2026 Bentley Continental Supersports

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Bentley Supersports

The new Bentley Supersports is a clear declaration of intent from Bentley Motors: to build the most engaging, driver-focused grand tourer in the brand’s history. According to the official announcement, this model brings together some of the most extreme engineering choices Bentley has ever made — from drivetrain and chassis to aerodynamics and weight reduction.

We highlights what makes it special, covering powertrain, chassis and dynamics, aerodynamics & weight saving, interior architecture, and the significance of this car in Bentley’s lineage.

1. Powertrain – V8, Non-Hybrid, Rear-Wheel Drive

Engine & Transmission

The Supersports uses a 4.0-litre twin-turbo V8 engine (pure internal combustion, no hybrid assist) that produces 666 PS (≈657 bhp) and 800 Nm of torque.

That’s a power density of ~166.5 PS per litre — the highest in any Bentley so far.

The engine features a strengthened crankcase, uprated cylinder heads, larger turbochargers and other refinements to deliver this output.

Power is sent via an eight-speed dual-clutch transmission (from ZF) that’s been recalibrated for the Supersports with stronger clutches and a more aggressive shifting strategy.

Sprint to 62 mph / 100 km/h is 3.7 seconds; top speed is approximately 310 km/h (192 mph).

Drivetrain Architecture

This is the first production Continental-GT-derived Bentley to use rear-wheel drive only (aside from racing GT3 derivatives).

An electronically controlled limited-slip differential (eLSD) on the rear axle handles torque distribution; it is paired with brake-based torque vectoring.

Rear-wheel steering is retained for nimbleness and stability. The steering, suspension, traction and ESC systems are all newly calibrated for this configuration.

Engineering Implications

What does this all mean in performance/driver terms?

Rear-wheel drive (RWD) shifts the dynamic feel: more driver-control of cornering behaviour (oversteer possible), more “analogue” feel than typical all-wheel drive (AWD) GTs.

High torque (800 Nm) gives strong mid-range punch; combining with dual-clutch ensures rapid shifts and engagement.

The high specific output (power per litre) means the V8 is operating at an advanced level for the brand — more sporting, less “silent luxury”.

The transmission and eLSD calibrations suggest the car is set up to reward skilled driving: the driver has more control of rear axle behaviour, especially under dynamic modes (including full ESC off).

2. Chassis, Dynamics & Handling

Suspension & Structure

Front: aluminium double-wishbone suspension.

Rear: multi-link axle, air springs, and new twin-chamber dampers whose bump and rebound functions are controlled separately via ECU.

The car retains Bentley’s “Dynamic Ride” 48 V active anti-roll system, capable of delivering up to 1,300 Nm of anti-roll reaction torque in just 0.3 seconds.

Benley SuperSport: Rear 3quarter

Braking & Wheels/Tyres

Brakes: Largest production automotive system in the world (for its class) — 440 mm carbon-silicon-carbide (CSiC) discs at the front with 10-piston calipers, and 410 mm discs at the rear with four-piston calipers.

Wheels: 22″ forged and machined aluminium (developed with Manthey Racing) available in Black Painted or Black Painted + Machined finishes. Tyre options: standard Pirelli P-Zero; optional Pirelli Trofeo RS (a hardcore performance tyre).

Performance Metrics & Behaviour

The Supersports corners around 30% quicker than the standard Continental GT Speed (when fitted with Trofeo RS tyres). It achieves peak lateral acceleration of up to 1.3 g.

Track width has been increased by 16 mm over the Continental GT to further aid stability.

The “Drive Dynamics Controller” offers three distinct modes: Touring (relatively softer), Bentley (sport-upright but comfort retains), Sport (maximum chassis and drivetrain response). ESC settings include fully on, Dynamic (allows controlled slip/oversteer) and Fully off (driver full control).

Engineering Implications

The combination of RWD, potentiated tyres, active anti-roll, serious braking and stiff chassis indicates the Supersports is engineered for grand‐touring with high dynamic capability, rather than just top-speed bragging.

The suspension and control systems are capable of delivering both comfort (Touring mode) and engagement (Sport mode) — useful for a GT that may see both road and track use.

The ability to switch off ESC entirely gives enthusiastic drivers liberty, but also requires driver skill. That marks this car as less “automatic” and more for the driver who wants involvement.

3. Aerodynamics & Weight Saving

Weight Reduction

Bentley claims the Supersports will weigh below 2,000 kg (gross) — “nearly half a tonne lighter” than the standard Continental GT.

