Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Basem Wasef – August 31, 2026

First Drive: Bentley Supersports

Bentley wants you to believe that the new Supersports is a direct descendant of the 1925 hot rod of the same name. The new model bowed 100 years after the O.G. Super Sports was the first Bentley to break 100 mph, a lineage that makes for a tidy storyline. But the connection gets tenuous, particularly since Bentley motorcars following the brand’s 1998 acquisition by the Volkswagen Group tended to be heavy, stately grand tourers. The Supersports name was resuscitated in 2009 and again in 2017. But a serious shakeup occurred when Frank-Steffen Walliser joined Bentley’s C-suite in 2024. The former Porsche guru envisioned a more driver-focused Bentley, one perhaps closer in spirit to the Motorsports programs he spearheaded or the 918 Spyder hypercar he shepherded. Transforming the already potent Continental GT into an entirely different kind of beast required extreme measures. Removing the hybrid system and enlarging turbos was the first step, lending the powertrain a lighter, more purist-pleasing linearity. Next, the rear seats and all-wheel drive system were ditched for a two-seater rear-drive setup, contributing to a remarkable weight loss of 1,000 pounds. Carbon fiber trim parts visually drive home the lightweighting message, with functional benefits including 661 more pounds of downforce than the Continental Speed. Supersports also benefits from the largest production brakes in the world: massive 440mm carbon-silicon-carbide front stoppers clamped by 10-piston calipers. With only two examples in existence outside of Crewe, duPont REGISTRY was invited to an exclusive first drive at WeatherTech Raceway Laguna Seca. Our testers were finished in two striking liveries: a side-to-side paint fade that transitions from red to black, and an anthracite finish with camel and bronze accents. With Bentley flack Jonathan Smedley in the (left) passenger seat, I set out to explore the Supersports’ limits on Laguna’s glorious 2.238-mile series of kinks, sweepers, and the 5 ½-story drop that makes the infamous Corkscrew. At idle, Supersports makes a pleasant burble thanks to its cross-plane crankshaft and titanium Akrapovič exhaust system. Unlike the exterior’s extroverted splitter, vents, and fixed one-piece rear spoiler, the cabin flies a bit more under the radar. Unlike the first generation Supersports which boasted available carbon fiber bucket seats from the Bugatti Veyron, the new model’s lightweight perches are more terrestrial – comfortable and supportive, but not exotic. Standard carbon veneers bring a sense of purposefulness, while Dinamica accents on seating surfaces assist backside grip while exploring the hardest cornering roadgoing Bentley in history: the wide-sitting flying B pulls a 1.3 lateral Gs when riding on optional Pirelli Trofeo RS tires. There’s still a bit of poshness within the cabin, from leather-trimmed surfaces to 22 available hide colors and nine accent hides. Over your shoulder, the carbon-lined rear compartment offers a glimpse of square-cornered modernity against the otherwise organically formed interior features. Click the faceted mode selector into Sport and the leather-wrapped shifter into Drive, and the Supersports responds to throttle squeezes with guttural grunt. While not as overtly loud as you might expect, the soundscape is deep and refined in the spirit of past Supersports generations. Though the Supersports can accelerate to 62 mph in 3.6 seconds, the Speed model’s all-wheel drive and superior output of 771 hp can launch it to highway speeds quicker. However, Supersports’ advantages come with its predictable power delivery and cornering skills: stab the left pedal and the 2-ton coupé decelerates like no other Bentley with a license plate. Speed is scrubbed off by the carbon-silicon-carbide binders so effectively that it requires recalibrating your braking entry points. The relative width of Laguna Seca’s corners encourage more creativity in terms of vehicle placement, and Jonathan Smedley suggests coming into the throttle a little bit early in order to let the electronic rear differential do its magic, helping the vehicle rotate through strategic torque distribution. Supersports turns into corners responsively, thanks in part to the e-diff’s brake vectoring and