In the era of EVs, a 0-100 km/h time of below four seconds is not just commonplace, it can be purchased for well below RM200k. Such levels of propulsion used to be the preserve of European exotics; now, a small hatchback from China can do the benchmark sprint in 3.8 seconds – power and speed has been democratised by electric motors.
Fortunately for the establishment, raw speed alone does not make a great car. There are many ways to go fast – how you get there, the sensations you feel while getting there, and the ‘I’m already there’ satisfaction when you own the car and admire it from afar, are all vital.
The previous-generation Bentley Continental GT ticked all those boxes. This new also does it all, and then some. The biggest change to what was already a winning combination improves on the GT’s biggest strength and unique quality – its duality.
It’s a departure from the norm that a new Bentley model is making its debut in high-performance Speed form. Typically, the regular variants surface first, before the performance flagship crowns the range at a later date. This time, the Speed leads the line for the fourth-generation Continental GT from kick-off. Likewise, the GTC convertible used to be fashionably late, but now you can choose between coupe and soft top at launch.
There’s plenty new about the Continental GT Speed, but the biggest news is that it’s now a plug-in hybrid riding on a fresh 400-volt electrical architecture. At the heart of the ‘Ultra Performance Hybrid’ powertrain is a 4.0-litre V8 engine with 600 PS and 800 Nm of torque. The ICE isn’t a carryover – with no traditional vacuum system and 350 bar fuel injection pressure (from 200 bar), it provides cleaner combustion and improved emissions.
Now that it has an electric motor to cancel out turbo lag, the engine uses twin single-scroll turbochargers, which reduces complexity and allows them to run hotter, minimising emissions. Also, there’s no longer need for cylinder deactivation hardware, as the ICE can be switched off entirely when the electric motor is running.
The V8’s smooth partner in crime is a 190 PS/450 Nm electric motor that resides in the transmission housing. Capable of powering the big GT by itself, the e-motor also delivers torque-fill at low engine speed and during gear shifts for extra smoothness. The motor is juiced by a 25.9 kWh battery mounted behind the rear axle, which puts more weight at the back for a 49:51 distribution – a ratio that Crewe says is perfect.
The GT comes alive silently, and the system manages energy flow based on the mode chosen – pure EV, electric boost, regenerative braking and charge mode, where the engine drives the wheels and charges the battery at the same time. Plugged-in, the max AC charging rate is 11 kW and the pack can be fully replenished in under three hours.
Aside from blessing the Continental GT Speed with 81 km (WLTP) of pure electric drive – perfect in urban areas – the e-motor brings total system output to 782 PS and 1,000 Nm. Compared to the outgoing W12-powered GT Speed, that’s 19% more power (from 659 PS) and 11% more torque (from 900 Nm), making this car the most powerful Bentley ever, surpassing even the second-generation Supersports and Mulliner’s Batur.
It didn’t take long for the GT’s hybrid-derived improvements to come to the fore. The Asia Pacific launch was held at the Magarigawa Club in Chiba, Japan, and the circuit’s pit building is a ‘house’ with lounge seating flanking the road. It’s an enclosed space, but there were no fumes and noise as the cars glided in and out, thanks to EV mode. In fact, it was serene enough for the product presentation to be conducted roadside as different groups swapped cars.
The private members-only club’s 3.5 km course is simply stunning. Magarigawa appears to be cradled by the hills of the southern tip of the Boso Peninsula (they lopped off a hill’s head for this) and the Tilke-designed circuit is a combination of long straights and clusters of technical corners.
Drama is supplied by the elevation – with a maximum ascent of 20% (max descent of 16%), you’ll find blind crests (uphill and nothing in your view other than the sun) immediately followed by a bend, or the pits. The track’s two straights are parallel but on different levels. It’s spectacular, but could be intimidating for first-timers with 1,000 Nm on tap.
Perhaps that’s why the lead car was conservative, but I managed to give the Speed the beans on the straights after hanging back in the convoy. Acceleration is monumental yet effortless, as contradicting as it sounds. I’ve always preferred the sharper edge of Crewe’s V8 versus the W12, and there’s a nice deep accompanying soundtrack here, which by the way, isn’t artificially enhanced.
It’s confounding that the new Speed can dismiss the 0-100 km/h sprint in a mere 3.2 seconds (four tenths faster than the previous W12 Speed), and if you keep at it, the needle will reach 335 km/h – these are supercar figures in a big GT that has every imaginable luxury and feature, with an interior swathed in leather and wood, let’s not forget.
All that power is delivered via an eight-speed dual-clutch transmission and an electronic limited slip differential to all four wheels. The system uses front-rear active torque vectoring through a centre differential, and precision vectoring across each axle itself using the brakes. Also included are all-wheel steering, Bentley Dynamic Ride active anti-roll, new dual-valve dampers and dual-chamber air springs. The ESC can be fully turned off.
No such shenanigans at the event of course, and in any case, this writer’s ability/bravery is no match to the Bentley’s massive AWD grip. It might not look like that sort of car, but if you approach the GT like you would a smaller sports car, you’ll discover surprising agility and a physics-defying active anti-roll system, just like in the previous Speed.
Great power needs even greater stopping power and the GT uses 10-piston front calipers and four-piston rears. The standard ventilated iron brakes are 420 mm in front and 380 mm at the rear, and there’s a Carbon-Silicon-Carbide option with 440 mm front discs and 410 mm rears. From chasing 300 km/h to slowing down for a hairpin, this is hardware you can trust.
Crewe says that with the latest GT, comfort mode is even more comfortable, and sport mode has even better body control than before. There’s no way to test out ride comfort on a smooth circuit, but the previous Speed’s air suspension was already all-absorbing, so we’ll take Bentley’s word for it.
