Key Points
- The Bentley Continental GT S combines 671-horsepower hybrid performance with advanced chassis technology and luxury.
- Its active systems deliver surprisingly agile handling while preserving exceptional long-distance comfort.
- Starting near $290,000, it offers strong versatility but limited rear space and costly optional equipment.
Since launching in 771-horsepower Speed form in 2024, the range of the fourth-generation Bentley Continental GT has grown rapidly, to the extent that there are now no fewer than six different versions to choose from, from the base model up to the hardcore, lightweight (by Bentley standards) Supersports. Sitting almost slap bang in the middle of them is the GT S, unveiled at the beginning of 2026, which features the same 671-horsepower plug-in hybrid powertrain as the base model but promises to add a dash of sporting attitude.
What really sets it apart from the base GT is the inclusion of the Bentley Performance Active Chassis, a suite of chassis tech intended to keep the Continental’s 5,421lbs mass in check. It includes dual-valve active dampers, a 48V active anti-roll system, torque vectoring, all-wheel steering and an electronic limited-slip diff on the rear axle. Visually, you can tell it apart from its ‘Blackline’ spec, which finishes much of the exterior trim in a glossy black – assuming you don’t choose to throw in the optional carbon fiber package that my test car had.
That test car was a Continental GT S Coupe, with an MSRP starting at $301,300. Options including the Spark Blue exterior paint from Bentley’s Mulliner division (approx. $26,000), the Carbon Fiber Styling Specification (approx. $16,000) and thunderous Akrapovic titanium sports exhaust (approx. $14,000) push its price well in excess of $350,000.
Exterior: 8.5/10
Mike Bartholomew
The Continental GT S certainly has presence, be that through its massive grille, its hulking rear haunches or its sheer physical size. The proportions are classic grand tourer, with a long, thrusting hood and low roofline. The GT’s styling has always been a case of evolution rather than revolution since it first launched in 2003, although perhaps the biggest change yet comes with this fourth-gen car in the move from dual to single headlights. It wears it well, though, and the lights themselves, with their bejewelled effect, are some of the nicest details on the exterior.
Mike Bartholomew
Mike Bartholomew
Mike Bartholomew
Mike Bartholomew
If there’s one big criticism with the S’ exterior in particular, it’s that not everyone will find the stealthy Blackline spec befitting of a big, classy grand tourer like this. Equally, though, plenty of people will like it. It certainly gives the car a newfound presence.
Interior: 9/10
Mike Bartholomew
I’ll get one thing out of the way right away: my test car’s interior spec was an acquired taste, to say the least. The Diamond Blue accents aren’t for the shy and retiring, and the main shade of Gravity Gray put me in mind of ’90s BMWs more than anything else. This being a Bentley, though, there’s pretty much endless scope for tailoring the interior to your taste, so this doesn’t really matter. I would steer clear of the Diamond Brushed Aluminum fascia, though: get the sun directly behind you and the reflections can be dazzling.
The interior itself, though, is as exquisite as you’d hope from a car knocking on the door $300,000 before any options. Fit and finish is exceptional, and there’s very little evidence of any parts carryover from lower down in the VW Group. The Rotating Display, which can flip between the infotainment screen and a trio of analog gauges at the touch of a button (as well as a blank panel when the ignition’s off), is a neat piece of theater, although it’s a roughly $7,200 option and feels a tad redundant when most modern drivers are likely to be mirroring their phone most of the time.
Mike Bartholomew
Mike Bartholomew
Mike Bartholomew
Mike Bartholomew
Crucially, Bentley’s understood that part of the luxury experience comes from actually interacting with the car. You get plenty of physical buttons and dials for controlling key functions, the latter of which are beautifully knurled and rotate with satisfying clicks. Even something as simple as turning airflow on and off is done by pushing and pulling a small, beautifully damped stalk next to each of the vents. Small things like this matter in a luxury car.
Technology: 8/10
Mike Bartholomew
Naturally, there’s plenty of tech in the Continental GT S, but it’s never overbearing. The native infotainment, housed in a 12.3-inch screen, is crisp and responsive, and can be navigated via both touch or a central rotary dial and a series of shortcut buttons sitting beneath it. Naturally, wireless smartphone mirroring is included, and it worked without a hitch during my time with the car.
It’s a similar story with the instrument display. It mimics a pair of traditional analog dials, and doesn’t bother with gimmicky flourishes like changing colour when you switch drive modes. Instead, everything’s laid out plainly and clearly, in a way that’s easy to understand at a glance. The central section is configurable via a couple of steering wheel buttons.
Mike Bartholomew
The usual suite of driver assist tech is included as standard, although to get things like Active Lane Assist, the more advanced Adaptive Cruise Assist Plus and a head-up display, you need the optional Touring Specification pack. Charging extra for this feels a little rich on a car this expensive to begin with. What is there works well, though, and the Lane Keep Assist is easily deactivated with a long press on the end of the turn signal stalk.