the thousand-pound weight savings. The sticky Pirelli Trofeo RSs at all fours deliver significant grip, and the retuned Dynamic Ride suspension’s 48-volt active anti-roll system gives this Bentley good body control feel and flat cornering. The system can apply over 950 lb-ft of torque to the roll bars to counter the body’s desire to list, helping the Supersports feel even lighter than its already slimmed-down mass. Aiding stability is a four-wheel steering system that turns the rear wheels in phase with the fronts. Unlike all-wheel-drive Continental GTs, Supersports doesn’t tend to claw its way out of corners through sophisticated torque distribution across all fours; instead it takes a more conventional approach along with a bit of driver trust that the e-diff will help it out of the corner. But there’s a fine line; dump too much throttle on, and the rear will slide. Exit a corner too gingerly, and precious speed is lost. Our handlers didn’t allow journalists to switch into Dynamic Handling mode, which would have loosened the reins on the electronic stability control and sent more wheelspinning power to the rear wheels. As such, I could feel the electronic differential helping rotate the car and lay power down to the wheels, but my ability to shoot out of corners aggressively was hampered by the system at lower speeds. This effect was especially pronounced on turn 11, a tight, slow left-hander that leads onto the main straight. Though the Supersports is capable of tail slides at various spots on the circuit – an endearing capability that speaks to its lusty heart – being locked out of full power at low speeds when Dynamic Mode is engaged curtails the fun a bit too much. I can only assume the uncorked setting would be a riotous (and quicker) way to get around a racetrack. Despite the safety police putting a bit of a damper on the high-speed antics in an effort to preserve the only two examples outside of the factory, Supersports still managed to thrill with its immense braking capabilities, quick direction changes, and engaging thrust that makes solid work of one of the world’s most iconic racetracks. While a track-capable Bentley isn’t for everyone, Supersports scratches a performance itch that has the power to bring a whole new type of buyer to the brand. And as Bentley brass have hinted, there will be more hardcore spinoffs that will arise from the Supersports formula, enough to perhaps tempt the 500 customers who have sold out the model into adding another raucous Bentley to the fleet. View All Bentleys For Sale IMAGES COURTESY OF BENTLEY

By Kirk Bell – May 23, 2026

Review: 2026 Bentley Continental GT S

The sport coupe and convertible appeal to enthusiasts who appreciate performance and a sleek design. U.S. automakers offer only the Ford Mustang to fill that niche. It’s loud and sporty with retro looks and perhaps too much attitude. The Brits sell a car that represents far more taste and a much bigger bank account: the 2026 Bentley Continental GT coupe and GT C convertible, which are newly offered in sportier S trim. Smooth and silent or robust and raucous The fourth-generation Continental GT arrived for 2024, and the 2026 Continental GT S shares its plug-in hybrid powertrain while adding the chassis tuning from the higher-end Conti GT Speed model. You won’t miss the Speed’s 771 horsepower because the GT S still makes 671 extroverted horses of its own from a twin-turbocharged V8 and a transmission-mounted electric motor. The V8 spins up 512 hp and 568 lb-ft of torque, and the electric motor makes 188 hp and 332 lb-ft of torque. The two can work together or act on their own. Starting the car defaults to the Bentley driving mode, which in turn defaults to the EV Drive mode that lets this beautiful grand tourer drive on electrons alone unless the car exceeds 87 mph or the driver digs too deeply and too greedily into the throttle. That’s how I began during my drive of the Conti GT S in New York’s Hudson Valley. Had I the patience, I could have driven an EPA-estimated 30 miles without gasoline thanks to the 25.9-kWh battery beneath the floor. I lacked that kind of patience. The Conti GT S is serene when using the whisper-quiet electric power, but it comes alive when running the V8’s robust power. Choose the Sport drive mode and the V8 starts with a low, guttural thrum and moves the hybrid system into