First Drive: 2018 Bentley Continental GT

Following on the heels of Aston Martin’s DB11 and Mercedes S63 coupe, Bentley has produced the third iteration of its best-seller, the Continental GT. Introduced in 2003, the first model was nothing less than the saviour of Bentley. It was, in the company’s own words, “the first car of the modern Bentley era”. It sold quickly and widely, resulting in a not-altogether pleasant image as the footballer’s car of choice. Since 2003, Bentley has sold almost 70,000 of the blighters. When you consider that McLaren tops out at 4,000 cars a year in total production, you see how far Bentley has moved away from its low-value British cousins.

A restyling in 2011 finished with the 700bhp Continental Supersports, but while on paper it was the business, this car always looked and thus felt a bit big, a bit heavy and a bit, er, naff.

All change, please. The third generation of the Continental GT is in no way to be confused with the two that have gone before. Whether this is partly due to a change in the top brass, with the arrival of Adrian Hallmark as CEO, and the fantastic, affable Chris Crafts as Board Member for Sales and Marketing, who knows. Certainly Bentley was forced back to barracks with this GT halfway through its launch – some journalists drove a pre-production model at Anglesey late last year, but it was felt that the car was simply not as perfect as it should be, notably where the PDK dual-clutch transmission was concerned – it apparently lacked the refinement for a luxury-car transmission.

And now, here we are, hammering through the hairpins of an unbelievable pass in Austria which I don’t want to mention because then everyone will go there and it will become as crowded as Stelvio.

There don’t seem to be many issues with this car. Any, in fact. It looks the business, for a start, with a much narrower, pinched rear which now sports the word “Bentley” in a pleasingly wide font, as well as the badge. The wheels are bigger and have been moved further into the already short front overhang, while the elliptical headlights are crystal caves, each containing 82 LEDs which bounce off a million shards.

Inside, Bentley shows why it still rules interior design. The fascia can split horizontally into two different veneers, giving a contemporary character to the cabin, which is enhanced by ultra-thin LED lighting that cocoons each passenger’s space at night.

The new technical tour de force is a rotating display (although McLaren‘s in the 720S is thinner and more impressive) which closes to match the fascia, or opens to reveal the infotainment touchscreen or three analogue dials, depending on your mood.

The leather on the seats and doors is as sumptuous as ever – it comes from Austrian cows because, at that altitude, you don’t get mosquitos to pockmark the hides. Naturally. Our test car displayed Bentley’s new diamond-in-diamond quilted stitching which looks strikingly modern – Bentley needs more of this to compete for attention in the luxury marketplace.

Underway, with the Autobahn whistling beneath you, it’s as if the Thirties never ceded way in Europe to the horrors of World War Two. This a modern celebration of the era of grand touring, a gesture to open borders, inquisitive explorers, vast landscapes taken at pace in order to arrive in the next country for a G&T.

Bentley’s renowned W12 is reimagined for this car and given yet another turn of pace to shift 2.5 tonnes to 60mph in 3.6 seconds, which is obscene, really. If your wallet or conscience demands an alternative, the V8 petrol and plug-in hybrid versions will presumably follow shortly – Bentley won’t confirm because it doesn’t want to take attention away from the launch of this flagship.

The steering is well weighted, the brakes and seat-belt pretensions work fine, I can personally attest – who knew that car was stationary just round the bend? – and the brand’s 48-volt electric chassis system keeps the car flat through the corners, which makes much more sense in this car than it does in the Bentayga SUV. As a result, the car feels far more connected to the driver, pivoting tightly round its occupants as opposed to the previous generation, which seemed to yaw and gyrate wilfully. We also like the PDK gearbox, which Bentley is keen to stress is far removed from sibling company Porsche’s version and is slightly lighter than the previous auto box. At most times, the car is rear-wheel drive, but the powertrain can send up to 38 per cent of torque forwards in the event of loss of traction.

But really, it’s the ride under acceleration that wows. The cabin is far more silent, with far less intrusion from the exhausts, than that of the Aston Martin DB11. It feels like a far more of a luxury GT, although if you want more of a sportscar grand tourer, stick with the DB11. If, however, interior beauty and silence matter to you, then it’s Bentley all the way, which knocks everyone else out of the ballpark in both regards.

When the convertible comes along, and cabin noise is less of a debating point, the DB11 Volante, which is probably the most beautiful car on the roads right now, comes back into play. But if it’s the coupe you want, it’s the Conti all the way, despite its swallow-inducing £159,100 starting price. To Italy! Mine’s a bellini.

The Numbers

Engine: 6.0-litre twin-turbo W12

Transmission: 8-speed dual-clutch auto, four-wheel drive

PS/Nm: 635/900

0-60mph: 3.6 sec

Top speed: 207mph

Price from: £159,100