The Swiss Alps possess an undeniable beauty. With their jagged glacier peaks cascading with waterfalls into lush valleys filled with livestock and the sound of cowbells, the scenery surpasses the imagination. It’s breathtaking, awe-inspiring, and otherworldly.
The new Bentley Continental GT Speed is equally stunning, coming alive in ways that stretch one’s imagination. Priced starting at $300,000, this fourth-generation model certainly lives up to its premium status.
Switzerland is recognized not only for its dairy products, chocolatiers, and alpkäse cheese craftsmen but also for having the highest wealth per capita globally. Consequently, it’s no surprise that the country boasts the most Bentleys per capita in the world. As the flagship model navigates the over 6,000-foot mountain passes of Switzerland, weaving alongside train tracks and turquoise lakes on steep, hairpin curves that even the grazing mountain goats scorn, the new GT Speed illustrates how seamlessly plug-in performance can integrate with the elegance of a grand tourer.
Continental GT Speed: Designed to Impress
Even when stationary in a parking lot, the new Continental GT Speed radiates an impressive presence, embodying both a promise and an allure reminiscent of the surrounding mountaintops. For the first time in its 21-year history, and shortly after Bentley split from the bespoke wings of Rolls-Royce, the Continental GT abandons the dual headlight-foglight layout for a singular headlight housing—marking a first for Bentley since 1959.
A DRL eyebrow distinguishes the housing, adorned with 3D crystals gleaming like diamonds above and the integrated LED matrix headlights providing both high and low beams below.
The singular lights offer a more streamlined front profile, and aside from the chrome surround on the rectangular grille, along with an enhanced metallic mesh pattern on the grille and lower air intakes, the elongated hood resembles that of its predecessor. It’s undeniably shinier, which is expected with new vehicles. The DRL eyebrows effectively create a body line that encircles the Continental, extending over robust wheel wells outfitted with new 22-inch wheel designs that evoke the appearance of a tiger’s claw, culminating in the emphasized rear haunches.
These muscular rear haunches are so pronounced that Bentley cleverly positions the fuel door atop the passenger side, while the plug-in port is situated on the driver’s side haunch. At the rear, the body line tapers into oval taillights with a smoky finish. Above, a modest ducktail spoiler generates sufficient downforce to replace the active spoiler found in its predecessor. Overall, the design exudes a blend of American muscle car stance enhanced by classic European contours; it’s truly alluring. New paint options like Tourmaline Green and Gravity Grey further enhance the vehicle’s aesthetics, with the green hue captivating my attention just a bit longer than Magenta or Jetstream Blue as I visualize its configuration.
Notably absent, which is often found in electrified vehicles, are LED light bars both front and rear. Bentley maintains its commitment to classy design.
Bentley Continental GT Speed Prioritizes Electric Power
Don’t mourn the end of the iconic W-12 engine. While it has been phased out due to emissions standards and its aging design, the engine had a grand farewell last year with the $2.5 million Batur convertible , which was limited to just 16 units. Farewell.
The new V-8 plug-in hybrid that replaces it proves to be a superior Grand Tourer, offering more accessible power and a default electric configuration for serene, emissions-free travel for up to 50 miles at speeds up to 87 mph.
It begins in “B,” denoting Bentley mode, using the console dial that serves as the ignition switch. Aside from a few chimes and the lighting up of the stylish instrument panel, it’s nearly undetectable when operating. With its 400-volt electric framework, the Continental GT is engineered to function on electric power in this mode. It glides through city streets, silent yet confident, but pressing the throttle past three-quarters triggers a powerful roar from the twin-turbo 4.0-liter V-8.
The transition between electric and gas power is impressively seamless. Even when climbing hills and pressing down on the throttle, there’s no pause from the V-8 taking over. Unlike the W-12, there’s no cylinder deactivation, ensuring that the engine’s 576 hp and 590 lb-ft are always at the ready.
By turning the dial to the left for Sport mode, the engine takes center stage. It starts up with a snarl before building intensity like the feeling of fear while navigating a narrow pass alongside a steep drop. While it may lack the dramatic roar of the W-12, it resonates enough to be felt through the body. I suspected some artificial enhancement was present, but Bentley assured me that’s not the case. It must be the contrast to the quietness from electric driving.
The small, expertly positioned paddle shifters allow for downshifting a gear or two during a passing maneuver or while navigating a turn, although it isn’t necessary. The 8-speed dual-clutch automatic performs downshifts with Swiss precision.
Boosting engine torque during gear shifts is a 140-kW motor integrated within the transmission. It activates on startup, but in Sport mode, it amplifies the system output to 760 hp and 738 lb-ft of torque, an increase from 650 hp and 664 lb-ft in the third-generation GT featuring the 6.0-liter W-12. This upgrade reduces the 0-60 mph dash from 3.5 seconds to a remarkable 3.1 seconds, with a top speed of 208 mph—marking it as Bentley’s most powerful model to date.