a Hold mode to maintain the battery charge. Drivers can also pick a Hybrid mode that runs the powertrain most efficiently or a Charge mode that overruns the engine to charge the battery. With the engine and motor chipping in their full 671 hp and 686 pound-feet of torque, the Conti GT S rockets from 0-60 mph in just 3.3 seconds and, given enough space, tops out at 190 mph. The power arrives immediately thanks to the electric motor’s instant torque, and it only builds from there. Passing is a matter of a synapse firing, a twitch of your right foot, and a check of the rearview mirror to see where that car went. The eight-speed dual-clutch automatic shifts smoothly and keeps the power at the ready, especially in Sport mode. This powertrain is EPA rated at 19 mpg combined when the electric range is depleted in the base GT trim, and it should get the same rating in the GT S. Owners can recharge the battery overnight on a Level 2, 240-volt outlet via the 7.2-kW on-board charger. Rumbling or silent, docile or robust, the GT S’s power represents the base level for the Continental lineup, but the handling is a cut above. Upgraded chassis <- Gallery -> While every Continental gets the same suspension and chassis systems, the GT S shares the sportier tuning for many of those features from the higher-line GT Speed and GT Mulliner models. The Conti GT S is heavy, as the hybrid system adds about 500 pounds for a total of 5,421 pounds for the coupe and 5,811 pounds for the GT C convertible. To fight all that mass, Bentley outfits every Continental with several advanced chassis features and gives a sport tune to several of them for the GT S. These features include all-wheel drive, twin-valve adaptive dampers, air springs, active anti-roll bars, rear-axle steering, and an electronic limited-slip rear differential with torque vectoring. The dampers and air springs get a firmer setting in Sport mode, but their Comfort setting is the same as in the base Conti GT. The GT S sits 10 mm lower in Sport mode, and its active anti-roll bars, stability control, rear-wheel steering, eLSD, and torque vectoring also have a performance tune. The rear-axle steering turns the rear wheels as much as 7.2 degrees opposite the fronts for parking lot maneuverability, then at 60 mph begins turning with the fronts for better stability. The active anti-roll bars can apply almost 1,000 pound-feet of torque at each axle to fight body lean. The twisty roads of New York’s Hudson Valley provided the right canvas for the Continental GT S and GT C S to strut their stuff. From the outset, both the coupe and convertible felt hunkered down and stable. The steering had good heft, was stable on-center, and provided good feel for what was happening at the wheels. While the active anti-roll bars did indeed counteract most body lean, Bentley leaves a bit of lean that came off as feel through the grippy 275/35R22 front and 315/30R22 rear Pirelli P Zero summer tires. Bentley also stiffens the rear bar more than the front for better front-tire bite and rear-end play. Team that with an AWD system that only sends power to the front when it’s needed, and the Conti GT S has the lively feel of a rear-wheel-drive car. Big 16.5-inch front rotors with 10-piston calipers and 15-inch rear rotors with four-piston calipers had no problem bringing the GT S under control for successive corners in the esses. Topping it all off was a comfortable ride quality. Despite the low-profile tires, the Conti GT S absorbed all but the sharpest potholes without pounding through to the cabin. Variety and beauty As good as the Continental GT S is to drive, it is even better to sit in because Bentley makes today’s finest interiors. Two-tone leather and synthetic suede upholstery come standard, and full leather is an option. The options list is daunting, with more than 46 billion build variations. Buyers can pick from a variety of exterior and leather colors, contrast stitching and piping choices, carpet colors, and interior trims, including wood, aluminum, and carbon fiber. The care Bentley artisans show at the factory in Crewe, England, is reflected in perfect fit and finish. Conti GT C buyers also get a choice of seven colors for the four-layer soft top that shuts out the environment like a coupe’s steel roof. Bentley charges a substantial premium for the droptop, though anyone in the Continental market will shrug that off. The coupe starts at $288,750, including a $4,150 destination fee, while the GT C runs $325,350. Coupe or convertible, the 2026 Bentley Continental GT S is a grand grand tourer that can be driven like a green commuter or a powerful and lively canyon carver. Either way, you’ll show your impeccable taste and just the right attitude by driving it. View All Bentley Continental GTs For Sale Images: Bentley

