BENTLEY CONTINENTAL GTC CONVERTIBLE

The Crewe-based Bentley brand has evolved its Continental GTC. Jonathan Crouch reports.

Ten Second Review

The fourth generation version of Bentley's Continental GTC Convertible claims to represent the pinnacle of open-top motoring. Bentley has been making iconic open tourers for over a century, some built to achieve success at Le Mans and Brooklands, others to convey their glamorous owners to the resorts of Monte Carlo and Cannes. All have been memorable but in truth, none has been truly sporting in the supercar sense. Until now perhaps. Beautiful roof-up or roof down, this now-PHEV-powered model is the fastest, most agile, most luxurious car of its kind this British brand has ever made.

Background

Bentley has been producing luxury Grand Tourers since the company was founded back in 1919, many of them open-topped models. Here's the latest in the line, the fourth generation Continental GTC. The brand reckons this car is a definitive expression of opulent GT luxury. It's certainly exquisitely desirable. And potentially rather unusual. Exclusive luxury sports convertibles in the six-figure segment tend to fall into two categories. Either you choose a supercar drop-top with cramped rear seats and driving dynamics great for Silverstone but not so good for the suburbs. Or you go for a huge, leather-lined four-seater sports cabrio with a lumbering luxury powerplant. An opulent sporting convertible somehow able to satisfy both kinds of customer would surely be desirable indeed. Is this it? Earlier Continental GT Convertibles, usually known as 'GTC' models, were very much open-tops of the large, lumbering sort. To start with, we got the first partly-Volkswagen-engineered model of 2006 and the more refined second generation design introduced in 2011. Just before Bentley's Centenary in early 2019 though, we got the more advanced MK3 model which was a rather more sporting thing and provided all the fundamentals for the MK4 version we look at here, launched in mid-2024. This fourth generation design is basically just a heavy evolution of its predecessor. Bentley of course doesn't see it that way, claiming that 68% of the parts used are new. Most of those lie under the bonnet, where the previous thirsty conventional W12 and V8 units get replaced by the PHEV powertrain that Bentley promised but never delivered with the previous generation model. And it's fast, even if you don't stretch to this car in its top 'Speed' form. So does being able to plug this big GT in justify its place in this modern electrified world? And in this class, it is it more Aston Martin DB12 Volante than Porsche 911 Turbo Cabriolet? Or an ideal combination of both?

Driving Experience

You expect a drive in a Bentley to number amongst the world's great automotive experiences and behind the wheel of this one, there's no disappointment on that score. So what'll you notice first in this open-topped variant? Well there's no buffeting, no chassis shake over bumps and conversation is easily possible up to and way beyond the legal limit. Plus neck level vents under the headrests, armrests that are powerfully heated, along of course with heat for the steering wheel and seats, make al fresco motoring comfortably possible even on the coldest winter morning. This really is an immaculately engineered piece of cabriolet design. And it's a car that's taken a significant dynamic step forward in this fourth generation form. For this MK4 model, the Crewe company has abandoned its classic W12 engine, but devised a way for its charismatic 4.0-litre twin turbo V8 to live on - as a Plug-in Hybrid; arguably the world's fastest Plug-in Hybrid. Two versions of this PHEV powertrain are available. For the standard GTC, the High Performance Hybrid unit (with 680PS and 930Nm of torque). The top GTC Speed gets the 'Ultra Performance Hybrid' unit (with 782PS and 1,000Nm of torque). If you can't decide between those two extremes, Bentley will offer you the GTC S, which has the same 680PS output as the base GTC but with a more aggressive chassis tune, an electronically-controlled limited-slip differential on the rear axle and active anti-roll bars. The Speed version is Bentley's most powerful road car ever; for reference, that's 123PS and 100Nm more than the previous W12-engined GTC Speed model. 592PS of this current model's power total comes from its VW Group-sourced V8, with a further 190PS contributed by an e-motor built into the automatic gearbox. That motor is energised by a 25.9kWh battery beneath the boot floor that (with both powertrains) Bentley claims will take the car up to 53 miles and at speeds of up to 87mph. Obviously, do one and you won't be able to do the other. Despite the 2,636kg kerb weight (around 200kg heavier than the old W12 GTC Speed), performance from this 'Ultra Performance Hybrid' powertrain is explosive, 62mph flashing by in just 3.2s on the way (if you can find a race track or the right stretch of autobahn) to a top speed of 177mph. But this car will need more than sheer speed to match competitors, principally arch-rival Aston Martin's DB12 Volante. Well to that end, not much has changed underneath, this fourth generation design carrying forward its predecessor's VW Group-sourced MSB platform and basic body structure. Bentley though, says that weight distribution has been shifted fractionally backwards for a better 50:50 balance. And there are now twin valve dampers which, it's claimed, have enabled the engineers to optimise dynamic ability and comfort. In the most frantic 'Dynamic' drive mode, the drivetrain is tuned to let the rear axle slip slightly, giving the driver greater control of power deployment mid-corner. But if you're planning to drive like that regularly, you really should have bought a 911 Turbo Cabriolet.

