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The 2027 Bentley Continental GT S is a quintessential aristocratic express. The design is distinctive and impressive without being imposing or aggressive. To the pilot’s pleasure, the driving experience can actually be described in largely the same way. It’s an incredibly capable machine and plenty fast for your ass, but composed and gentlemanly even when provoked.

Bentley has been wise to evolve the CGT slowly. The shape and silhouette are largely unchanged from the first-gen car—and they still look awesome, even if you’re more likely to see them on a buy-here-pay-here lot than a Country Club valet line these days. The Bentley coupe’s cockpit hasn’t changed all that much, either.

The powertrain, however, is considerably more sophisticated than the Bentleys of the past. When we reviewed the even more powerful CGT Speed, my colleague Cy Soliman called it “still exquisite as a hybrid.” I would even dare to take that a step further, at least in the case of this S model—it’s largely exquisite because it is a hybrid.

The Basics

The Continental GT comes in a few main flavors—the “base” car, the luxury-focused Azure, the high-output Speed, and the flagship Mulliner, which also has extra horsepower. This S model sits between Azure and Speed, with the sporty decorative flourishes of the two higher-hp models but not the engine tuning. Make no mistake, it’s still extraordinarily powerful.

With a 4.0-liter twin-turbo V8 and a 140 kW electric motor, Bentley claims this car puts out a combined 671 horsepower and 686 lb-ft of torque. Despite the steel-and-aluminum monocoque coupe weighing a chonky 5,421 pounds, the 0-60 time is a sizzling 3.3 seconds, with a top speed of 191 mph.

But straight-line speed isn’t even the Conti GT S’ real party trick. That would be the supremely serene way in which the car glides over asphalt and around corners. For that, we can thank the vehicle’s air suspension, advanced twin-valve dampers, variable-ratio all-wheel steering, aluminum double-wishbone suspension, electronic LSD, and all-wheel torque vectoring.

Driving

Whether you’re lurking through a parking garage, cantering over mountains, or hard-charging down an onramp, this car feels more like it’s floating than rolling. The level of isolation you feel in the cabin, even over New Jersey’s moon-crater potholes and in evasive maneuvers, is truly remarkable.

Put another way: If you’re looking for a visceral, feel-focused driving experience, this ain’t it. While something like a Lotus or Porsche provides extreme directness and communicative steering at the expense of comfort, the Bentley CGT goes wherever you point it, but the operative word is “effortlessness” rather than “engagement.”

Whether that’s a pro or con depends entirely on what you want your car to do. If you’re committed to driving as a sport and are charmed by a little vehicular harshness, you might be better off in something lighter. If you want to be able to make a sketchy pass around local traffic at 110 mph without unsettling the foam on your cappuccino, make your way to a Bentley.

It does feel plenty fast when you really step on the throttle. But where hardcore performance-oriented cars make you feel like a heroic warrior, this one kind of makes you feel like a god—steaming along unbothered, unhindered, and a mile above the fray at whatever pace you see fit.

When it’s time to reel the car in, 10-piston brake calipers clamp down on 16.5-inch front brake discs with an unbelievable abundance of stopping power. From any reasonable speed, even slightly unreasonable ones, the car can be pulled back quite aggressively with minimal nose-diving. You’d better hope all your passengers have their belts on before trying that—and if you haven’t finished that coffee, better hope there’s a lid on it.

When you’re not interested in hard-charging at all, you can actually move in complete silence thanks to the hybrid system, which makes 332 lb-ft of torque on its own. In fact, you can chill in electric mode for just over 50 miles when the battery’s fully charged. You might not be worried about gas prices if you can drop $300,000 on a car, but it’s still nice to be able to creep quietly when the mood strikes you.

How noticeable the vehicle’s hybrid system is depends entirely on your drive mode and style. Leaping into action from the eco mode, yeah, you’ll hear and feel the motor wake up and rush to attention. But the electric motors and gas engine harmonize melodiously in sporty modes—nothing is abrupt besides how quickly the horizon starts coming at you.

Speaking of songs—the exhaust sounds great, and my test unit didn’t even have the titanium Akrapovic exhaust option, which I don’t doubt is incredible. The Continental GT S does not use any computerized or fake exhaust enhancements whatsoever.