By Michael Van Runkle – March 07, 2026

Review: Hedley Studios Bentley Blower Jnr

by: Michael Teo Van RunkleMany of the world’s most stunning collectible cars truly blur the line between automobile and artwork. The incredible creations from Hedley Studios, formerly known as The Little Car Company, add another component: child’s playtoy. If that seems anathema to the immaculate pictures of highly faithful recreations, bear in mind that TLCC originally launched with an homage to Ettore Bugatti’s own gift to his son Roland of a half-scale Type 35 racecar back in 1926. TLCC then added a tiny Ferrari Testa Rossa and Aston Martin DB5 to the lineup, and these 75% scale electric cars actually rip around with impressive performance to match the impeccable build quality apparent even in minuscule form. But the more recent transition to Hedley Studios name came about because the latest model, a Bentley Blower Jnr, clocks in at 85% scale and is fully road legal in addition to a fun revival of an iconic road and racing car. The complications of actually achieving road legality for the Blower Jnr sound intense, and also dictated many of the driving characteristics. Hedley Studios needed to navigate the unique requirements of UK and European L7E regulations, which essentially categorize the car as a quadricycle, as well as the US, where the choice between homologating as either a low-speed vehicle or a true replica caused many conundrums. The resulting Venn diagram of considerations included power output, top speed, even headlight designs and rapid tire deflation safety tests, among others. Qualifying as a replica in the US better matches the EU’s quadricycle legislation, allowing for a top speed around 50 miles per hour. That may happen eventually, but for now, the Blower Jnr crosses the pond only as an LSV with a top speed of 25 mph for public roads. So when I hopped into a UK-prepped car at Hedley’s HQ in Bicester Motion, about an hour’s drive northwest of London, I got a taste of the full possibilities that may arrive in America eventually. Hedley added two new buildings since I last visited Bicester, and can now boast sales of over 500 cars to 60 countries globally. The first run of 99 Blower Jnrs sold out, too, all of which will come in a quintessential British green with dark green Lustrana leather upholstery to match Bentley Mulliner’s continuation series. And remember, though the Blower Jnr is a Hedley Studios creation, the perfect hood emblem indicates these scaled-down EVs still count officially as a Bentley, too. The next run of cars offers a broader choice of five standard color palettes: blue, green, grey, white, or red. And of course, extensive personalization options start from there, including plenty of Union Jack flags. My rich red tester stood out nicely in the low sunlight of a British winter morning – I got lucky with the weather on this day given the previous few week of rain, though in reality, the prospect of any owners driving in sub-freezing winter temps seems quite unlikely. And yet, despite the crisp arctic blast, I couldn’t help but smile the whole time. The Blower Junior is just so fun. The open cockpit and teensy tiny windscreen might provide minimal weather protection, but I enjoyed an excellent view over the narrow hood of the tall tires spinning. All around me, drivers in modern hatchbacks turned to stare, unsure of what their eyes beheld. And even in our pastoral setting, pedestrians regularly pulled out smartphones to snap pictures as I rolled past in silence. The 85% scale probably lends to some of the attention, given that most people probably don’t realize the actual size of an original Bentley Blower. I fit comfortably into the small chassis at six-foot-one, with the top of the seatback reaching around my mid to upper torso. The more sensitive pedestrians might have noticed the lack of a burbling internal-combustion engine, as I accelerated away