When Bentley introduced the Continental GT V8
more than a year ago, the rationale was that the car’s lower-output V-8
engine—which fell short of the output produced by the Conti GT’s
W-12—would allow the company to reach new buyers with a less expensive
model. Two things muddle this motive: The first is that the V-8 is
nearly as powerful as the W-12 and weighs less; the second is that the
GT V8’s price tag isn’t far off the W-12’s. Allow us to present the
third pillar of the Continental GT V8’s confusion of self: the
Continental GT V8 S, a sportier V-8 model that draws closer to the
W-12’s output—and likely also its price tag. It will make its debut at
the 2013 Frankfurt auto show.
W-12—What W-12?
Let us be clear that we’re not dogging Bentley for slicing the differences between its V-8 and W-12 models even thinner. Porsche’s been following this formula for years, after all, and really the V8 S is to the GT V8 what the GT Speed is to the W-12–powered Continental GT—a hotter variant with the same basic engine. Placed in that context, and not cost or output structure, the V8 S looks far spicier than its numbers suggest. Sure, it has more power than the standard GT V8 at 521 horsepower and 502 lb-ft (21 ponies and 15 lb-ft more than the base model), but that output is paired with the V-8’s livelier moves and lighter curb weight. The W-12 can dance, if begrudgingly, but the GT V8 models we’ve driven have exhibited a fleeter, more tossable feel—closer to a sports car than a big GT car.
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The GT V8 S’s prodigious output comes from the same twin-turbocharged 4.0-liter V-8 used in the non-S GT V8, and backs up to the same eight-speed automatic transmission and full-time all-wheel-drive system. That setup’s rear-biased 40/60 torque split carries over to the V8 S, as well. Bentley says the uprated powertrain is capable of returning a 4.3-second 0-to-60 blast and a 192-mph top speed in the coupe, and a 4.5-second sprint and 191-mph top speed in the convertible. Those numbers fall right on top of the 567-hp Continental GT coupe and convertible, which, according to the British marque, complete the 0–60 run in 4.3 and 4.4 seconds, and hit 198- and 195-mph top speeds. (We’ve tested both coupe and droptop W-12s and essentially matched those figures.) The V8 S, of course, is a few tenths quicker and several mph faster than Bentley’s claims for the V-8.
Continental GT V8 Speed, Minus the “Peed”
The added speed is coped with by a totally worked-over suspension, which is a tweaked version of the standard car’s air-suspended, double-wishbone front and multilink rear setup. For starters, it sits 0.4 inch closer to the ground, and the spring rates are increased by 45 percent in the front and 33 percent in the rear. The bushings have been stiffened by up to 70 percent, while the rear anti-roll bar is 54 percent stiffer. All this , er, stiffening carries over to the V8 S’s adaptive dampers, which have been tweaked to accommodate hardened hardware, and Bentley says a combination of altered toe and camber settings and software changes bring more precision and feedback to the steering wheel’s action.
Naturally, Bentley backs up the V8 S’s mechanical beef with some visual red meat in the form of more-aggressive front and rear fascias and side skirts wearing dark Beluga gloss paint, while the winged Bentley badges are the same red color as on other V-8–powered models. The car rolls on 20-inch wheels exclusive to the S, and red-painted brake calipers peek out from behind the big meats. There are V8 S badges on each front fender, and the figure-eight-shaped exhaust outlets signal to the world that this is no ordinary eight-cylinder Conti GT. The sporting vibe can be further complemented by an array of 17 available paint colors—seven of which Bentley’s designers specify as being extra sporty, and two are S-exclusive: Kingfisher Blue and Monaco Yellow. Inside, customers can chose from 17 leathers and two-tone color schemes. Bentley’s signature knurled chrome knobs are set off by piano-black veneers that take a claimed 18 sessions of sanding and lacquering to create.
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Buyers can take things to an even lustier level by ordering Bentley’s Mulliner Driving Specification, which adds 21-inch wheels, drilled aluminum pedals, a “jewel” fuel-filler cap, and diamond-quilted leather throughout the interior. A sport exhaust also is available, and according to Bentley “delivers a full-blooded V-8 soundtrack.” Indeed. The V8 S coupe and convertible go on sale early next year, although Bentley has yet to release final pricing. Expect the cars’ stickers to fall between those of the V-8 and W-12, meaning between $181,425 and $202,425 for the coupe and between $199,025 and $222,125 for the convertible.
Around 65% of Bentley Continental GT buyers currently opt for the 6.0-litre W12 model rather than the newer, more efficient V8 – some people, it seems, think biggest is best.
But that could and should change with the arrival of the new V8 S model, which lifts performance of the 8-cylinder car to pretty much the same level of the flagship 12-cylinder version, but adds more sporting intent.
Bentley has upped the power of the twin-turbo V8 by 21bhp to 521bhp, so the 0-62mph time drops from 5.0secs to a W12 matching 4.7 secs, while top speed rises from 187mph to 191mph. The stats may not seem jaw-droppingly quicker, but it’s the manner in which the S goes about its business that makes this yet another brilliant new Bentley.
Power only tells part of the story – torque is up to 680Nm, while the car sits 10mm lower on a chassis tweaked for greater agility, with steering adjusted for greater feel.
Visual tweaks are subtle with a black composite front splitter, side skirts and rear diffuser, gloss black for the grille and a V8 S badge on the front wing.
All that might not sound like too much for your extra £9,000, making this convertible version £152,900, but the changes have turned this capable grand tourer into a more focused performance machine.
Hit the start button and the V8 rumbles into life and sits at idle with a mischievous uneven burble from the exhausts.
Spending a bit extra on the sports exhaust is worthwhile for the aural thrills it delivers – a very British, bassy roar under full acceleration that will have you searching out tunnels and tree lined roads just to hear the noise echo back at you – this is a car that you should be driving with the hood down in all but the very worst weather.
Standard four-wheel drive provides immense security with huge reserves of grip, while the revised steering is more responsive than ever. This is a heavy car at 2470kg, but it feels incredibly sprightly and adjustable for something so weighty.
However, it still seems reassuringly solid on the road, with a good ride – there’s a fair degree of waft even with the chassis in its sportiest settings and if you opt for Mulliner Driving specification with its 21” rather than 20” wheels.
This isn’t a car with the reactions of a 458 spider, McLaren 12C or 911 Turbo, but in real world conditions on everyday roads, it’s just as much fun and a whole lot more comfortable to boot.
It’s also beautifully built with an excellent level of standard kit on board, including an 8-inch touch screen system with hard disk music system (which can be upgraded to a rich and detailed Naim set-up) and impeccably trimmed electric leather seats. With the hood up it’s quiet and refined, and you’re not blown about too much with the hood down.
Bentley says 25.9mpg and 254g/km of CO2 aren’t bad figures – we’ll let you be the judge of that. Meanwhile, the rear seats are tight, the boot isn’t huge and the options on our Monaco Yellow test car pushed the price perilously close to £200,000. Money worth spending? In supercar terms, we’d say so.
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