Bentley’s success in recent years is largely due to the way it combines respect for old-school tradition and British craftsmanship with a competitive eye toward modern luxury trends. That strategy saw the 2025 Continental GT adopt a downsized, hybrid V-8 power train in place of the iconoclastic W12 engine that had burnished Bentley’s reputation as a builder of extravagant and exclusive machines. With cylinder counts settled, Bentley now cements this fourth-generation model’s appeal with the new 2026 Continental GT S coupe and GTC S convertible.  

Our test Bentley looks right at home in the courtyard of the Ranch, a new luxury resort and spa in Hudson Valley. Its English-style mansion was originally a wedding gift from J.P. Morgan to his daughter—who married the great, great grandson of Alexander Hamilton. 

Today’s nepo babies and self-made up-and-comers alike might gravitate to the Continental GT’s lordly style and baronial luxury. That’s even more true for the S versions, whose smartly retuned chassis heightens Bentley’s signature blend of serenity and speed.

What’s New for 2026

Bentley’s “S” badge adorns a 671 hp coupe and convertible that offer performance-minded buyers a more focused and spirited Continental GT, though these latest variants sit below the Mulliner version or 771 hp Continental Speed.

The S model’s graceful body plays up sporty elements in black, with “Beluga” colored exterior mirrors and 22-inch, ten-spoke swept wheels in a choice of gloss black or brightwork trim. Black extensions adorn door sills. 

Sculptural, dark-tinted “Precision” headlamps bring a fresh design to their interior elements, with similar dusky shading for lovely oval taillamps whose stacked LEDs seem to float in liquid crimson. Inside, there’s a unique two-tone color split for throne-like front seats and rear jump seats, with standard Dinamica—akin to nubby Alcantara—dressing seat inserts and door trim. 

Design

The Bentley Continental GT’s silhouette still has the power to stun, with its superformed aluminum panels (and a composite trunk lid) elegantly draped over a monocoque of steel and aluminum. But it’s the intimate, high-design interior that seals the deal, from its royal scepter–like shifter and rich wood veneers to unblemished hides sourced from Scandinavian bulls.

Bentley claims its clients can choose from among 46 billion possible combinations of features and options, without even enlisting the marque’s additional bespoke services. One tasteful choice is patterned aluminum trim to envelop the dash and doors, hand-engraved with a guilloche technique, similar to what’s employed on a high-end watch case. (The carbon-fiber trim on our convertible tester seemed more boy-racer than Bentley). Organ-style metal vent pulls, fortunately, are one constant.

Power Train and Other Hardware

We miss the rolling thunder and exclusivity of the Volkswagen-designed W12 that marked Bentley’s remarkable revival in the early 2000’s. But the Bentley’s V-8 hybrid power train is inarguably stronger and more energy efficient. An electric motor, integrated between the engine and transmission, provides a nearly invisible helping hand, delivering 188 hp. Mated with a twin-turbocharged, 4.0-liter V-8, the hybrid system generates 671 hp and 686 ft lbs of torque. Compared to the Continental GT’s previous 12-cylinder mill, that’s an additional 45 hp and 24 more ft lbs of torque. And that heady thrust is available across a much wider powerband. A plug-in charge port on the driver’s-side flank can send up to 7.2 kW to a 25.9 kWh battery. Figure roughly 3.5 hours to recharge the modest-sized pack from 10 percent to 80 percent.

Inside, Bentley’s rotating screen pivots through three positions on the dashboard, including a jewellike trio of knurled analog gauges. The unique features hide a center touchscreen the way an architect’s home keeps prosaic televisions out of sight. Unfortunately, there’s no hiding the Audi-based, hand-me-down screen interface, a low-resolution, tedious affair that’s crying out for an overhaul. The driver’s screen fares better, including useful map views. 

Performance

We recently drove a standard Continental GT coupe on some of these same Hudson Valley roads, including the roller-coaster ridges of the Shawangunks. And from the first snaking curves, these S models displayed subtle-yet-noticeable gains in body control and handling. 

Mash the gas, and the V-8 emits a bellow so rich you’d swear it was burning fine Armagnac rather than premium unleaded. An available $14,600 titanium exhaust system from the supplier Akrapovič pumps up the volume.  

With the electric motor filling every chink in the engine’s armor, the Bentley squats under throttle and rockets like a luxury locomotive. The old W12 was never this responsive. An eight-speed, dual-clutch automated gearbox operates discreetly. 

Bentley claims that these S versions feature its most advanced chassis design yet. And dialing the Bentley into Sport mode unlocks virtually all the performance gains over standard models. Twin-valve dampers and air springs firm up well beyond the levels of standard Continentals. Ride height lowers by 0.4 inches. Sportier calibrations manage the anti-roll bars, stability control, rear steering, an electronic limited-slip differential, and brake-based torque vectoring. Three stability-control settings include a Dynamic mode that allows for more playful oversteer before systems intervene, and reduces torque sent to the front wheels to amplify rear-wheel propulsion and handling feel.

Rear steering can apply just over 7 degrees of countersteer at parking speeds, and 4.2 degrees for enhanced cornering control. Above 60 mph, front and rear wheels turn in tandem to ensure stability—a good thing in a GT that can storm to 191 mph. 

More than ever, the Continental GT, in S guise, can almost convince you it’s a sports car due to its surprisingly engaging handling and more steering feel than strictly necessary. The coupe’s 5,421-pound curb weight, or a hulking 5,811 pounds for the convertible, become nearly theoretical constructs: Both versions drive as if they weigh far less. A creamy ride and a blissfully isolated cabin comprise the icing on an already rich cake.

In calmer moments, an e-mode helps the Bentley drive entirely on electricity, and at speeds up to 87 mph. Drivers can also reserve that hybrid battery power for when they want it. The EPA-estimated range for the plug-in hybrid is 30 miles, though Bentley insists a 50-mile estimate under Europe’s WLPT standards is closer to reality. Our test drives of both standard and S models suggest Bentley is correct, though we have not performed a full range test on battery power alone. Still, charge faithfully, and you’ll likely find that the Bentley clearly has enough range to handle modest commutes or local errands with a virtuous circle of style and emissions-free operation. 

Is It Worth It? 

Starting from a shade over $296,000, our GT S coupe reached $351,155 with a selection of options.  That included a 2,200-watt Naim audio system, at $10,525, that ranks among the sweetest-sounding units in automobiles. A few options seem to pad the price without delivering commensurate value, such as a “Touring Specification.” Priced at $10,525, it consists largely of driver assistance features—adaptive cruise control, automated emergency braking, and lane guidance—that are routine on many Hyundais or Toyotas. (Night vision and a head-up display are also part of that package). Our GTC S convertible, starting from $325,150, reached $404,510 with options.

That said, these S models do represent serious value by Bentley’s standards, making them the easy choice for any Continental prospect with a sporting mindset. The S coupe asks only a $7,400 premium over a standard model, with an $8,200 upcharge for the S convertible. These Bentleys are also compelling rivals to an Aston Martin DB12, Ferrari Roma, or Ferrari Amalfi. And unlike the 12-cylinder predecessors that have been put to pasture, these hybrid V-8 Continentals avoid any gas-guzzler tax. Add the increased power and zestier performance, and we call that progress. 

Specifications