2026 Bentley Continental GTC S Tested: One More in the Mix

• What's new: We test the GTC S, the latest iteration of the ever-expanding Continental lineup.
• Why it matters: With so many other options, this $394,500 convertible needs to really shine to stand out in a crowd. 
• Edmunds says: A luxury convertible with a plug-in hybrid V8 engine makes for the ideal daily driver. 

So, what makes the GTC S special?

This version of the S is new for 2026, though the S moniker has been used on other Bentley Continentals in the past. The S package is available on both the Continental GT Coupe and GT Convertible (or GTC) and combines chassis upgrades from the Continental Speed with the less powerful of the Continental's two available engines. It's similar to a Corvette Grand Sport or a 911 Carrera T in that they all combine the least powerful engine with parts borrowed from sportier models. 

Least powerful is, of course, a relative term. With 671 horsepower and 686 lb-ft of torque on tap, the base Continental with its twin-turbocharged 4.0-liter plug-in hybrid V8 is still more powerful than the last generation's twin-turbocharged 6.0-liter W12. The GT Speed and GT Mulliner both use an upgraded version of the S's plug-in hybrid powertrain that makes 771 hp and 738 lb-ft of torque. 

All versions of the Continental use an eight-speed dual-clutch automatic transmission and all-wheel drive with active torque vectoring. The all-wheel-drive system doesn't use a fixed power distribution, and the Continental only sends power to the front axle when needed. 

While the V8 portion of the powertrain makes the bulk of the power, don't sleep on the plug-in hybrid portion. All fourth-generation Continentals, except the Supersport, are plug-in hybrids that feature a 25.9-kWh battery offering an estimated 30 miles of range on a full charge. In city driving with an average speed of 35 mph, I nearly doubled that estimate, driving 56 miles on electricity alone. 

But what about the upgrades? The Continental's basic chassis and adaptive suspension hardware are the same on all trims, but Bentley changes the tuning for each variant. For the S, that means a firmer suspension in Sport mode. But that's not all. The S sits 10 millimeters lower than the standard Continental, helping lower the car's center of gravity. 

It also comes standard with an electronic limited-slip differential and rear-axle steering. The latter is exactly what it sounds like. At low speeds, the rear wheels turn in the opposite direction to the front wheels to tighten the turning radius. At higher speeds, they turn with the front wheels to increase stability. 

The S is available with a carbon-ceramic brake package, but my test car wasn't equipped with it. Not that it really needs it. The standard brakes are 16.5-inch front rotors with 10-piston calipers and 15-inch rear rotors with four-piston calipers. If those sound like large figures, that's because they are. But when a car tips the scales at 5,943 pounds, you need rotors that are larger than the wheels on my first car and calipers the size of my forearm to clamp down on them. 

Serenity at 120 mph

Despite weighing more than a Chevy Silverado 1500 (seriously), the Continental is a supremely quick machine. I recorded a 3.7-second 0-60 mph time and passed the quarter-mile mark in 12.2 seconds at 121.2 mph. Launch control made it easy, and I recorded several 3.7-second 0-to-60 mph runs. I did notice it was losing speed at the quarter-mile mark as the battery's energy depleted, but that's typical for anything electric. 

The Continental feels less dramatic than a Corvette or 911. The engine is quieter, and the all-wheel-drive system means there's never any problem with traction from a dead stop. This is one of the most peaceful cars I've ever taken above 100 mph. 

It has no trouble slowing down either. I recorded a 60-to-0 mph panic stop of 114 feet, which is very good for something so big and heavy. The brake pedal is short, firm and easy to modulate. Braking performance also improved during testing as the Pirelli P Zero performance tires warmed up.

There were some issues during testing that prevented me from recording the Bentley's performance on our skidpad, but given it had stickier rubber rather than the Continental Speed we tested last year, I suspect it at least matches that car's 0.92 g figure.

The Continental felt very nicely sorted on our handling course and on the skidpad. The front end wanted to push wide at the limit, which is no surprise given the car's heft. But it's easy to tuck the nose back in, and with a little gas, you can easily get the Continental to kick the rear end out and oversteer. The rear-axle steering can feel odd at first, but once you get used to the quick turning ratio, the Continental really hustles. 

The Continental is quick and drives well enough, but this is no sports car. The tires and brakes started to fade after a few laps, where cars like the 911 and the Corvette can keep on going. Bentley has employed a lot of tricks, but the Continental leans and moves more in corners than a proper sports car. The Continental's weight holds it back from feeling as nimble and graceful as we want from a sports car. It's sporty, but where the Continental really shines is on the street. 

Infinite headroom

I'm not typically a convertible guy, but I like to drop the top when I'm behind the wheel of one. I live in Southern California, so I try to take advantage of the nice weather. When it comes to commuting in Los Angeles, it doesn't really get much better than this. The plug-in powertrain offers more than enough range for the average commute, and even when the battery runs down, you have a lovely 4.0-liter V8 under the hood. 

It may not be as capable as a Porsche or Corvette on a track, but the Continental has them both beat on the street. The adaptive suspension soaks up bumps with ease, and the seats are among the most plush and supportive you'll find in a new car these days. It has a killer Bang & Olufsen sound system, too.

For $8,100, the sound system better be good. While the base price of a GTC S is $325,350, my test car was fitted with $69,150 in options, including $6,390 for those comfy front seats, $9,780 for quilted leather upholstery, $2,415 for ambient lighting, and plenty more. Like with other cars at this price point, there's a seemingly endless number of ways to tweak the Continental to your taste. All in, the as-tested price was $394,500, placing it among the most expensive cars we've ever tested. 

There are faster vehicles for the price, but when it comes to a daily driver, I don't think it gets much better than this. Where the Continental really shines is against its own siblings. The S is fast enough. Save the money over the Speed and use the savings for options. You won't miss the extra horsepower.