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New variant combines standard V8 PHEV powertrain with Speed chassis

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A phenomenon is sweeping across the automotive landscape. Scientists are still debating what to name it, but I’ll submit my suggestion: S-ification.

Aston Martin has recently introduced S versions of most of its range. Next week we will have a review of the DB12 S. The hottest Mercedes C-Class is the C63 S (there is no standard C63). Porsche was an early and enthusiastic adopter.

It's the introduction of a slightly sportier model but with apparently little effort – just turn up the boost or change a few lines of code. Once you pay attention to it, you will spot it everywhere, because it appears that buyers just can't resist 'em. As such, Bentley is at it as well, which has resulted in the new Bentley Continental GT S coupé and GTC S convertible.

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DESIGN & STYLING

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The GT S effectively combines the powertrain of the standard Continental GT with the chassis of the Continental GT Speed. But given that all Continentals (apart from the upcoming 'lightweight Supersports) now share mostly the same hardware, it does seem like a bit of a spec-sheet exercise.

They all have the same air suspension with active anti-roll bars and four-wheel steering, but the GT S uses the sportier calibration of the Speed. Meanwhile, the twin-turbocharged 4.0-litre V8 puts out 512bhp by itself (rather than 592bhp in the Speed) and the 188bhp electric motor in the dual-clutch automatic gearbox takes the system output to 671bhp (it's 772bhp in the Speed).

I think it would have made more sense for Bentley to make the GT S into an unhybridised option, much like Porsche has done with the Panamera GTS (which mechanically is very closely related to the Continental), but then again, stepping up to the GT S from the 'core' GT doesn't come with a huge price jump - only £10,100.

For that, you do get some additional goodies, such as 22in wheels, different headlights and dark trim instead of brightwork. The visual changes are pretty subtle, though, because a big, ostentatious bodykit just isn't the Bentley way.

INTERIOR

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Inside, the GT S gets piano black veneer and microsuede upholstery as standard, but the full range of leather, wood, carbonfibre and aluminium remains available for those who aren't fans of dust and fingerprints.

Conceptually, the GT S is a confusing car, but thankfully it's rather simpler as an experience - a largely positive one at that. Interior quality is predictably superb. Bentley clearly considers tactile physical controls a luxury feature, and we would agree. Everything feels bespoke and extremely high-quality, with a weighty, mechanical feel to elements like the gearlever and drive mode selector.

Since we last drove a Continental GT, the steering column has sprouted one of those driver monitoring camera pods to comply with the latest EU safety laws. Thankfully, the system is well calibrated and never gave me any grief.

The GT S has the same comfy chairs as other Continentals; adjustable in every way you see fit, they're outstandingly comfortable and supportive, if slightly higher-set than you might expect from a sporty grand tourer. The one disappointment is how much boot space is robbed by the plug-in hybrid battery pack.

ENGINES & PERFORMANCE

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Otherwise, the PHEV system is impressively well integrated. It provides around 50 miles of electric range if you wish, or you can put the car in Sport mode and treat it like a pure V8 with extra shove down low.

And what a V8 it is. I spent most of the time driving the soft-top GTC, which lets you hear so much more of the dirty woofle coming from the optional Akrapovic exhaust. The coupé still sounds very good but a tiny bit like the engine is trapped in a tin can, which I suppose it is.

Despite blending friction brakes and regen, the brake pedal feels firm enough and is nicely progressive. In EV mode, there is some adaptive regen when you lift off the accelerator, which is somewhat unpredictable and irritating, but can be turned off.

You can't help but notice the typical shimmies that result from a car losing the strength that a roof offers, but I reckon the extra noise is worth it. With the wind deflector up, air turbulence is minimal as well. This is one of those cars that really works as a convertible.

RIDE & HANDLING

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Without driving the S back to back with the other Continentals, it's hard to say whether the chassis changes make a huge difference. In isolation it's very slick. You could leave it in Sport all the time, because at low speed, it's set up to behave more or less the same whatever mode it's in: calm and compliant, with plenty of help from the rear steering system to reduce the turning circle.

 It's only as the speed ramps up that it gets more focused, with tighter body control and a more stabilising effect from the rear steering. Still, even at higher speed, I didn't find it any less comfortable in Sport than in Comfort, because the former is better controlled.

And if you want to grab this 2.6-tonne GT by the scruff and show it some corners, it will oblige. At no point does it feel its weight. Instead, it's impressively grippy and stable, with reassuringly weighted and progressive steering.

It's not the last word in feedback, so some understeer in tight corners can sneak up on you, but if you drive it at the seven-tenths pace that a GT invites, there's a nice flow to it. With the stability control in its Dynamic setting, it will even indulge with a sliver of yaw out of tight corners.

VERDICT

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The Continental is a highly enjoyable and accomplished GT, particularly in convertible form. It's questionable whether the S version was really necessary, but it also doesn’t seem to compromise the car in any way, so if you do desire that extra sporting edge and like the slightly more aggressive visuals, it might well be the version to go for. Still, the S-ification can stop now.

Illya Verpraet

Illya Verpraet Road Tester Autocar
Title: Road Tester

As a road tester, Illya drives everything from superminis to supercars, and writes reviews and comparison tests, while also managing the magazine’s Drives section. Much of his time is spent wrangling the data logger and wielding the tape measure to gather the data for Autocar’s in-depth instrumented road tests.

He loves cars that are fun and usable on the road – whether piston-powered or electric – or just cars that are very fit for purpose. When not in test cars, he drives an R53-generation Mini Cooper S or a 1990 BMW 325i Touring.