from stoplights at a brisk pace. Turns out 15 kilowatts of electric power, or about 20 horsepower, serves just fine for keeping up with traffic in a 1,212-pound EV. That’s a far cry from the prodigious 240 horsepower that an original Bentley Blower’s supercharged 4.5-liter inline-four engine cranked out back in 1929. But that marvel, for the era, also weighed nearer to 4,000 pounds. Still, I obviously kept the Blower Jr’s drive mode in Sport the whole time on public roads to unlock every last kilowatt, which provided plenty of pep on the way up to the top speed of around 50 miles per hour. Once there, the electric motor just sort of petered out, not appearing to run out of juice but rather hitting the wall of a rev limiter. Given the narrow vintage-style tires legal for road use in the UK as an L7E, the Blower Junior even overwhelmed rear tire grip easily on such a cold morning after days of heavy rain. Luckily, the surprisingly communicative steering, unassisted yet not too heavily weighted via the thin rim, provided plenty of feel while pushing through turns. The brakes took a bit more muscle than expected, though, perhaps because Hedley Studios limits max regen via the electric motor to just 3.5 kilowatts. Depending on driving style, the Blower Junior should manage about 50 miles of real-world range from a 10.8 kilowatt-hour battery that contributes just over 200 pounds to the total curb weight. Potentially achieving nearer to the claimed 65 miles might be manageable in stop-and-go traffic where electric motor efficiency works best. That’s plenty of distance for an afternoon cruise, or ripping around a makeshift racetrack with friends, or popping a golf bag into the backseat for a drive down to the range. My time behind the wheel took me straight back to chasing vintage Alfa Romeos and yes, Bugattis, through the Tuscan countryside while racing in the Mille Miglia last year, as those drivers hauled through corners noticeably helping by leaning over to use as much body weight as possible, four-wheel drifting with the courage of Juan Manuel Fangio or Sterling Moss back in the early days of motor racing. <- Gallery -> So engaging and tactile, right down to the turn signal and gear selector switchgear or the leather hood straps, the metal handbrake lever, even the hilariously perfect horn trumpet, the Blower Junior nonetheless reveals a few hints at modernity. Namely, the little digital display with analog gauges and lights for battery state of charge and drive mode, as well as some carbon fiber visible in the underhood storage area. An internal debate about potentially releasing a carbon-fiber exterior package seems, to me at least, somewhat anathema to the whole aesthetic. Real wood grains and leathers and machined metals fit better, as on the faux hand-crank starter cover that hides a CCS charge port at the nose. The suspension, which lacks modern shocks in favor of period-correct Andre Hartford friction-disc style dampers, could also ride slightly smoother to help drown out some of the British B roads’ famous chop. Luckily this prehistoric system allows for manual adjustment to five preset graduations with a torque wrench, which might also eliminate a few of the creaks and rattles that mostly seemed to emanate from the metal hinges of the hood panels—otherwise, some lithium spray might help, too. On mine, I might even figure out how to remove the mandated three-point seatbelt stalks and go with a lap belt only. Dubious legality aside, how many cops will want to write a ticket rather than asking for a ride? Hedley Studios limited the Blower Jnr to just 349 units, with at least that first run of 99 confirmed as already sold out. Figure anyone who owns a real Bentley Blower needs one, plus the 12 lucky buyers of Bentley’s Continuation Series announced back in 2019 – each of which reportedly cost $2 million, rendering the Blower Jnr’s roughly $121,000 starting price something of a pittance. For anyone else on the fence wondering about this project, rest assured the Blower Jnr far exceeds driving expectations, effectively toeing a fine line between car, toy, and art piece while equally at home on the road, in the backyard, or on display in the living room. View All Bentleys For Sale Images: Michael Teo Van Runkle

By Gabriel Vega – May 31, 2022

Bentley Continental GT Speed Road Trip: LA to Las Vegas A...

