2014 Bentley Continental GT V8 S
The Brits may drive on the wrong side of the road and call soccer, football, but they sure know what they’re doing when it comes to building sporting upper-crust rides. That know-how is best experienced in the Bentley Continental GT, the brand’s sexy superstar. But that nasty streak of performance that has long been lurking beneath its sensuous sheet metal is now even wider.
When Bentley broadened the Continental GT lineup with a V8 model last year, the reasons were simple. Downsizing from a W12 to an eight means better fuel economy and less tax in certain important markets like China. An added no-cost benefit was less weight over the front end that gives the GT V8 a more nimble nature. The 2014 Bentley Continental GT V8 S looks to build on that by adding a little more performance back into the mix.
For starter, the 4.0-liter V8 gets a boost, or more boost out of its twin turbochargers. Output increases 21-horsepower to 521, torque spins up 15 lb-ft. to 502. The attached ZF close ratio 8-speed automatic transmission with sport mode and steering column-mounted shifters needed no upgrades as it already handles much more power from the W12.
From there, the ride controlling hardware also gets a “tending to” for a lower ride height and even greater agility. Brake size stays the same, but calipers are now dressed up with red paint.
Now, a few more horsepower and some suspension tweaks don’t necessarily make for drastic changes in performance. But, there’s only one way to be sure…
With the GT’s rear biased all-wheel-drive, there’s plenty of hook up and go at launch. Power is smooth and plentiful, but there wasn’t quite enough extra thrust to better the standard GT V8 0-60 time of 4.2-seconds. Still that’s only two tenths slower than the last Continental W12 we tested.
The power never seems to let up, as you smooth shift your way down the track, clearing the ¼ mile in 12.4-seconds and 112 miles-per-hour. Braking power is just as impressive bringing a hasty halt to things in only 118 feet from 60. While piloting some luxury liners through a slalom course does resemble steering a cruise ship from a recliner, this 5,000 pound GT has always been a capable carver.
And while you still feel all of the heft, the V8 S’ spring rates have been increased to keep the transfer in check a bit more, bushings stiffened to quicken turn ins, and damping revised to take out more of the float. Steering feel is still pretty dead, but the chassis seems to shed weight as you go, responding better the more you push.
When you’re driving an updated version of anything, you want people to know, of course. And specific upgrades to the V8 S include a black gloss treatment to the grilles and a front splitter low in the fascia. Side sills get discreetly extended between the standard 20-inch or upgraded 21-inch alloy wheels, and there’s a tasteful V8 S fender badge. Astern, the diffuser also gets a glossy finish, nicely integrating the figure 8-shaped exhaust tips.
Leather wrapped and comfortably numb is how you feel inside the cabin; and as always, the sky is truly the limit when it comes to materials and color choices. Keep them tasteful, please! The traditional touches like knurled metal, glossy finishes, and organ stops are all still terrific; and most interior controls have a German feel and precision.
And if open air motoring is more to your liking, just as in other Bentley Continental GT offerings; you can get a convertible as well. The appearance with the top up is not quite as classy or dynamic, but those shortcomings are short-lived as you lower the top into the boot, hit the road, and enjoy some warm spring weather, or even maybe some traditional British gloom.
Ride quality seemed just as good in the Convertible as the Coupe, despite our Glacier White example riding on limited edition 21-inch Black 7-spoke alloys.
Government Fuel Economy Ratings come in the same as the standard GT V8, at 15-City, 24-Highway, and 18-Combined. We averaged 17.8 miles-per-gallon of Premium in mixed driving.
You have to know that this much luxury and fun come at a price, $199,225 for the Coupe and $219,925 for the Convertible. With options, this pair was pushing a cool half-mil, but who’s counting?
The Bentley Continental GT has always been one of our favorite big buck sporting coupes, and this 2014 GT V8 S only reaffirms why we love them so much. But there may be troubled waters on the horizon, with Rolls-Royce offering more technology features and wow factor with their Wraith Coupe, and a “smashing” S-Class Coupe coming from Mercedes-Benz, this Continental GT’s time as lead vehicle might be running out.
Specifications
- Engine: 4.0-liter V8
- Horsepower: 521
- Torque: 502 lb-ft.
- 0-60 mph: 4.2 seconds
- 1/4 mile: 12.4 seconds @ 112 mph
- EPA: 15 mpg city/ 24 mpg highway
2025 Volkswagen ID. Buzz
Volkswagen Brings Beetlemania Level Of Excitement To Minivan Segment
The duty of upholding Volkswagen’s heritage has most recently been delegated to small legacy car names like Golf and Jetta. But hold on! A much larger, totally modern take on VW’s classic microbus has just buzzed over the horizon— the all-electric ID. Buzz. It’s been at the top of our minds since we first saw the concept back in 2017. Well, it’s finally here, so let’s get our groove into drive!