Due to local limitations, our speed was restricted to 80 kph (50 mph) and wise discretion. As exhilarating and immediate as it felt, the GT Speed impressed with its grip, especially around tight turns slick from melting snow. Equipped with an electronic limited-slip differential and active anti-roll bars, the GT Speed maneuvers corners with an agility that belies its substantial curb weight of 5,421 pounds.
This weight is only an increase of 51 pounds from its predecessor despite carrying a sizeable 25.9-kWh battery (22 kWh usable) located behind the rear axle and beneath the cargo space. The battery positioning also aids in achieving a better weight balance, with a 49:51 weight distribution favoring the rear—for the first time in a GT Speed.
In the few instances where I heard the tires squeal while exiting a curve, the vehicle felt firmly planted, supported by narrower Pirelli 275/35 ZR22 front tires and broader 315/30 ZR22 rear tires. A center differential manages the torque distribution from front to rear, and the torque is also redistributed from wheel to wheel across the axles. Rear-wheel steering further enhances cornering grip and maintains stability at higher speeds, especially when rounding one of those striking aquamarine alpine lakes.
The substantial 420 mm front brakes featuring 10-piston calipers boosted my confidence to press a bit harder, while for those looking to push the GT Speed over long distances, 440 mm carbon-ceramic brakes come as an option for $18,820.
A Comfort mode softens the chassis settings, which now include new dual-valve adjustable dampers and dual-chamber air springs that create a wider range between firm and comfortable settings. Overall, Bentley claims that 64% of the fourth-generation GT Speed consists of new or revised components. All enhancements to the chassis and the electromechanical handling features result in a delightful synergy between controlled performance and remarkable comfort.
It never feels unstable enough to lose control, though the combination of speed and weight always presents that potential, and it transitions back into grand touring comfort effortlessly.
Electric Performance in the GT Speed PHEV
The various modes, configurations, and intricate mechanical features do not require the driver to engage extensively. For those interested in delving deeper, there exists a learning curve for managing the suspension, steering, and power distribution systems.
Alongside the four driving modes, the E-Power button located on the wooden console allows access to four additional battery settings: EV, Hybrid, Hold, and Charge. The ability to select these settings is contingent upon the current driving mode. For example, activating Hybrid mode is not possible while in Sport mode as it is inherently Hybrid, optimizing the performance of both motor and engine. The Charge mode, which exclusively uses engine power to replenish the battery, will be unavailable if the battery charge exceeds 75%.
Even though Bentley has engineered the powertrain to prioritize electric energy, and with a plethora of customization options, there is no opportunity to modify the regenerative braking features beyond the preset configurations in the driving modes. Notably absent is the typical brake hold button found in many EVs, PHEVs, and hybrids.
The efficiency of the V-8 PHEV is a clear improvement over the W-12’s 14 mpg combined. Although it boasts an estimated 27.4 mpg and 50 miles of electric range in the WLTP cycle, these figures are likely to decrease during EPA testing.
Interior Space and Comfort in the Bentley GT Speed
The seating configuration remains a 2+2 arrangement, although there is slightly more headroom in the front. In theory, this two-door coupe can accommodate a family of four. A robust metal latch integrated into the front seats enables power sliding and tilting for easier access to the rear. Getting into the back seat is straightforward, and a quick pull on the latch returns the seat to its original position. If it contacts your knees, it automatically shifts up an inch or so. Furthermore, a button located on the side of the seat allows rear-seat passengers to adjust their seating. At 5 feet 8 inches, I found sufficient legroom and headroom behind the driver’s seat, while my 6-foot-2 driving companion had to bend slightly due to the limited head clearance. A console and cupholders in the back indicate potential for longer journeys.
Despite the positioning of the battery pack, the trunk capacity has increased from 8.3 to a still modest 9.2 cubic feet compared to previous models, providing enough space for a carry-on for each of the four potential occupants.
Distinct Features of the Continental GTC Speed Convertible
The GTC Speed, the convertible variant of the GT Speed, incurs an additional cost of about $30,000 and adds nearly 400 pounds to its weight. Consequently, it feels less anchored compared to the coupe and brings in a bit more noise into the cabin, which is to be expected.
Aside from an initial drive from the resort into the hills, I experienced driving with the top down in breezy weather with temperatures under 50 degrees Fahrenheit. It was a delightful experience, enhanced by a virtual heat scarf that provided warm air in three different settings from the headrest to the base of my neck. My driving partner was wearing a hoodie, which may have interfered with a sensor, reducing his heat output.
Additionally, the GTC features a manually installed windscreen;The convertible folds neatly in half and securely positions itself just above the rear seats, remaining steadfast even when the top is up. Closing or retracting the top takes approximately 20 seconds and can be executed while traveling at speeds of up to 30 mph.
Driving the GTC was undoubtedly enjoyable, and it certainly has its admirers as a convertible touring vehicle. However, I found myself favoring the coupe—not solely due to my baldness.
Image Source: Everyonephoto Studio / Shutterstock
