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We drive Bentley's Continental GT Ice Racer

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We drive Bentley's Continental GT Ice Racer | Top Gear

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On, um, tarmac. An exclusive go in the maddest Bentley of modern times

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We drive Bentley's Continental GT Ice Racer

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Can’t go wrong with lightbars and skis, can you? Indeed not. This, you might remember, is the one-off Continental GT that Bentley created for the GP ice race last month. It’s not on ice now, though is it?Nope. We managed to intercept the transporter on its way back from Austria to Crewe and divert it to a test track so we could have a quick go.And is it quick?

# data.attributes.metatag[].attributes.content
On, um, tarmac. An exclusive go in the maddest Bentley of modern times

# data.attributes.metatag[].attributes.content
We drive Bentley's Continental GT Ice Racer

# data.attributes.metatag[].attributes.content
We drive Bentley's Continental GT Ice Racer

# data.attributes.metatag[].attributes.content
On, um, tarmac. An exclusive go in the maddest Bentley of modern times

# data.attributes.metatag[].attributes.content.description[]
tarmac. An exclusive go in the maddest Bentley of modern times

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is the one-off Continental GT that Bentley created for the GP ice race last month. It’s not on ice now

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though is it?Nope. We managed to intercept the transporter on its way back from Austria to Crewe and divert it to a test track so we could have a quick go.And is it quick?Of course. It’s mechanically identical to a standard Conti GT W12 – which means the 5

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950cc twin-turbo W12 produces 626bhp and 664lb ft of torque (from just 1

# data.attributes.metatag[].attributes.content.reviewBody[]
stump-pulling fans). No changes to the gearing or final drive because when you’ve got that much torque at tickover

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which gear you’re in is basically irrelevant. So it goes as hard as a standard Conti GT (0-60mph in 3.6secs) but just feels a little looser while doing so.Why’s that?Although the suspension is the same

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the standard air springs have been raised 30mm to give the car extra ground clearance – and more visual impact – plus it rides on 22-inch Pirelli Scorpion tyres

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into which metal studs have been drilled.Hang on

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you drove it on tarmac on studded tyres? Yep

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just speak to your friendly local Scandanavian. You just don’t want to drive it for too long

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or ideally to wear them too heavily. At this stage I need to say the following: Bentley

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I do apologise for the sideways cornering shot. Hard to resist given that not only does the ESP entirely disengage

# data.attributes.metatag[].attributes.content.reviewBody[]
but the calibration of the torque distribution was changed to send more power to the back axle depending on conditions.Conditions skiddy

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then.Obviously so. What is quite remarkable is that the Conti GT feels almost balletic like this. Even as standard

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fire extinguisher system and harnesses - must be upwards of 2.3 tonnes. Yet it slides with authority.  Hardly relevant though.What do you mean?! This is an ice racer

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the windscreen should be a blanking plate

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all visibility needs taken care of by the side windows. It’s a commanding thing to drive. You notice the extra height straight away as you sit at a level that’s halfway to a Bentayga. A standard Conti GT controls its weight and movement pretty well. Jacking it up means you get more awareness of squat

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pitch and dive. The 48v anti-roll is still active

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so blame the altitude and your inner ear.It’s quite endearing. Rather than lurching or slopping about it just compresses and continues. I reckon the tweaks mean it’s sending at least 80 per cent of the power to the back

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or actually quite flamboyantly. The steering is a bit more out of sorts (we can blame the squishy tyres)

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but altogether this is a Bentley off-roader we can totally get on board with.What does it sound like?Almost forgot! It sounds awesome

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because Bentley saw fit to junk the standard muted

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exhaust and fit a set of rowdy Akrapovic pipes instead. The noise is loud

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overt characteristics of this GT. It’s not a car that’s going to be found lurking in a dark corner at parties

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wishing it was home with its jimjams on – it’s got stance and attitude. As well as sitting 30mm higher

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the track widths are also 15mm wider. That’s not much