The eight-speed dual-clutch automatic is shiftable via the paddles, but I didn’t find the experience particularly satisfying. The car’s a little too isolated from the powertrain for shifting to be fun.

Design

The current Continental GT is pretty much perfect-looking, inside and out. The clean shape and sharp details exude elitism without the caricature vibe you get in some other vehicles at this ultra-expensive tier.

The midsized grille is great, and the haunches over the rear wheels are incredible. The whole rear quarter, really, is perfectly balanced and just awesome looking. The ten-spoke wheels are kind of whatever, and the headlights I’m a little conflicted on. The roundedness is pleasing, but the cat’s-eye turn signal is a little Ford Bronco-ish to me.

If you’re lucky enough to be in the market, choose your interior material and colors particularly wisely. There are some large interior surfaces that make or break the cabin’s look; my main test car had this huge sweeping skyline of shiny piano-black trim, which I did not care for at all. But some of the other cars had gorgeous wood, carbon, or interesting textured soft material. The bolder the better.

Finally, I love that the screen-off button removes the central screen entirely and replaces it with a trio of functional (but mainly decorative) analog gauges. I wouldn’t be surprised if Bentley goes back to analog for its main gauge cluster, too. Now that screens are no longer the realm of highline vehicles, the depth and elegance of old-school needles are coming back in vogue, after all.

Value

It’s silly to talk about “value” in a $300,000 car. Ultimately, the value proposition with a car like this isn’t “is it a good deal,” but rather, is it distinctive among other elite vehicles that cost this much, and I think the answer is yes. The Bentley Continental GT S has a personality that will be particularly appealing to some. If you think it looks cool and have the coin, the drive will certainly be enjoyable.

This Continental GT definitely has more presence than a big Mercedes or BMW. That said—and I hate to make Bentley’s talented engineers wince—but it’s not really that much better of a driving experience. In real-world driving, a $100,000 BMW 8 Series is also surprisingly spry for its level of luxury. Even the humble Mercedes-AMG CLE 53 ($90,000 neighborhood) delivers much of the same “sporty luxury” vibe for a fraction of the money.

But of course, Bentley doesn’t really speak to those looking for frugality in this frivolous category of personal coupes. And while a CLE more or less blends into traffic, arriving anywhere in a Continental GT is pretty much like bringing your own red carpet.

Verdict

The Continental GT S is very fast and very comfortable. But more so than a lot of other high-end machines I’ve driven, this car prioritizes a vibe over visceral engagement. It’s not just that it excites with speed or pampers with plushness—it creates a regal aura around the occupants that’s just a lot of fun to enjoy.

The Continental GT S feels fit for royalty. By extension, driving it makes you feel like a prince, regardless of whether you’ve earned that title. There are far cheaper ways to go fast, but the whole intangible experience of riding in a Bentley is hard to replicate.

Bentley provided The Drive with travel and accommodations, along with the use of a vehicle for the purpose of writing this review.

2027 Bentley Continental GT S Specs

Quick Take

Supreme luxury with a smooth ride at supercar speed.

Chargefox has announced that it has teamed up with Viva Energy to make Shell’s Recharge EV charging sites available to Chargefox EV charging app users.

The agreement will initially bring four Shell Recharge charging sites to the Chargefox network, which can be used either through the phone app or an RFID card.

• Reddy Express Mt Annan NSW
• Viva Energy Hub Corio VIC
• OTR Linden Park SA
• OTR Pulteney Street SA

EV drivers can now access Shell Recharge charging plugs, including ultra‑fast 350kW chargers, directly through the Chargefox app, with no extra accounts or steps required, making the whole process of finding and charging at a site simpler.

According to Chargefox, this start will lead to more sites coming online over the next 12 months, with a strong Shell Recharge site pipeline in the works. More high‑powered charging locations are expected to come online as the network expands.

By joining Chargefox, Shell Recharge chargers are now visible to hundreds of thousands of EV drivers who rely on the Chargefox app to plan trips, check live charger availability and power their journeys with confidence.

Chargefox is emerging as the largest network outside Tesla, boosting hopes that EV users will not have to download multiple apps on their phones to find charging sites on the road.

