The six-litre W12 engine that sits under the bonnet of the baby BentleyBentleyUnited Kingdom, 1919 > present37 models
1460 photos
5 videos
does not hold muster with the average environmentalist.

Fortunately there is a new, greener V8 version now, and it’s really rather good.

I had been looking forward to having a go in a new V8Bentley Continental GT V8United Kingdom, 2012 > present22 photos
as I have spent rather large chunks of my time over the last eight years messing about with Bentleys. And being the most popular Bentley of all time, the Continental GTBentley Continental GT (modern)United Kingdom, 2003 > present2 series
49 versions
307 photos
2 videos
in particular.

But in that eight years the climate has changed, so I was intrigued to find out two things: Firstly – can a two + tonne Bentley make do with a four-litre V8 and secondly will it make sense financially and environmentally to do so?

The answer to the first question is yes. The W12 has always been powerful and relatively refined but it has never endowed the GT with much of a fun factor. It is not the keenest to rev and it doesn’t sound spectacular at full bore.

Bentley Continental GT V8 2012 244 cu in 507 hp @ 6000 rpm 188 mph 4.8s

Bentley Continental GT 6.0 W12 2011 366 cu in 575 hp @ 6000 rpm 198 mph 4.6s

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The V8 has to tread a fine line though. It is clearly the new, sportier engine with a reduction in weight and a new exhaust note to boot. However, it cannot completely leave behind its refined roots that Bentley buyers expect and indeed deserve for parting with well over £100,000.

As I drove away from the railway station I became aware that the V8 is plenty quiet enough and that it is not lacking in the torque department. Of course, the fact that it is hooked up to the excellent ZF eight-speed gearbox helps – certainly when you realize that it still is not available in the W12. In fact, it is the gearbox, for me, that is the clincher. It is significantly smoother than the old six speed unit, both at speed and around town and it seems to work with the driver too, by being in the right gear at virtually all times.

On opening of the throttle a completely different character is revealed. The V8 revs cleanly to the red line at 6,250 rpm and sounds great, even through the double-glazed Bentley windows. It also turns in well, something the previous car, while not terrible, was not always enthusiastic to do.

I should also mention the suspension settings here, as there are four and picking the right one is important. It is the middle two that are the most appropriate for road use as the Bentley starts to feel like it is floating over the road surface in the softest setting (great for passengers, not so much the driver) and in the hardest setting…well, it’s a Bentley isn’t it?

With 500bhp and 487 lb/ft of torque available from 1700rpm the GT V8 is no slouch. It will also do a useful 10mpg more than its big brother in real world driving (at least that’s what I found) and that is not to be sniffed at, especially when it comes to cruising range.

I will not talk too much about the interior of the Bentley, as I have talked about it before (here) in the new W12. It is a pleasant place to be, but to my mind not the most intuitive compared to its German counterparts, especially if viewed as a business tool.

The V8 will never appease the most ardent of environmentalists; after all it is a 2300kg V8 powered Bentley. But it is a nod in the right direction, and for most that is enough. Importantly for Bentley it is also the engine that will take them through this decade, for ultimately the W12’s days are numbered, at least without a major rework of its innards.

The ‘new’ Continental GT has struggled to convince the market that it is indeed ‘all new’ but the V8 is another important step forward for Bentley. It really is very good. But worryingly for Bentley I can’t see anyone buying a W12 in the future.

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