The Bentley Continental GT V8 at a glance
The line between premium and luxury
Where does “premium” end, where does true “luxury” begin? Bentley definitely sees itself at the top of the automotive food chain. Together with Rolls-Royce and Aston Martin, they ultimately represent the British trinity of automotive engineering. It’s just stupid that all three companies are now under the cost control of German corporations.
But I’m not telling you anything new here. Bentley has been part of the Volkswagen empire since 1998 and is now building the second generation of the Continental GT (including a major facelift in 2011) based on the modular principle. From 2003 to the beginning of 2018, the “Conti” shared the base with the VW Phaeton.
Continental shares the basis with the Panamera
Shortly thereafter, the new Continental GT was launched, which is now based on the MSB floor pan, which is also home to the Porsche Panamera. One might rightly assume that these family ties stand for high quality and an appealing driving experience. But there is a crucial difference between the development phase of the first and second Continental.
What is missing at the top of the group is a true designer, car fanatic and fine spirit like ex-VW boss Ferdinand Piëch, who at the time not only commissioned one of the best cars in the world with the Volkswagen Phaeton, but also helped Bentley to regain fame on the basis of it . Design engineers have now been replaced by controllers, car enthusiasts by marketing experts.
High quality workmanship, little independence
In the case of the Continental GT, the result is an automobile that will continue to be manufactured to the highest standards, but that is even more lacking in independence. Analog speedometer instruments have been replaced by digital displays from Audi. The steering wheel also comes from the Ingolstadt-based company’s order catalog. The navigation unit is a mishmash of Porsche PCM and Audi MMI (and does not even show the exterior paintwork in the 3D model), and the steplessly lockable door mechanism is familiar from the Panamera.
Even the door buzzer, now such a marginally easy to change piece of software, sounds like in any ordinary Audi. That the 4.0-liter twin-turbo V8 in the front of the Continental GT V8 (combined fuel consumption: 11.2 l / 100 km; combined CO2 emissions: 255 g / km²) is also installed in the premium bodies from Ingolstadt and Zuffenhausen, you have already got used to it. As in the Porsche Panamera Turbo, which will be available by 2020, it develops 404 kW / 550 PS and 770 Newton meters of torque (combined fuel consumption: 10.4 l / 100 km; combined CO2 emissions: 238 g / km²) and helps the 2.3 ton colossus still considerable driving performance.
Vigorous driving performance
The German-Briton shoots to 100 km / h in four seconds, and the end of the terrain is reached at 318 km / h. So the Conti is definitely fast and has created a unique selling point within the VW Group. Because the Panamera already gave up at 306 km / h, an Audi can no longer follow as standard anyway. Something that 98 percent of the world’s customers will probably never know.
On the acceleration lane or when overtaking, she is much more likely to find that the corporate EA825 engine in the GT V8 has a velvety balance to offer, which above all the “Bentley driving mode” crystallizes further in all classes. The electronically controlled 48V chassis together with torque vectoring and active roll compensation, the 8-speed dual clutch transmission, the pleasantly weighted steering and the 550 hp V8 biturbo work together in perfect harmony to offer a truly stately driving experience.
Consumption rarely gets out of hand
In the lower speed range, it feels subjectively as if you have more than the 4.0-liter displacement available. After a good 2,000 tours, the vehement turbo boost sets in and pushes you into the ergonomically not always perfect sports leather armchair. The consumption? Between 11 and 14 liters with a moderate driving style. Whoever treads heavily on the aluminum brush will also be able to wrest the GT V8 with gross values beyond 20 liters.
What else is there to report? For example, that the Bentley has feudal brakes. The standard steel stoppers bring the GT V8 to a standstill with such comfortable vehemence that one can only be amazed. In terms of ride comfort and interior noise, the Continental then unfortunately does not set any standards. Does it really have to be that such a 22-inch touring car pulls up?
Conclusion
The Bentley Continental GT V8 is a Gran Turismo with a high-quality finish on the inside, which visually sets a big exclamation point and always hovers above things in terms of driving dynamics. At a very high level, you have to be critical of your style. In many areas it only differs in nuances from other group products, has noticeably too many identical VW parts and is simply far too expensive for that. Whether these facts ultimately interest Bentley buyers is another matter. (Text and image: Thomas Vogelhuber)