Alongside the addition of Shell Recharge chargers, Chargefox has recently expanded access to other major charging networks, including bp pulse, EVX and AGL, significantly increasing coverage across metropolitan, regional and rural Australia.

The addition of chargers in the Chargefox app will help over 300,000 users to see and use additional fast-charging plugs, reducing charging anxiety, particularly for new EV drivers and those travelling.

Chargefox says this Shell Recharge roaming deal helps it strengthen its position as Australia’s leading EV charging platform by expanding access to charging options across metropolitan, regional, and rural areas nationwide.

This is only a good thing for drivers who want to travel around the country without needing multiple apps to get around. We look forward to testing this on our upcoming road tests and sharing the experience in the coming months.

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The Mercedes-AMG SL is about to rediscover its roots. The performance wing of the German auto giant is reworking the SL into a more traditional open-top grand tourer, clearly separating it from the sharper, coupe-focused Mercedes-AMG GT.

Arriving with a mid-cycle facelift next year, the changes go deeper than just styling. While the SL and GT currently share much of their DNA, Mercedes-AMG is now dialling up comfort and refinement, inspired in part by the positive reception to the ultra-luxurious Maybach SL.

Inside, the updates bring the SL in line with Mercedes’ latest tech-forward direction. Expect a revised cabin featuring the brand’s new MB.OS infotainment system, paired with a sharper, more responsive central display. Subtle tweaks to materials and finishes aim to elevate the sense of luxury, while a redesigned steering wheel and updated interface promise a more intuitive driving experience.

The shake-up is significant in the engine department. Everything will be mild hybrid. The entry-level SL 43 and its 4-cylinder engine are on the way out. In its place comes a new SL 53, powered by a 3.0-litre turbocharged inline-six pushing around 449 bhp. Higher up the range, V8 models are evolving too, switching to flat-plane crankshafts for improved efficiency and compliance with stricter Euro 7 emissions norms.

Power isn’t taking a hit, though. The SL 55 is expected to produce over 530 bhp, while the SL 63 could push close to 650 bhp. A flagship Maybach version will sit at the top.

Source: Autocar UK

The Beijing Auto Show hosted the debut of a new vehicle that might make some luxury car owners look twice at their bank accounts. BYD revealed its latest flagship sedan: the Seal 08. This car does look sleek, but more importantly, it carries technology that promises to solve the biggest headaches people have with EVs – how far you can drive and how long you have to sit at a charging station.

The secret of this sedan is the second-generation LFP Blade Battery. BYD says the new battery allows the car to travel over 620 miles on a single charge based on Chinese testing standards. While real-world driving in the United States or Europe will result in a lower number, it still beats most electric cars currently on the road.

If the range does not impress you, the charging speed might. The Seal 08 uses an 800V system that supports “megawatt-level” flash charging – you can add 249 miles of range in just five minutes. If your battery is sitting at 10%, you can get it up to 70% in the same five-minute window. Even if you live in a place where it gets freezing cold, the car performs well. At -22°F, it can charge from 20% to 97% in 12 minutes. Most people take longer than that to defrost their windshields.

The Seal 08 is a battery on wheels and it has plenty of muscle too. The top-end version comes with all-wheel drive and two motors. Together, they produce 510 kW – that’s 684 horsepower. The front motor provides 190 kW, while the rear motor does the heavy lifting with 320 kW. If you do not need that much power, BYD offers rear-wheel-drive versions with either 255 kW or 320 kW. No matter which one you pick, each version can reach a top speed of 149 mph.

This is a big vehicle – it measures 202.8 inches in length. To help with parking such a long car, BYD included rear-wheel steering. This feature lets the back wheels turn slightly, making the car much easier to turn in tight spots. The wheelbase is 119.3 inches – this usually means there is a lot of legroom for people sitting in the back. The car apparently weighs 4,497 lb, which is surprising for an EV this big and packed with heavy batteries.

BYD also put a lot of work into how the car rides and drives. It gets the DiSus-A system, which is an intelligent body control setup using air suspension. This helps the car stay level and comfortable even on bumpy roads. For safety and self-driving features, the Seal 08 has a LiDAR sensor sitting on the roof. This sensor acts like a set of eyes for the “God’s Eye” driving system, helping the car see obstacles and navigate traffic more safely than a human might on a tired Monday morning.

