autoevolution
 

Bentley Continental GT3-R vs GT3 Racecar Comparison: How Far They've Pushed It

Now that we've asked Bentley a few questions about its fresh Continental GT3-R limited edition, it’s time to see just how far the Brits pushed the limit between Grand Tourer and track-friendly vehicle. In order to do this, we’ll compare the GT3-R to its mentor, the Continental GT3 racer.
Bentley Continental GT3-R vs Continental GT3 5 photos
Photo: image edited by autoevolution
Bentley Continental GT3-R vs GT3 Racecar ComparisonBentley Continental GT3-R vs GT3 Racecar ComparisonBentley Continental GT3-R vs GT3 Racecar ComparisonBentley Continental GT3-R vs GT3 Racecar Comparison
Bentley’s recent motorsport history

After Bentley grabbed the laurels at Le Mans with Audi’s technical support in 2003, the British automaker stayed off the track. Back in 2012, Bentley introduced the Continental GT3 racecar concept, returning to the world of motorsport. Meanwhile, Crewe worked with British racing specialist M-Sport, bringing the racer to the track.

The Continental GT3 was entered in the Blacpain Endurance Series, or what’s we’d call a stint in Lucifer’s arena - Bentley battled it out names like Aston Martin, Audi, BMW, Ferrari, McLaren and others.

Oh and let’s not forget that Bentley is teasing North America’s Pirelli World Challenger this year and it will go for a full season in 2015.

Now that the Conti started winning races, Bentley has decided the road-going Continental GT V8S must pay a nod to it, so here we are, talking about the GT3-R, of which Bentley will only build 300 units. Let’s see what is the exact distance between the two.

While many of the contenders in the Blancpain Endurance Series are supercars, the Bentley, with its luxurious Grand Tourer nature, made by far the greatest changes in order to be competitive on the track. Do keep this in mind when reading the comparos below.



Powertrain


The GT3 racecar can take the twin-turbo V8 to 600 hp if class restrictions are not applied. Thanks to its new turbos and titanium exhaust, the GT3-R comes pretty close, feeding the driver with 580 horses. Still, the racecar has its engine repositioned towards the rear of the bay, while the GT3-R still keeps it high and past the front axle.

The racer features an Xtrac six-speed sequential transaxle gearbox with a racing clutch. Yes, this comes with paddle shifters. As for the road car, this comes with an updated version of the ZF 8-speed automatic. Read: shortened ratios and recallibrated paddle shift software.

As far as the power delivery is concerned, the GT3 ditches the AWD of the production model, leaving only its rear wheels to channel the power. think carbon fiber driveshaft and a LSD.

The GT3-R keeps the default 40:60 (front:rear) torque distribution of any Conti GT, but features an ESC (Electronic Stability Control)-based Torque Vectoring function. At the same time, the ESC was recalibrated for more engaging handling.

Chassis

When it comes to this chapter, the difference between the two is the size of that market which has stated to generate more and more sales for Bentley: China.

The Continental GT3-R puts on a nice effort, shedding 220 lbs (100 kg) thanks to stuff like a rear seat deletion, a carbon fiber treatment and forged alloy wheel. The racer on the other side has gone through a draconic diet, leaving about lbs (kg) behind. This now weighs a McLaren 650S-rivalling lbs (1,300 kg). For those asking, the racer comes with a weight distribution of 52:48 (front:rear).

The time has come to talk suspension. The track-confined model has forgotten the meaning of air suspension and adaptive dampers. Instead, it features adjustable racing shocks. Bentley’s GT3-R connects to the road via a remastered version of the GT V8S’ air springs and adaptive dampers.

The checkered flag doesn’t know what swag means, so the 21-inch forged wheels of the street car are no good here. The racer makes due with 18-inch OZ rims.


Stopping power

Bentley’s Continental GT3-R prides itself for wearing the carmaker’s record-setting (largest on a production car) carbon-ceramic braking system. On the other hand, the race car comes with a racing system featuring ventilated iron discs, while the driver can adjust the bias.

Body building

Bentley’s GT3-R had to keep the attire of the GT V8S, but it did put on some sharp accessories. We’re talking about a front splitter and a fixed rear wing, as well as a pair of bonnet vents, all in carbon fiber.

The GT3 racer has its own acceptance of what carbon fiber means, using this for the front splitter, generous rear wing, as well as for the body panels. You’ll still recognize this as a Conti, but one that’s taken bodybuilding seriously.


Behind closed doors

We’ve already mentioned the GT3-R has lost its rear seats and replaces the usual acres of wood with carbon fiber. Oh and it also packs all-new seats, aiming to offer, you guessed it, extra support. The GT3 winks at its road-going sibling, also doing something else in the process - the racer obviously does away with the double-glazed windows, veneers and leather. Rollcage, anybody?

We’ve had fun comparing the two, but we have to understand just how different their aims air. For the sake of engineering, there’s a difference of 50 ECUs between them!

The meaning of it all

While some would argue the Continental GT is not the perfect place to start if you want a track-apt machine, this is precisely what makes it attractive for us. This is a car aimed at all those drivers who are ill-regarded for feeling good while hooning a “normal” GT out of its comfort zone. And we like doing that.

For instance, trailbraking the all-serious GT3-R into some twisty stuff sounds like a deeply guilty pleasure.
If you liked the article, please follow us:  Google News icon Google News Youtube Instagram X (Twitter)
About the author: Andrei Tutu
Andrei Tutu profile photo

In his quest to bring you the most impressive automotive creations, Andrei relies on learning as a superpower. There's quite a bit of room in the garage that is this aficionado's heart, so factory-condition classics and widebody contraptions with turbos poking through the hood can peacefully coexist.
Full profile

 

Would you like AUTOEVOLUTION to send you notifications?

You will only receive our top stories