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but makes a detectable difference. Up top there’s a Lazer light bar and a set of Bomber for Bentley Centenary Edition skis.And how about indoors? Big seats. Huge. They take up even more real estate than the multi-adjustable chairs in the regular car. Thick padding

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permit almost no movement. There’s an ignition cut-off in the cupholders

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but the best detail is the mode dial. Where once you’d have found Sport

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complete with a little mountain graphic. It’s only a sticker

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but it’s the thought that counts.Going into production imminently?Absolutely not. It's destined to remain a fun one-off project car. Which begs the question: what else would you like to see it do?Photography: Mark Riccioni

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On, um, tarmac. An exclusive go in the maddest Bentley of modern times

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Can’t go wrong with lightbars and skis, can you?

Indeed not. This, you might remember, is the one-off Continental GT that Bentley created for the GP ice race last month.

It’s not on ice now, though is it?

Nope. We managed to intercept the transporter on its way back from Austria to Crewe and divert it to a test track so we could have a quick go.

And is it quick?

Of course. It’s mechanically identical to a standard Conti GT W12 – which means the 5,950cc twin-turbo W12 produces 626bhp and 664lb ft of torque (from just 1,350rpm, stump-pulling fans). No changes to the gearing or final drive because when you’ve got that much torque at tickover, which gear you’re in is basically irrelevant. So it goes as hard as a standard Conti GT (0-60mph in 3.6secs) but just feels a little looser while doing so.

Why’s that?

Although the suspension is the same, the standard air springs have been raised 30mm to give the car extra ground clearance – and more visual impact – plus it rides on 22-inch Pirelli Scorpion tyres, into which metal studs have been drilled.

Hang on, you drove it on tarmac on studded tyres?

Yep, not unusual, just speak to your friendly local Scandanavian. You just don’t want to drive it for too long, or ideally to wear them too heavily. At this stage I need to say the following: Bentley, I do apologise for the sideways cornering shot. Hard to resist given that not only does the ESP entirely disengage, but the calibration of the torque distribution was changed to send more power to the back axle depending on conditions.

Conditions skiddy, then.

Obviously so. What is quite remarkable is that the Conti GT feels almost balletic like this. Even as standard, a Conti GT weighs 2,244kg, so this one - with a roll cage, fire extinguisher system and harnesses - must be upwards of 2.3 tonnes. Yet it slides with authority.

Hardly relevant though.

What do you mean?! This is an ice racer, the windscreen should be a blanking plate, all visibility needs taken care of by the side windows. It’s a commanding thing to drive. You notice the extra height straight away as you sit at a level that’s halfway to a Bentayga. A standard Conti GT controls its weight and movement pretty well. Jacking it up means you get more awareness of squat, pitch and dive. The 48v anti-roll is still active, so blame the altitude and your inner ear.

It’s quite endearing. Rather than lurching or slopping about it just compresses and continues. I reckon the tweaks mean it’s sending at least 80 per cent of the power to the back, as it exits corners either neutrally, all four wheels pointing straight ahead, trajectory curving slightly, or actually quite flamboyantly. The steering is a bit more out of sorts (we can blame the squishy tyres), but altogether this is a Bentley off-roader we can totally get on board with.

What does it sound like?

Almost forgot! It sounds awesome, because Bentley saw fit to junk the standard muted, exhaust and fit a set of rowdy Akrapovic pipes instead. The noise is loud, crisp and amusing. Suits the much more, well, overt characteristics of this GT. It’s not a car that’s going to be found lurking in a dark corner at parties, wishing it was home with its jimjams on – it’s got stance and attitude. As well as sitting 30mm higher, the track widths are also 15mm wider. That’s not much, but makes a detectable difference. Up top there’s a Lazer light bar and a set of Bomber for Bentley Centenary Edition skis.

And how about indoors?

Big seats. Huge. They take up even more real estate than the multi-adjustable chairs in the regular car. Thick padding, lock you in place, permit almost no movement. There’s an ignition cut-off in the cupholders, but the best detail is the mode dial. Where once you’d have found Sport, now you find Ice GT, complete with a little mountain graphic. It’s only a sticker, but it’s the thought that counts.