Design and Build

Where virtually nothing about the third generation Continental GTC was shared with its predecessor, this replacement model looks much more like the elegant facelift it is. As before, there's a power-folding roof that can be raised or lowered in 19 seconds at speeds of up to 30mph. The multi-layered hood opens or closes in 19 seconds at speeds of up to 30mph. When retracted, the folded canopy is stored in its own boot compartment, doesn't impinge on either rear seat or boot space and allows for a pleasingly low deck that improves the roof-down profile no end. Visual cues for this fourth generation design have been borrowed from the Mulliner division's exclusive Batur and Bacalar models, most obviously the striking new headlamp design with its 'eyebrow' motif - we'll see that on other future Bentleys. These lights flank a shallower grille and a simplified lower bumper. While out back, the oval rear lights and exhaust pipes are now more shapely, the tail lamps split into two pieces. In profile, you might pick up the new 22-inch wheels and the more muscular bodywork which, as before, has rear haunches echoing the 1950s R-Type Continental. The at-the-wheel experience is as exquisite as it always is in a Bentley, the dashboard sculpted by long flowing wings that mirror the shape of the Bentley badge. With this new model, the centre console's been lightly redesigned with smarter switchgear and fewer high-gloss finishes. Over ten square metres of wood is used in every Continental GTC and it takes over nine hours to create and fit the intricate wooden inlays by hand. The stitched leather on the brilliantly supportive seats is exquisite too, particularly with the optional 'diamond in diamond' quilted finish. A sophisticated 12.3-inch screen remains to dominate the centre of the fascia, with all the usual audio, navigational and informational functions, but gets new hardware and software. There's still the 'Bentley Rotating Display', which sees the centre monitor somersault into the dash when you power off. Or, on the move, you can choose to turn the panel to its third face, which gives you three little old-style analogue dials - for air temperature, a compass and a stopwatch. Lovely. Through the stitched three-spoke wheel, you view a virtual instrument panel, the centre part of which can be customised to the elements you want to view. As before, the Continental GTC claims to be a proper four seater, but there's actually not a lot of room in the back; adults will be severely restricted on leg room and a broad transmission tunnel still runs down the centre of the cabin. plus predictably, head room with the roof up still remains at something of a premium, but of course that's also the case with most obvious rivals. In this case, you'll probably be OK provided you're not over six foot. Out back, thanks to the PHEV drivetrain there's a tiny boot with a capacity now reduced to just 134-litres (down from 260-litres in the Coupe), so you'll really need the bespoke luggage set.