BYD has not given a final price for the Seal 08, but we believe it will sell for between RMB 300,000 and 350,000. That is roughly £30,600 to {{$49,000}. The Seal 08 is part of a new “Ocean 8” series from BYD. It was revealed alongside a sister vehicle, the Sealion 08 SUV. BYD plans to launch the sedan in China during the second quarter of 2026. While the company has not officially said it will sell the car in the United States or Europe yet, they are moving quickly into international markets.

Via

Tesla has opened two new Suerpcharger stations in Australia, just weeks after hitting the milestone of opening its 150th Supercharger site in the country, and is also offering some staggering low charging prices.

The two new sites are at Braybrook in Victoria and Osborne Park in Western Australia, and include off-peak pricing pitched at record lows, just as drivers of petrol and diesel cars continue to deal with a surge in bowser prices as a result of the war in the Gulf.

The Driven last week reported on the cost advantages of driving an EV over an ICE (internal combustion engine) car, which are being highlighted in a new website with updates on a daily basis.

See our story: How far will $1 get you in a diesel car and an EV, and which cars are cheapest to drive?

The new Tesla Supercharger site at Osborne Park features 8-stalls and is open to both Tesla and non-Tesla vehicles, and includes – for the first time in W.A. – the company’s V4 superchargers with speeds of up to 322 kW.

Pricing for Tesla vehicles is as low as $0.32 per kWh, while non-Tesla vehicles can pay as little as $0.45 at times if charging without a Tesla Supercharger membership.

The other site is located in Melbourne’s inner western suburb of Braybrook with 4 stalls. Each of these is rated at 250 kW.

Incredibly, the pricing before 8am is just $0.27 per kWh for Tesla EVs, while non-Tesla vehicles pay $0.37. That’s cheaper than many AC chargers, let alone high speed reliable DC fast charging.

It’s also certainly cheaper than fuel for ICE vehicles in the current price cycle.

These two sites bring the total Tesla sites to 152 and comes in under two years after the 100th site opened in South Australia in September 2024.

Latest data compiled by carloop also shows the growth in our local Supercharger network, which now stands at 1,001 Supercharger bays.

Over the last 16 months, the number of Tesla Superchargers has grown by over 40%, making more reliable charging available across many parts of the country.

The most recent surge in sites have been focused in NSW, partially driven by co-funding of EV charging by the state government, so it’s good to see Tesla opening sites in other parts of the country too.

The latest sites are part of the significant global growth and also come just weeks after the company announced that it had hit its 80,000th supercharger, in France.

The recent surge in adoption and EV interest will also provide extra confidence to charge point operators to continue to grow infrastructure, which some saw being tested during parts of the Easter break.

With prices of Tesla’s DC chargers being as low as they are at times of the day, it’ll surely drive utilisation across its network in months to come.

Amazingly, despite having such power, the car feels incredibly controllable and not intimidating in the least. Clear and authentic throttle response, together with excellent brake feel and a good level of off-centre steering feel help the prodigious 1,027Nm of torque feel manageable. This is thanks to a superb new active suspension system that’s standard on this Performance Vorsprung model, and a hefty £6,710 option on others. 

Without going into too much technical detail, this new suspension system uses electronically controlled hydraulic dampers to infinitely control the body’s movements. This means the Audi does without traditional anti-roll bars, and while it is still on air-springs, the dampers allow it to react far more quickly to dips in the road, or indeed, the extraordinary effects of so much performance on the chassis. 

The benefits are clear from the moment you drive away, because the set-up keeps the body incredibly stable, increasing the feeling of agility and engagement. But in the real world, this yields astonishing ride quality, with almost unbelievable softness and comfort, without ever feeling out of control or sloppy. 

It’s uncanny; the e-tron glides over horrible road conditions without anyone in the cabin being aware of them. Other than when you hit particularly sharp bumps, which resonate though the wheel rim, rather than the suspension, you’d be hard-pressed to distinguish this and hovering over the surface on a cushion of air.