Going into production imminently?

Absolutely not. It's destined to remain a fun one-off project car. Which begs the question: what else would you like to see it do?

Photography: Mark Riccioni

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Can’t go wrong with lightbars and skis, can you?

Indeed not. This, you might remember, is the one-off Continental GT that Bentley created for the GP ice race last month.

It’s not on ice now, though is it?

Nope. We managed to intercept the transporter on its way back from Austria to Crewe and divert it to a test track so we could have a quick go.

And is it quick?

Of course. It’s mechanically identical to a standard Conti GT W12 – which means the 5,950cc twin-turbo W12 produces 626bhp and 664lb ft of torque (from just 1,350rpm, stump-pulling fans). No changes to the gearing or final drive because when you’ve got that much torque at tickover, which gear you’re in is basically irrelevant. So it goes as hard as a standard Conti GT (0-60mph in 3.6secs) but just feels a little looser while doing so.

Why’s that?

Although the suspension is the same, the standard air springs have been raised 30mm to give the car extra ground clearance – and more visual impact – plus it rides on 22-inch Pirelli Scorpion tyres, into which metal studs have been drilled.

Hang on, you drove it on tarmac on studded tyres?

Yep, not unusual, just speak to your friendly local Scandanavian. You just don’t want to drive it for too long, or ideally to wear them too heavily. At this stage I need to say the following: Bentley, I do apologise for the sideways cornering shot. Hard to resist given that not only does the ESP entirely disengage, but the calibration of the torque distribution was changed to send more power to the back axle depending on conditions.

Conditions skiddy, then.

Obviously so. What is quite remarkable is that the Conti GT feels almost balletic like this. Even as standard, a Conti GT weighs 2,244kg, so this one - with a roll cage, fire extinguisher system and harnesses - must be upwards of 2.3 tonnes. Yet it slides with authority.

Hardly relevant though.

What do you mean?! This is an ice racer, the windscreen should be a blanking plate, all visibility needs taken care of by the side windows. It’s a commanding thing to drive. You notice the extra height straight away as you sit at a level that’s halfway to a Bentayga. A standard Conti GT controls its weight and movement pretty well. Jacking it up means you get more awareness of squat, pitch and dive. The 48v anti-roll is still active, so blame the altitude and your inner ear.

It’s quite endearing. Rather than lurching or slopping about it just compresses and continues. I reckon the tweaks mean it’s sending at least 80 per cent of the power to the back, as it exits corners either neutrally, all four wheels pointing straight ahead, trajectory curving slightly, or actually quite flamboyantly. The steering is a bit more out of sorts (we can blame the squishy tyres), but altogether this is a Bentley off-roader we can totally get on board with.

What does it sound like?

Almost forgot! It sounds awesome, because Bentley saw fit to junk the standard muted, exhaust and fit a set of rowdy Akrapovic pipes instead. The noise is loud, crisp and amusing. Suits the much more, well, overt characteristics of this GT. It’s not a car that’s going to be found lurking in a dark corner at parties, wishing it was home with its jimjams on – it’s got stance and attitude. As well as sitting 30mm higher, the track widths are also 15mm wider. That’s not much, but makes a detectable difference. Up top there’s a Lazer light bar and a set of Bomber for Bentley Centenary Edition skis.

And how about indoors?

Big seats. Huge. They take up even more real estate than the multi-adjustable chairs in the regular car. Thick padding, lock you in place, permit almost no movement. There’s an ignition cut-off in the cupholders, but the best detail is the mode dial. Where once you’d have found Sport, now you find Ice GT, complete with a little mountain graphic. It’s only a sticker, but it’s the thought that counts.

Going into production imminently?

Absolutely not. It's destined to remain a fun one-off project car. Which begs the question: what else would you like to see it do?

Photography: Mark Riccioni

# data.attributes.field_cars_group_v2.model_name
Continental GT Coupe Special Editions (2018)