stuff. Less of a faff, but absolutely not the eco way. If you have staff, perhaps they could use a domestic socket and the battery’s full in 8.5 hours.

A heavy-throttle fang on a mirror-smooth track is hardly representative of how this GT Speed will handle Aussie blacktop, but I fancy it’ll shine. But as we don’t really ‘Grand Tour’ as much as our European cousins (no South of France nor the Swiss Alps on our doorstep), perhaps it best makes its case in clogged Sydney and Melbourne traffic.

Having 81km electric-only range will bring smooth and silent serenity, with zero tailpipe emissions – no smoke in the big smoke. Used this way it could be remarkably efficient.

But when there’s no soulful engine in play, this GT Speed must charm on other levels. Style for one. It’s bloody lovely to look at, blending sleek and muscular so very well, with neat touches like a subtle integrated boot spoiler and diamond-like crystal effect jewellery in the front and rear lights. And, fun fact, this is the first single headlamp Bentley since 1959.

The cabin looks, feels and smells a million dollars. True moo and deep pile carpet, sink-in sculpted seats, knurled metal dials, analogue clock, party-piece rotating 12.3-inch touchscreen and three-dimensional textures (in leather) for the trim.

The ventilation knobs are called organ stops, and pushing and pulling them in and out is probably the most satisfying action devised for a car.

It’s a four-seater, but those in the back are a bit hard done by. Of course it’s still dripping in luxe, but space is tight and the sloping roof isn’t a friend to headroom. The boot, too, is more small hatchback sized than GT. But then if you have offspring and luggage, you’ll surely take the Bentayga SUV.

The drop-top GTC does bring some relief in the headroom department, though exposure to the elements does obvious come with the loss of Bentley’s superb climate controlled closed-cabin environment.

The hair ruffling option also introduces the phenomena indicative of convertible exotics: the occupants become the strong focal point virtually anywhere and any time the roof is stowed.

Shrinking violet owners best opt for the relative privacy of the coupe, given the car itself steals the limelight.

The safety suite appears comprehensive enough but no public road drive meant we couldn’t test it, while Bentley Australia’s warranty of three years (and unlimited kilometres) is too stingy.

There’s no confirmation on service prices, but if previous packs are anything to go by, count on just over $10,000 for the first five years. If you want cheap servicing, buy a Toyota.

As money’s probably not an issue, a bespoke joy (for those with deep pockets) is getting Bentley’s coachbuilding artisans Mulliner involved in your Conti build.

This means choice of body and hide colours, different veneer ‘species’ (their word), and additions such as drinks cabinet or personal monogramming.

Browsing the selection box I never knew I wanted genuine stone across my dashboard, but now I do. The catalogue also shows nasties such as pink carpets and turquoise seats. Anything to be individual, perhaps.

Dropping the W12 loses Bentley its huge displacement point-of-difference. Still, this new GT Speed plug-in hybrid is a compelling follow-up act.

Some traditional buyers may get snooty about it, but more fool them. The new car adds versatility to the drive experiences, and the potential for far better economy with an 81km electrified ride.

Of course it’s too expensive and too heavy, but the chassis and powertrain smarts add to the theatre brought by the exterior beauty and richly-appointed executive suite interior.

Is this the world’s best grand tourer, be it coupe or convertible? There’s a fair argument that, if you have the available funds, it absolutely is.