It's nearly 95 degrees as I find myself in the desert just outside Las Vegas. I look at my navigation screen and notice I've just crossed my fourth hour on the road. As The Strip comes into view over the horizon, I can't help but wish I'd chosen to stay a day or two. No matter, it's time to ditch the highway in search of back roads. Up until this point, I've driven on nothing but highways since I left Los Angeles, and I'm eager to see what the “Speed” can truly do. The “Speed” I’m referring to is actually the latest Bentley Continental GT Speed, a six-figure, W12-powered grand tourer finished in the best specification I've ever seen. While it is a mile-muncher, there's far more to the Speed than its role as a comfy GT. It exists as a last hoorah for Bentley's legendary W12 as the carmaker has revealed plans to phase it out in the coming years so that room can be made for electrified powertrains. To be honest, an electric Bentley makes all the sense in the world. It'll be quiet, comfortable, and quicker than ever. But before we close the brand's big displacement chapter, let's embark on one final road trip to see if the Speed is Bentley at its best. All Continental GTs For Sale The route was a relatively simple one. I set off from my Los Angeles home and headed for Las Vegas. It would take me a little over four hours to reach sin city. However, instead of staying the night at some swanky hotel, my masochist self opted to drive home the same day, totaling nearly nine hours on the road and over 600 miles covered. If the point was to figure out whether the Continental GT Speed was every bit a great grand tourer it claims to be, this trip would definitively give me an answer. Since I didn't want to cross the desert in the middle of the night, I opted to get an early start. I also chose to do it in the middle of the week where traffic from tourists would be significantly lower. Since one major highway connects the two cities, fewer people on the road would mean extensive clear stretches of road on which the Speed could flex its muscles. The Car Speaking of muscles, we should talk about the GT Speed itself because it's more than just the latest special Bentley. Yes, it houses the same 6.0-liter twin-turbocharged W12 we've known and loved. However, it now develops 650 horsepower and 664 foot-pounds of torque. That allows this 5,000-plus pound coupe to reach 60 mph in 3.5 seconds before continuing to a top speed of 208 mph. Despite its impressive stats, these don't even tell half the story. The latest GT Speed is all about its chassis as it employs more clever trickery than ever to deliver a driving experience it really shouldn't be able to. It all starts with the new four-wheel steering system, which allows the Speed's rear wheels to turn in tandem with the front at speed and in opposite directions at lower speeds. The result is improved maneuverability while moving slow and greater stability at higher speeds. Supplementing that is a new electronic limited-slip differential for even greater traction. The star of the show is the new active anti-roll bar system that hooks up to small electric motors and aims to eliminate the GT's body roll. To keep that hefty body in check, Bentley gave the new GT Speed the largest brakes ever fitted to a production car. The carbon-ceramic disks are 440 millimeters in the front and feature 10-piston calipers. Despite their massive size, these composite disks are 72 lb lighter than their steel equivalents, reducing unsprung weight. Inside, the GT is business as usual for Bentley. There are endless high-quality materials with various finishes ranging from bright silver to piano black trim panels. However, the main attraction in my specific tester was its green leather and Alcantara interior color scheme. With just a few hints of beige littered in the details for a bit of contrast, the inside of this GT speed was easily one of the best-optioned interiors I've ever seen. The Drive As Los Angeles began to fade into the background and the desert lay ahead, the GT Speed wasted no time in trying to win me over. It started with its multiple driving modes. On the highway, comfort mode was king. This sets the Speeds three-chamber active air suspension system to its most forgiving mode. The GT glides over imperfections on the road at speed, but it doesn't float. There's no sense of disconnection from the road like you get in a Rolls-Royce. This works to the Speed's advantage as it still feels tight and planted, just not bothered by bumps. The second and perhaps most intoxicating aspect of the GT Speed was its power. 