2015 Bentley Continental GT Speed Coupe / Convertible

2015 Bentley Continental GT Speed Coupe / Convertible 2015 Bentley Continental GT Speed Coupe / Convertible
First Drive Review

We’ve never really understood why Bentley gives the fastest versions of its Continental clan “Speed” branding. It’s not as if any of the lesser models are exactly deficient when it comes to delivering velocity. Even the “entry-level” V-8, the one you lend to the pool boy on his day off, can crack 60 mph in less than 4.5 seconds. And as the performance gains made for the 2015 Speed over its toweringly fast predecessor are so modest, “Slightly More Speed” might be a more appropriate title.

Let’s start with what’s changed; this won’t take long. Bentley’s long-serving 6.0-liter twin-turbo W-12 has emerged from yet another massage on the dyno test bench with its output boosted to 626 horsepower and 607 lb-ft (increases of 10 horses and 17 lb-ft over the previous Speed). Together with some revised gearbox software, the dyno work has cut a few tenths of a second from the coupe’s zero-to-60-mph time (which we estimate will drop to 3.9 seconds) and added 1 mph to its top speed. At 206 mph, terminal velocity is enough to satisfy the marketing department’s determination that this had to be Bentley’s fastest-ever road car. (The GT Speed convertible—which gets the same revised engine—can manage only a relatively lethargic 203 mph.)

Other changes are cosmetic. The Speed’s front splitter, side sills, and rear diffuser are now finished in body color, while the 21-inch wheels and the head- and taillamps all gain what’s described as a dark tint. The brake calipers are now red, too. Inside, the cabin gets some unique color accents to help differentiate it from lesser models. And, perhaps most importantly, there are now Speed badges on the front fenders to assert your top-dog status over any owners of more plebeian Continentals you may encounter.

In short, it’s a minimal facelift of a decade-old car, albeit one that has evolved steadily over the years. It should feel like a dinosaur, but it doesn’t. Indeed, although the newer V-8 is empirically a better engine in every regard beyond raw output, it’s impossible to deny the continuing appeal of the W-12’s effortless way of doing things.

Twelve Vintage Cylinders

Still, the W-12 engine is probably the oldest-feeling part of the car, with a slight-but-noticeable response delay that’s probably as much about the engine’s internal parts gathering momentum as it is old-fashioned turbo lag. But once it’s on song, it’s an almighty thing, with a torque curve resembling a topographical map of Iowa. It pulls cleanly from well under 2000 rpm all the way to the 6200-rpm fuel cutoff. The eight-speed autobox works well when left to its own devices, but the Sport mode is too needlessly aggressive given the engine’s torque, and the manual override suffers from both poorly placed steering-wheel paddles and an inability to process requests for multiple downshifts at the same time. And the soundtrack isn’t the most inspiring either—a big, offbeat bass-heavy roar that gets louder with revs but no more melodic (unlike the warbling V-8). That said it’s hard to be too critical of a car that makes going so fast so easy.

Almost too easy. Most of our testing took place in Scotland, where the police—for all their relentlessly good manners—have little tolerance for excess speed. Fortunately, Bentley was mindful of this fact and made available to us a former airbase with a 1.7-mile taxiway for high-speed runs. Here the Speed hit an indicated 180 mph while barely breaking a sweat. Fuel economy is more contentious. Although the cost of refilling the 24-gallon tank is unlikely to faze too many Speed buyers, the inconvenience of having to do so after about 300 miles at touring velocities is likely to be a greater irritation.

Continental Speed—The Tour

Yet for all its performance, the Speed is definitely a grand tourer rather than a sports car. The combination of well-damped air suspension and more than 2-1/2 tons of curb weight works pretty well over rougher roads, especially with the dampers switched to the Comfort setting. In corners, however, the sheer forces involved in turning so much metal, glass, and leather are always obvious, especially with the considerable weight of the W-12 engine carried over the front wheels. The Speed can deliver impressive peak g-loadings if you’re prepared to muscle it into faster turns, but if you try to carry too much velocity the car feels very big and heavy. (It doesn’t get the torque vectoring that the forthcoming GT3-R will have.) It’s far nobler to flow along at the relaxed six-tenths pace that seems to be the car’s natural speed.

We drove both coupe and convertible versions, and apart from the obvious difference that one lets bikini-clad debutantes sun themselves behind the wheel, there were few dynamic differences. Over rougher road surfaces you can feel some scuttle shake through the convertible’s structure, especially in the steering column, but it’s slight enough that it probably wouldn’t unduly disturb a passenger’s text messaging.

Bentley is well versed with the dynamics of its end of the market. Model year 2013 was the company’s best ever for sales, and it now produces more 12-cylinder engines than any other car company in the world. Indeed, senior executives promise us that Bentley will continue to make its W-12 for as long as buyers want it. It’s certainly growing old gracefully.