Bentley Supersports review: rear-drive Continental GT is the most focussed Bentley in…. um, ever?

Has Bentley built a GT3?

Well, no. However, the Supersports is pretty hardcore and more of a GT3 than the 2015 GT3 R, weirdly enough. It’ the first car developed entirely under the stewardship of Dr Frank-Steffen Walliser, formerly of Porsche, and said to be a statement of intent. Bentley will iterate the Continental GT more consistently – think of how many versions of the 911 exist  – and will push the brand into areas it’s stayed away from previously.

Philosophically, we love this thing. A pared-back, two-seat, rear-wheel drive Continental GT that’s over 500kgs lighter than the standard car, has 300kg of downforce and is available with super-sticky Pirelli Trofeo RS tyres. They’ve even ditched the hybrid system altogether. In fact, at under 2,000kgs, this is the lightest Bentley for 85 years. Just 500 will be built, with prices starting at £343,900.

Does the world need a track-spec version of the Continental GT3?

Need is a strong word. But Bentley is in the business of giving its customers what they demand and apparently many voiced a yearning for something way more exciting. That’s enough of an excuse from where we’re sitting. Which is in the still 11-way adjustable driver’s seat. It offers more lateral support and is mounted slightly lower, but still feels very Bentley. In fact, despite the lack of rear seats and lots of carbon fibre in their place, the inside remains extremely luxurious. At least by most standards.

So, what’s this thing all about? Well, the engine is the familiar 4.0-litre twin-turbocharged V8, but with stronger crankcase, revised heads and a full-length titanium Akrapovic exhaust. It produces 657bhp and 590lb ft and drives the rear-axle only, through a heavily revised eight-speed dual-clutch gearbox and e-diff. The Supersports retains rear-steer for enhanced agility and also features a 16mm wider rear track.

It still uses air suspension but the dampers are new twin-chamber units and the ride height is lower, too. As with other Continental GTs, active anti-roll bars can apply up to 959lb ft of torque in 0.3 seconds to create an extremely stable platform. The 22-inch forged alloy wheels are by Manthey, who you might know as Porsche’s official race team in WEC or at the Nürburgring 24-hour race, or for the extreme kits they offer for models like the GT3 and GT3 RS. Bentley says this thing isn’t about figures, but just for the record it does 192mph and 0-62mph in 3.7 seconds.

This sounds a bit madder than previous Supersports?

You could say that. In fact, the OG Bentley Super Sports was pretty wild and introduced 100 years ago. Based on the 3.0-litre but with an uprated engine and shorter, lighter chassis, it was the first Bentley to achieve over 100mph. Just 18 were built and motorsport was right at the core of the proposition.

The more modern Supersports – one introduced in 2009, 100kg lighter and with a rear-biased torque split for the first time; the next in 2017 with 700bhp and rocketship performance – have been more about a nudge in the sporting direction, rather than the full-on route taken this time. Although we l-o-v-e the 2009 car and reckon it’s a bit of a bargain on the used market.

So, they’ve traded leather and wood veneers for carbon fibre?

Hold on a minute. Owners can still choose from 22 main hides and 11 secondary colours. But yes, there’s the biggest ever carbon fibre front splitter fitted to a Bentley road car, carbon fibre dive planes, a carbon fibre roof, plus a fixed rear wing, unique diffuser and even the side sills have much more overt and aggressive aero pieces to create downforce. The subtlety is mostly gone, but the sheer presence is undeniable and pretty cool.

Does it actually perform on track?

The intent is obvious as soon as you start the engine. It’s much louder and more aggressive than other Conti GTs. Too much? Not really, as there’s still plenty of refinement. But when you want the Supersports to feel super-sporty, the exhaust provides the fireworks. The only strange thing is that this much more aggressive machine doesn’t actually feel as fast as the standard model, in which the 4.0-litre engine is supplemented by electric motors to make 96lb ft more torque. Ultimately, the Supersports is faster, but it doesn’t have that instant hit of electric power to get things going.

But who cares? The Supersports sounds riotous, is properly quick once it’s up and running and the 500kg+ weight saving is absolutely tangible. The steering response is cleaner, the car feels so much more alert and that initial responsiveness is matched by superb cornering stability, balance and adjustability. On the Trofeo RS tyres it really does have a sharpness that’s simply never been a part of Bentley’s DNA up to now and you can properly attack corners as you might in a pukka sportscar. It’s a bit of a shock to the system but also extremely welcome.

On the Trofeo RS tyres it really does have a sharpness that’s simply never been a part of Bentley’s DNA up to now

For me, one of the great strengths of the Continental GT is the eight-speed dual-clutch ‘box. Somehow they’ve given it fantastic low speed manners – better than most torque converter autos – but a real sharpness. However, in the context of the Supersports, which has levelled-up so far in terms of grip, agility and on-limit composure, the ‘box doesn’t feel quite fast and aggressive enough. I think they should push it a little further. Shorter ratios would be a huge benefit, too.

Other weaknesses? Well, the eLSD on this pre-production prototype would overheat too quickly. Or at least go into a protection mode so as not to overheat, which amounts to the same thing. They need this sorted because the Supersports with the diff locked-up is a joyous thing…

Does it drift?

You try stopping it! Yes, it looooooves to drift and the long wheelbase, excellent body control and all that turbocharged torque combine to create something with stupendous sideways capabilities. It’s incredibly progressive. We only tried the Supersports on track but it worked brilliantly. There are three driving modes but even the Touring setting aligns with ‘Sport’ in a Continental GT Speed, while the Bentley and Sport modes go much further.

We suspect the Supersports will feel even more impressive on the road as it truly combines most of the traditional Bentley qualities with a new edge, but without it tripping over into something way too extreme. It’s a unique proposition and extremely compelling.

On the face of it, the Supersports is an odd recipe, but in reality it feels strangely logical. I mean, who wouldn’t fancy a car with the incredible quality and bespoke feel of a Conti GT that can behave much more like a sportscar or even a track hooligan given the opportunity? Exactly, only an idiot. We’re very happy Bentley has gone down this new route and can’t wait to see where it leads…