One thing that I really wanted to try out was how usable the EV mode is, and the answer is very. Full electric mode can be deployed at speeds of up 140 km/h, with throttle applications of up to 75%, so it’s more than enough for normal, even highway driving. My cool down lap was ICE-free.
This Bentley’s on-road capabilities are jaw-dropping, but it’s also a treat for the senses when static. The modern Continental GT is the car that saved the company, a great success for Crewe over the past three generations. Fitting then, that the latest GT is an evolution of the design, which carries three design aspects seen on the iconic R-Type Continental of 1952.
Bentley’s designers pointed out to us the big two-door’s ‘resting beast’ stance. They were visualising a tiger at rest – a majestic beast sitting calm, but ready to unleash massive force when it decides to pounce. The idea is manifested in the GT’s well-defined haunches.
The next point of interest is ‘upright elegance’, which describes the vertical front end of the GT. Like a thoroughbred horse, we’re told. This proud chest pairs perfectly with the Bentley’s ‘endless bonnet’. Seen from the side, the long hood hints at the high-performance engine residing within. While these cues have been on all Continental GTs, they’re stronger than ever now, and Crewe got the proportions spot on with the third-generation GT (wheelbase grew by 105 mm then). Peak form.
An evolutionary design needs a headlining fresh element, lest it be confused for a facelift. That new thing is the headlamp design – gone are the twin circles and in comes a single eye on each side, the first mainstream Bentley with single headlamps since the 1950s. Car guys will point to the Bacalar, but that’s a 12-unit coachbuilt special by Bentley Mulliner.
That single eye is pierced by a horizontal LED ‘eyebrow’ for a distinctive gaze. Go nearer and you’ll see that the headlamps are like art sculptures – the upper portion has a deep crystal cut diamond effect and the base of the housing has an illuminated pattern. The actual matrix headlamps have 120 separate LEDs that are digitally controlled to cover… well, everything.
The rear is a nip/tuck with a redesigned bumper, taillights, tail pipes and boot lid. The latter incorporates an integrated aerodynamic form to provide rear downforce without the need for a deployable spoiler, and the bumper emphasises the considerable width of the GT while being cleaner. Together, they combine for a neater look. Finally, the Speed gets a new 22-inch wheel option with a strong directional design. The designers say that the spokes are like tiger claws digging into the road.
The cockpit of the Continental GT (and Flying Spur limo) is my favourite in the ultra-luxury segment, combining a traditional layout with modern tech. While there seems to be a physical button or knob for everything important, all the functions are also housed in the infotainment system, so it’s the best of both worlds.
The colony of buttons around the gear lever does look a bit austere given how elevated everything else feels, but legibility is good and there’s no reflection from the flat, matte surface. Above all, I’m just thankful that turning on seat ventilation doesn’t require a forward lean and five taps on the screen.
This unique ana-digi approach is personified by the Bentley Rotating Display, which is still cool after all these years. The three-sided display features a 12.3-inch display, three classical analogue dials, and an unbroken side of handcrafted veneer that matches the rest of the trim. The three faces swivel at the touch of a button.
New for this generation are a ‘precision quilt pattern’ on the seats and doors (those with an eye for detail will marvel at the sculptured quilting, fading perforations and the new quilt embroidery), optional ‘wellness’ seating with postural adjust and auto climate functions, and a new ‘Dark Chrome’ theme for the brightwork.
Bentley’s partnership with Naim continues in the new Continental GT, and the top-tier sound system is a 2,200W, 18-speaker setup with Active Bass Transducers built into the front seats and eight sound modes. Otherwise, you can have the 650W 10-speaker standard system or a Bang & Olufsen 1,500W 16-speaker system with illuminated speaker grilles. As before, laminated acoustic glass is used for the windscreen and side windows for a nine-decibel reduction in exterior noise.
Finally, the air con system now includes air ionisers, a new particulate matter filter and displays showing air quality inside and outside the car. The HVAC also synchronises with the car’s sat-nav, so it knows when it might be necessary to improve cabin air quality; automatically recirculating air when in a tunnel, for instance.
Is the new Bentley Continental GT Speed the best car in the world then? Not if you like your mega money two-door car loud, literally and visually. If you gravitate more towards opulence, the Speed is as good as it gets. We’re talking about luxury and craftsmanship that perhaps only two marques can offer, fused with performance to match supercars and more dynamic ability than most drivers will ever need.
However, the 1% have a fair bit of glittering machinery jostling for their attention, and in a world obsessed with new things, could the GT’s familiar looks be a drawback? I hope that’s not the case – because what’s underneath is groundbreaking – but I’d understand if some mistake this car for a facelift of a generation that has been around since 2018. Not that there was anything wrong with that car, mind you.
If emissions regulations is the proverbial lemon, Bentley’s first PHEV is a bloody good lemonade. The 81 km pure electric range allows one to use the GT as an EV for most urban situations, where electric cars excel in. Think about it – owners of cars in this bracket aren’t salesmen hustling around town, or workers with a daily commute from the suburbs.
A more likely trip is from Damansara Heights to KLGCC for golf (10 km return, calculated from Aira on Batai) or perhaps tea and shopping at Pavilion/Starhill (less than 20 km return). Lunch meeting to conclude a deal at BSC? 2.5 km away, sir. Shuffle your car cards around and you’ll even forget the last time you visited the petrol station! Of course, you can wake up the V8 whenever the roads open up.
A Tesla for going to the shops? Why not just buy a beautiful, luxurious Bentley and get a complimentary EV with that same beautiful, luxurious body and cabin?
The new Continental GT Speed will be arriving at Bentley Kuala Lumpur in Q2 2025
GALLERY: 2025 Bentley Continental GT Speed, GTC Speed APAC launch
GALLERY: 2025 Bentley Continental GT Speed, GTC Speed official images
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