My car’s 16-speaker, 1,500W Bang & Olufsen audio system, a roughly $7,500 option, was crisp, rich and clear, although it’s not even the highest-end system available – that’s an 18-speaker Naim system. One glaring omission tech-wise is the fact that the wireless phone charger isn’t cooled, meaning your phone will quickly start cooking if left in it for too long. Thankfully, there are two USB-C outlets as well as a 12V socket up front too.
Comfort and Usability: 9/10
Mike Bartholomew
This is where a car like the Continental GT needs to excel, and it absolutely does. Even in its sportier S specification, it sacrifices little in its ability to cover huge miles in effortless comfort. The seats are hugely comfy and supportive, and come with heating, ventilation and a powerful massage function, and for front occupants at least, there are no complaints to be had in terms of space. The adaptive dampers soak up even the bumpiest road surfaces with impressive ease, and despite the massive 22-inch wheels and low-profile tires, sizeable potholes and imperfections are brushed off with just a distant thunk.
Naturally, things are a little different in the back. Adults can fit and the seats themselves are well-contoured and comfortable, but they probably wouldn’t want to do a longer trip back there. Younger children would likely be fine, although any drivers over 6ft or so will find there’s really no legroom behind them at all. This, though, is why the four-door Flying Spur exists: the Continental GT is largely a two-person car, and those two people will be travelling in exceptional comfort.
Mike Bartholomew
The presence of the hybrid system means that trunk space isn’t the greatest, at just 9.2 cubic feet, some of which is taken up by the bag carrying the charging cable. Remove that and there’s ample space for a couple of overnight bags, but not too much more.
Driving experience: 9/10
Mike Bartholomew
Perhaps the most impressive thing about the Continental GT S is that it really does deliver on its promise of bringing a sportier driving experience without sacrificing much of the aforementioned comfort.
Power comes from the VW Group’s widely-used 4.0-liter twin-turbo V8 in tandem with a 188-horsepower electric motor, for a peak of 671 horsepower and 686 ft lb of torque. That power figure is a whole 100 horsepower down on the Speed model, but the S is only two tenths slower to 60mph, at 3.3 seconds. Top speed is 190mph. Drive is sent to all four wheels through an eight-speed dual-clutch transmission, essentially a slightly tweaked version of one of Porsche’s PDKs.
Mike Bartholomew
That power is delivered smoothly, with even a gentle flex of the toes on the gas pedal resulting in an effortless surge forwards. Accelerate harder, and it’s a real pin-you-back-in-your-seat experience, with the dual-clutch transmission delivering rapid, well-timed shifts. You can take control yourself via some wheel-mounted paddles, but disappointingly, they’re the same undersized items the VW Group uses across its performance car range, requiring a stretch of the fingers to operate.
More impressive than the speed, though, is the handling. For a car that weighs nearly 5,500lbs, the GT S feels shockingly agile, with that massive suite of chassis technology expertly masking its size and bulk. The 48V active anti-roll system keeps it astonishingly flat, and the electronic rear diff allows it to maintain tight, accurate lines through corners. Combined with steering that’s weighty and accurate, it feels endlessly planted and confident, and you have to be pushing well beyond the bounds of common sense to uncover any hints of understeer.
If there’s one thing missing dynamically, it’s some more confidence-inspiring brakes. Carbon ceramics are an option that weren’t fitted to my car, and while the standard items are perfectly effective, a little more bite when slowing for tighter bends wouldn’t go amiss.
Mike Bartholomew
It’s an effortless thing around town, its armada of sensors and cameras compensating for its huge width and limited visibility, and the rear-wheel steer taking some of the stress out of tighter maneuvers. After a few days of driving in town, country and on the highway, I’d averaged 20.6mpg, slightly besting the official combined EPA figure of 19mpg. The electric-only range is EPA-estimated at 30 miles, but even if you run the battery completely flat, the Continental does a good job of keeping some juice in reserve through regenerative braking, meaning you can generally move off on electric power alone.
Your neighbours will be grateful for that if, like my car, your GT S is fitted with the optional titanium sports exhaust. It sounds absolutely thunderous, uncorking an almighty bellow from the cross-plane crank V8 and providing some lovely pops and crackles off-throttle, especially in Sport mode.
Final verdict: 9/10
Mike Bartholomew
The Bentley Continental GT S may well represent a sweet spot in the new Continental’s range. In the real world, its performance deficit over the more expensive Speed and Mulliner is barely noticeable, but the standard inclusion of the Active Chassis pack brings a new level of handling involvement over the lower-rung base and Azure models.
That duality of talents is what really set it apart: it’s very nearly as enjoyable as the lighter, rear-wheel drive Aston Martin DB12 S to thread down a mountain road, and edges it out as a long-distance cruiser. It’s more practical than a Ferrari Amalfi, and feels almost infinitely higher-end than the (admittedly much cheaper) Maserati GranTurismo Trofeo. The S’s blingy looks may not be to everyone’s liking, and you’re forced to fork out extra for some kit that really feels like it should be standard, but these are small sacrifices in what might be the most complete GT package on sale right now.
About the author
Mike Bartholomew
News Editor