This 2025 Volkswagen ID. Buzz has indeed created the most buzz around Volkswagen since the Beetle’s return to the U.S. in the late 1990s. We couldn’t drive it anywhere without drawing a crowd. No wonder, just about everyone has a VW Microbus story to tell, and seeing this reimagined version rolling down the street brings back all those memories.
VW really pulled it off as far as we’re concerned, as it looks great without appearing over the top. All the cues are here: Big VW logo front and center, lots of greenhouse including A-pillar windows and mini sliders for the second-row passengers, D-pillar air vents, and two-tone wheels. And while its appearance may be pure retro, its drivetrain is far from it, as the ID. Buzz is all-electric, and unlike the new Beetle, the Buzz does retain the original Microbus’ rear-drive architecture.
Powering those rear wheels is a 210-kW motor drawing juice from a 91-kWh battery for a range of 234 miles; 200-kW max charging will get you to 80% in about 26 minutes. Buyers can add another small 80-kW motor up front for 4motion all-wheel-drive and an increase of total output from 282 to 335 horsepower with a combined 512 lb-ft of torque. It uses the same battery, but range estimates drop just slightly to 231 miles. But while those numbers are modest, we also found them to be quite conservative, as we observed as many as 287 miles available in our all-wheel-drive tester’s gauge display and were on pace for 273 miles in our driving loop.
One throwback theme that may be a turnoff to some is that it’s quite a step up into the Buzz’s front seats, but there’s certainly a commanding view of the road once you climb in. Second row seating can be either a three-place bench or a pair of captain’s chairs, so there’s generous room for seven or six passengers. The captain’s chairs in our Pro S Plus offer good support and very easy access to the third row.
Lots of flexibility too with the option to simply fold the seats or remove them altogether.
With the sliding side doors and a wide opening rear hatch, there’s plenty of access for loading big sport utility amounts of cargo. Lots of flexibility too with the option to simply fold the seats or remove them altogether, and the ability to create a full-length flat floor with a rear cargo shelf that covers some handy removable storage bins. There’s 18.6 cubic-feet of space behind the third row, 75.5 behind the second, and a max of 145.5. That’s more than a Chevrolet Tahoe. For smaller items, there are lots of cubbies throughout the cabin, along with a standard Buzz Box that can be moved to multiple locations.
With a design that prioritizes retro form and modern function over aero efficiency, the 4motion equipped ID. Buzz earns a Fair efficiency rating, using 42-kWh of electricity per 100 miles, and we weren’t sure what to expect at our Mason Dixon test track.
What we found was great torque off the line and drama free launches to 60 in just 5.3 seconds. It was very stable at speed and power delivery stayed steady most of the way down the track until we reached about 90 mph, when it began to taper off just before we finished the quarter-mile in 14.0 seconds flat at 97 mph.
With 1,200-lbs. of battery weight nestled in its 127.5-inch wheelbase, the Buzz felt planted to the pavement through our handling course. There was quite a bit of body roll to deal with, but surprisingly little understeer. In panic braking runs, pedal response was inconsistent, feeling soft at times, pushing back hard at others; but through it all, results were quite good, stopping from 60 in an average of just 108 feet.
Three interior themes are available, this Dune is the brightest, featuring coastal inspired wood optic dash décor, “gray and clay” leatherette surfaces, and a high-mounted central 12.9-inch touchscreen. Pricing starts with a rear-wheel-drive Pro S at $61,545; this Pro S Plus begins at $65,045, add another $4,500 for 4motion, which brings a few extra features along with all-wheel drive.
Retro design with old-school VW charm, modern EV drivetrain, big SUV capacity merged with minivan flexibility; it all comes together in this 2025 Volkswagen ID. Buzz. It’s easily one of the coolest rides of the year and one that will likely keep Volkswagen dealers buzzing for years to come, and that’s something no other people and things mover can say.
Specifications
As Tested
- Motor Setup: Dual-Motor AWD
- Battery Size: 91-kWh
- Horsepower: 335
- Torque: 512 lb-ft
- EPA Range: 231 miles
- 0-60 mph: 5.3 seconds
- 1/4 Mile: 14.0 seconds at 97 mph
- Braking, 60-0: 108 feet
- MW Test Loop: ~ 273 miles