Bentley Continental GT V8 S Convertible 2014 Review

The Continental is the foundations upon which the resurgence of Volkswagen-owned British ultra-luxury brand Bentley was built.

As time has gone on so variants have multiplied: first coupe, then soft-top and Flying Spur sedan. First stadrad, the Speed and most recently a GT3 version with a nod to the racetrack... First W12 and eventually V8 models...

This is a sportier version of the V8 convertible, offering a little more focus to the handling, a little more oomph from the engine and requiring you to cash in a few more of your blue chips shares if you want to buy one.

Niche marketing — or selling three cars in the space where once one might have sufficed — has been an automotive strategy for a few years now. And while we see it happening further down the pricing ladder than this, there’s absolutely no reason an exclusive brand like Bentley can’t get in on the act.

So meet the Bentley Continental GT V8 S. It shares fundamentally the same Torsen permanent all-wheel drive chassis with the GT V8 drop-top we tested last year ditto the 4.0-litre V8 twin-turbo engine and bluff looks. But, the suspension has been stiffened and lowered 10mm for a sportier stance and behaviour; the engine upgraded to produce an extra 16kW and 20Nm (raising those figures to 389kW and 680Nm); and some styling tweaks added, including a new front splitter and rear diffuser.

For that, the pricing before on-road costs and options rises by $26,900 to $446,000. However, if you don’t need the folding roof, then the coupe is a mere snip at $405,600. Or if eight cylinders are not enough, the GT W12 convertible is only $3500 more than the car we are testing here.

There are a surprising amount of rivals for this car too, from the Audi R8 to Porsche 911 Turbo S via the Ferrari California (and more). But talk of rivals suggests there is a rational basis for buying cars this expensive. There’s not. However, if you’re thinking of writing such a massive cheque, the reassuring news is that in the V8 S you will be getting a car of very high quality.

It’s a cliché, but this really does feel like it’s been carved from a solid block. The body shutlines; the way the interior materials (including leather, wood and real metals) are assembled; even details like the design and execution of the gear shift lever are of the highest quality.

The standard equipment list, however, is far from overwhelming. It includes Bi-xenon headlamps, eight-speaker audio, navigation, 30Gb onboard hard drive, tyre pressure monitoring, keyless entry and ignition, dual climate control and 14-way power adjustable front seats.

Options, on the other hand, are extensive and in some case, surprising. Like the rear view camera, wind deflector and adaptive cruise control.

Along with some bigger ticket items like $11,011.00 Kingfisher paint finish (yes, it looks great), and $27,820 carbon ceramic brakes with red painted callipers (yes, they stop great), the price of this test car (including on-road costs) blows out to $580,439.

Once you get rolling you can sense where a reasonable percentage of the asking price has gone. It is simply stunning how quiet the cabin of the V8 S is despite having a cloth roof (a four layer one admittedly, that opens and closes fully automatically at speeds up to 30km/h) and how strong and cohesive it feels despite not having the added rigidity a fixed roof provides.

The direct-injection V8 is undoubtedly the star act. With peak torque available from 1700rpm through to 5000rpm there is response everywhere, schooled by a slick and smooth eight-speed ZF automatic transmission.

It can bellow, or it can burble, depending on your preference. Part of the S tuning has included a more aggressive exhaust note and it does sound rich and deep, like you could almost dive into it.

Bentley claims a 4.7 sec 0-100km/h time for the V8 S and a 308km/h top speed, which is pretty cool considering the engine is dragging along a mammoth 2470kg. The fuel consumption claim is 10.9L/100km, but we averaged 13.0L/100km, which has got to be more realistic for a vehicle like this.

While there is no start/stop function, the Audi-sourced engine does come with cylinder deactivation, which means it runs on only four cylinders when cruising. The cross-over is imperceptible.

That kerb weight isn’t helpful to the handling. While capable, it never really gives you a connection. You marvel more at how controlled this car is considering the challenge the combination of four-link (front), trapezoidal multi-link (rear), rear air springs and active dampers have been set.

In the end, if you choose to push hard, the natural inclination of the car is to slide the front-end as the pace rises in tighter corners. On the more open stuff it likes to settle into a cornering position and stay there. Quick changes of direction are not its forte.

With the suspension set at the most comfortable end of the driver-adjustable sliding scale, the V8 S soaks up the bumps and crags despite rolling on (optional) low profile 21-inch rubber. As you wind it up there is an increasing sense of pattering and stiffness, but the big fella is never anything other than dignified.

And you retain your dignity if you chose to lower the roof. Well, at least if you are up-front, where passengers are well protected from the breeze. The rear? Well, there’s so little space you won’t be putting any one you like back there, so who cares.

Indeed, the V8 S does a better job of storing baggage than more than two passengers.

If we’ve got gripes about living with this car that would be one.

There are a few other minor ones, including the smattering of Volkswagen group switchgear that sneaks into the cabin and the shape of the paddle shifters, which simply aren’t long enough.

But the reality is this niche vehicle, spun off from another niche vehicle, isn’t really a car subject to the normal tests and standards. It’s beautifully built, hideously expensive, quite nice to drive and astoundingly exclusive.

If that sounds like you, enjoy.