BENTLEY Continental GT V8 Review

After a few minutes of spirited drive, the character of this new-breed Bentley reaches your veins. The blue blood - petrol ratio in the system is now more inclined towards the latter and our heart rate stands as proof for that. Nevertheless, before having the full glass, we have to put on the engineering glasses for a few paragraphs.

The hood is rising slowly - our trip starts with a brief visit to the lobby. The V8 seems to fill the engine compartment just as much as Bentley's W12. The engine still sits rather high and past the front axle, towards the nose of the car.

The same can be said about other components in the engine bay, such as the ABS module. This is not quite a light creature and yet it is placed surprisingly close the front of the car, like in the Continental GT W12.

While the positioning of the engine couldn't be changed altogether, the V8 sheds 110 lbs (50 kg) compared to the W12. The overall weight difference between the two sits lower, at 55 lbs (25 kg). However, there is one mass-related change that's much more important - the load on the axles.

While the Bentley Continental GT burdens its front axle with 54 percent of its weight, the V8 brings the number down to 51 percent.

Not only does the V8 pack a pair of twin-scroll turbos and direct injection, but it also comes with cylinder deactivation, being able to morph into a V4. In fact, the whole car is smarter: the ZF stamp stays on the transmission, but there are eight instead of six gears. We also have an electric variable power steering, the alternator charges the battery during the overrun phase, while the cooling system now works on demand.

When Bentley and Audi were co-developing the twin-turbo V8 that's we are looking in the eye now, they stressed the fact that each will have its specific calibration. Well, they weren't lying - in the British application, Bentley's traditional low-end torque is definitely here.

We set off and we're using less than a quarter of the throttle pedal's travel and, as the bend gives way to a straight line, the car pulls away effortlessly.

If you want to feel its full blow though, it's best to go past 3,000 rpm. The eight cylinders also make a much better choir than the 12-unit formation of its bigger brother.

The repertoire obviously starts with a bass and this is barely perceptible at light loads, but as you climb higher you'll receive a wide range of voices. If you insist on the throttle, the aural experience has something from what a dragster can offer. For those who really want to get in touch with the engine, Bentley offers an optional sports exhaust.

The abundance of torque in the starting area of the rev counter also has another effect - you can drive in third gear all day long, despite having eight transmission ratings at your disposal.

In the Continental GT W12, the six-speed automatic occasionally felt a bit sluggish in "Normal" mode and a tad too brutal in "Sport". The eight-speed transmission used for the V8 does away with such problems. You can use any of its two modes without feeling any discomfort. It also responds well to double downshifts, even though you have to use the unpleasant plastic paddles.

For sporty driving sake, it can instantly change down as much as four gears just to make the driver happy and yes, such moves do bring a smile on your face.

The aforementioned weight distribution change brings a noticeable benefit in terms of handling. In V8 guise, the 2013 Bentley Continental GT fights understeer better. You don't have to drive it too fast to notice this - the car is simply more keen to follow your instructions through the bends.

And if you disable the electronic aids, it will be happy to wag its elegant tail for you with more aplomb than the W12.

As for the straight line events, the V8 doesn't feel slower, because the differences between the two are not all that relevant, especially at speeds that keep you out of jail. For example, the 0 to 60 mph (96 mph) sprint only takes 0.2 seconds longer in the Continental GT V8. Just as important is the meatier soundtrack, which could fool you even if you had the specs projected on the dashboard.

There's no reason to worry about the peace and quiet though. The Continental GT V8 is just as much of a Bentley as its W12 sibling. The suspension still perfectly protects you from the road in all four settings. The soundproofing and the overall experience can be comfortable in the same way, all you have to do is not ask the car to show you its darker side.

And then there's the fuel efficiency magic. Step on the throttle hard and you'll see no difference between the two. But drive the V8 in a normal manner, as most owners will do, and it will offer you a hefty reward in terms of autonomy.

While Bentley brags about an deficiency boost of 40 percent, we have to turn to the EPA ratings for more accuracy. The numbers show that the W12 and V8 Continental GTs sit at 15 versus 12 mpg in the city and 19 versus 24 mpg on the highway, respectively. As for the European cycle, this place the W12 at 22.2 and 10 liters per 100 km and the V8 at 15.4 and 7.7 l/100 km.

We are doing 80 mph (130 km/h) and the trip computer is showing 31 mpg (7.5 liters per 100 km) - thank you cylinder deactivation. As for the average fuel consumption for our test drive, this sits at 14 mpg (16 l/100 km), but we haven't used what you'd describe as a light foot.

The Bentley Continental GT V8 can simply be described as a more multifaceted proposition when compared to the W12 version. It knows how to match the latter's refinement and pace attributes, but it can also play two extra games, which involve more fun and superior efficiency.