Market and Model

Of course, Bentley speed and craftsmanship will never be inexpensive and, sure enough, you'll be looking at a high price for ownership - think from just over £250,000 for this GTC model. You're looking at a premium of around £16,000 over the GT Coupe. As with the fixed-top model, there's a choice of standard, Azure, GTC S, Mulliner and Speed variants. For the Speed, you're looking at around £260,000. As you'd expect, get a very special experience in return for Bentley's high prices. Take the 20-way adjustable front seats for example, which are said to set industry standards for comfort and refinement. Smooth centre panels allow maximum efficiency for the cooling, heating and massage functions, while the bolsters retain the signature Bentley quilting. As an option, an event more exclusive 'diamond in diamond'-style quilting finish is available which gives the effect of a 'floating' quilted surface in a sea of leather. The new Dark Chrome Specification provides what Bentley calls 'a more contemporary aesthetic' and aims to give a more understated character to the cabin. This applies to door handles, switches, speak grilles and many other areas around the interior. Bentley's bespoke division - Mulliner - will also be offering a collection of unique features enabling further personalisation to this model.As before, a choice of three audio systems is offered in the Continental GTC. The standard system features 10 speakers and 650-watts, while a Bang & Olufsen 1,500-watt 16-speaker system with illuminated speaker grilles is aimed at lifestyle-oriented customers. A Naim 2,200-watt 18-speaker system with Active Bass Transducers built into the front seats and eight sound modes is offered for the true audiophile. Laminated acoustic glass is retained for the windscreen and side windows, resulting in a nine-decibel reduction in exterior noise versus non-acoustic glazing. And the wheels come in a huge 22-inch size as standard.

Cost of Ownership

In one hit, the CO2 return of this GTC has gone from 317g/km (which was the NEDC-rated stat of the previous generation W12 model) to being WLTP-rated at just 29g/km. The combined cycle fuel reading is rated at 68.9mpg, obvious taking the benefits of a full battery into account. Such are the benefits of Plug-in Hybrid tech, which in this case offers a 50 mile EV driving range. The 25.9kWh battery can be fully replenished in as little as two and three quarter hours thanks to significant improvements in charger and battery capacity, with 11kW peak charging power.  You can monitor charging status via the provided Bentley app. And using this, pre-condition cabin temperature too.   If you use this car as its maker intends, you shouldn't expect fuel economy to be massively better than the previous models (not helped by the fact that this latest car's PHEV system adds over 200kgs to the kerb weight), but around 30mpg on a regular basis should be more achievable. And of course, if you keep the battery topped up and use your Continental GTC mainly for suburban journeys, you shouldn't end up spending too much on fuel at all - which will be a completely new experience for many owners. Servicing and consumables will of course be expensive and as you'd expect, insurance is a top-of-the-shop group 50.

Summary

This Continental GTC remains a wonderful achievement. It isn't too taxing to create a supercar capable of lapping racetracks at outlandish speeds, but to create something that can do almost the same while cosseting you in an atmosphere akin to an exclusive gentleman's club is a rare feat indeed. Certainly you could create a slightly more driver-focused machine than this by compromising in certain areas - luxury, cabin space, refinement. Some other brands in this segment do - it depends what you want. For sure, the same kind of spend on an Aston Martin DB12 Volante might buy you more of a sense of occasion. And a very potent Porsche 911 Turbo S Cabriolet would be quicker and more agile. This Bentley though, is in a different league to either of those cars in terms of comfort, the brand refusing to be deflected from its quest to create the ultimate all-round GT. A car you could cross Continents in. But one you'd also love to try on the odd twisting mountain pass or racetrack as you did it. Owning one of these is like having your own private jet - in fact, it's better than that because it's so much more usable and roof-down, you can enjoy the journey so much more. This was always the world's most beautifully engineered luxury open-topped conveyance. Now, with its extra sporting brio, it's even more desirable. Is it the proper four-seater supercar convertible we were promised? Specified correctly, you could argue that. What's more important though, is that this remains a gloriously unique way to travel, in every way a true GT convertible. A Bentley convertible.