650 hp is a lot in any vehicle, but Bentley's dual-clutch transmission made it feel underrated. This heavy grand tourer picks up speed effortlessly, cruising into triple-digit speeds in mere seconds. Put your foot down for a simple overtake, and you'll immediately watch traffic move in reverse through your rear-view mirror. While the W12 doesn't rev all that high, it delivers boatloads of torque in the low end. As a result, the GT doesn't feel sluggish in the slightest. Even in its laziest modes, the Speed feels eager to pounce, egging you on to open up the taps. As I crossed Barstow, CA, the road cleared up. It also helped that there was nothing but an open desert between it and the next small city. This presented the perfect opportunity to stretch the Speed's legs and test those high-speed stability claims. As soon as I picked up the pace, I learned that the GT's capabilities are a bit of a double-edged sword. This coupe was like an unstoppable force at very high speed, aided by its hefty weight and clever handling elements. Saying it was stable would be an understatement. However, the flip side of that is that you don't feel much of the speed. Triple-digit speeds feel about as stressful as doing 50 mph on the freeway. The GT does such a great job of masking wind and road noise that you don't get the full excitement of opening it up. After getting those wide-open throttle runs out of my system, I slowed things down and settled in for the rest of my long drive. This presented the perfect time to poke around the GT's interior. The first thing that'll strike you about this coupe's interior is how many buttons there are. The entire center console is covered in physical controls, and I loved it. I've repeatedly said it, but I'll always prefer this type of switchgear over the latest touch-sensitive panels found in a growing number of new vehicles. In the center of the GT's dash lives a massive 12.3-inch touchscreen with Android Auto and Apple CarPlay connectivity. While Bentley's native infotainment system is stunning to look at, I found it a bit cumbersome to use and opted to stick with the smartphone-based systems. One thing I found a bit unusual was that CarPlay didn't use the entire width of the screen. Instead, you're stuck with a small rectangle to the left of the panel. After over four hours on the highway, I opted to leave it behind with the Las Vegas strip peering over the horizon. I pulled into a stretch of the desert next to a massive gun range to snap some photos. This was the first time I had gotten a good look at the GT Speed, and even in its bug-covered state, it was stunning. While this is Bentley's highest-performing model, they didn't go all out in the styling department. They could've easily plastered it with over-the-top aero elements and carbon fiber to make it look performance-oriented. Instead, they opted to show a bit of restraint. While the GT Speed features more aggressive front and rear bumpers, they remain classy. Additionally, the Speed seems to favor muscular bulges rather than overly sharp lines, meaning its design will likely age quite well. My tester also featured gloss black trim throughout and a darkened version of the Speed's standard 22-inch wheels, which look sinister. However, the best part about this GT Speed was, without a doubt, its paint. It's called Cumbrian Green, and while it may look black in most lighting scenarios, it offers plenty of sparkle in the desert sun. Once I had finished drooling over this car's good looks, I headed into Las Vegas for a quick bite to eat. Despite being on the road for many hours, I didn't feel tired. Thanks to the GT's excellent suspension and sound isolation, I felt refreshed as I drove through the strip. Despite its significant footprint, the GT Speed shrinks around you as it cuts through traffic, and with enough low-end torque to move mountains, it's easily the fastest car on the road wherever you go. After a bit of sightseeing, I was eager to get back on the road. I didn't want to stop driving the GT. Sure, staying in Vegas would've been nice. But, racking up more miles in one of my favorite cars of the year was even better. On my way back across the desert and getting close to seven hours on the road, I noticed some of the GT's flaws. The honeymoon stage had worn off, and I thought more critically about this car. One of the strangest flaws was its driving position. I felt like I was sitting way too high in the cabin, but after messing around with the controls, I found my seat wouldn't go any lower. Secondly, there was a strange creak coming from the transmission shift lever, every time I grabbed it, it made a very un-Bentley sound, reminding me of its plastic construction. Closing Thoughts Nitpicking aside, the GT Speed made for a phenomenal companion on this desert run. With a base price of nearly $275,000 and an as-tested price of $350,000, the GT Speed has a lot of impressing to do to justify its price tag. However, it offers a bit of value when you consider it in context. If you want to continue going upmarket, you'll be looking at a Rolls-Royce Black Badge Ghost like the one I drove to San Francisco earlier this year. That'll cost you around $500,000 for a sporty luxury experience. While they are very different cars, they're aimed at many of the same buyers, and the GT certainly didn't leave me wanting more. Thankfully, the GT more than lived up to what it claimed to be. It delivered a driving experience befitting a comfortable GT and a proper sports car. I was glad it was my partner for my two desert runs. Making a luxury car and a sports car is difficult enough, but the Bentley is in a league of its own because it seamlessly blends those two personalities. You can feel the high levels of engineering crafting your driving experience behind the scenes when you're behind the wheel. And while Bentley's electrified future will undoubtedly be great, it's also currently making some of the best cars it ever has. View All Bentley Continental GTs For Sale

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