Major reductions: removal of rear seats/cabin, deletion of certain driver assistance systems, replacing standard roof with a carbon-fibre panel (thereby lowering centre of gravity).

Carbon-fibre elements: roof, engine cover, wing mirrors and a variety of exterior trim in carbon.

Aerodynamics

The exterior is heavily reworked to prioritise downforce and performance:

A new lower front bumper with largest front splitter ever fitted to a Bentley. Cooling channels feed front brakes and engine.

Carbon-fibre dive planes at the corners of the front bumper to reduce lift.

New side sills, fender “blades” behind front wheels to manage airflow.

Rear diffuser integrated into new rear bumper, plus vents in rear wheel arches, and a fixed rear wing on the boot lid.

Total downforce: more than 300 kg more than a Continental GT Speed, while maintaining lift balance (starting at 54:46 front:rear static) which shifts rearward with speed.

Engineering Implications

Weight savings combined with increased downforce and proper dynamic balance equate to sharper responses, better turn-in, more high-speed stability, and reduced inertia.

The shift to RWD, lighter weight and aerodynamic enhancements altogether produce a car that feels more purposeful and driver-centric.

The carbon-fibre roof not only saves weight but also lowers centre of gravity, enhancing handling and body control.

4. Interior & Driver-Centric Packaging

The Supersports is strictly a two-seat car: rear cabin is deleted and replaced by a carbon-fibre shell “tub” behind the occupants.

New lightweight sports seats: lower positioning, high lateral bolstering, carbon elements across shoulder area. 11-way electric adjustment and seat heating retained.

Materials: leather, Dinamica (microfibre), carbon-fibre veneers, aluminium finishes (Dark Tint), Piano Black options. Individual numbering badge on centre console identifies each of the 500 examples.

Customisation: Interiors offered in monotone, duotone and tri-tone palettes; 22 main hide colours, 11 secondary hide options, nine accent hide colours. Exterior base colour range of 24 core colours, plus special paint finishes and Mulliner design themes.

Engineering & Driver Focus

By removing the rear cabin and focusing on front-seat occupant experience, Bentley signals that the Supersports is less about chauffeured travel and more about personal driver enjoyment.

Lower seating position gives improved driver engagement and more direct connection to vehicle dynamics.

The blend of luxurious materials and high-performance elements (Dinamica, carbon-fibre) illustrates how Bentley is fusing performance and luxury in this variant.

5. Heritage & Strategic Significance

The name “Super Sports” dates back 100 years: the first “Super Sports” Bentley launched in 1925 was based on the 3 Litre chassis and was the first Bentley capable of exceeding 100 mph. Only 18 examples built.

The previous Supersports models (2009, 2017) were also pinnacle performance variants for Bentley’s Continental-GT family.

This new Supersports is positioned differently: rather than simply chasing top speed, Bentley emphasises “maximum driver engagement” via weight reduction, RWD, and dynamic agility.

In terms of strategy, Bentley states that this car “signifies a return to Bentley making more extreme cars – ones that combine extraordinary breadth of ability with true driver engagement.”

6. Production, Limitations & Market

The Supersports will be strictly limited to 500 individually numbered examples.

Price estimated at USD$285,000 in USA.

Order books open in March 2026; production begins in Q4 2026; first deliveries expected early 2027.

Markets: UK, Europe (EU27 + Switzerland + Turkey), USA, Canada, Australia, New Zealand, Malaysia, Oman, Bahrain, UAE, Qatar, Kuwait.

Considerations for Enthusiasts & Buyers

With just 500 units globally, exclusivity is significant; for collectors and driver-enthusiasts alike this marks a serious proposition.

The combination of RWD, two-seats, high performance and bespoke character make this an outlier within the Bentley line-up which is historically more luxury-GT oriented.

Given Bentley’s announced “Beyond100+” strategy (transitioning to EVs by 2035) the Supersports might represent one of the last pure ICE high-performance Bentleys.

7. Technical Summary Table

System Specification & Key Feature
Engine 4.0 L twin-turbo V8, 666 PS / 800 Nm
Transmission 8-speed dual-clutch, rear-wheel drive (eLSD + torque vectoring)
Acceleration / Top Speed 0-100 km/h in 3.7 s, ~310 km/h top speed
Weight < 2,000 kg (gross)
Tyres & Wheels 22″ forged aluminium, Pirelli P-Zero or Trofeo RS
Brakes 440 mm front CSiC discs (10-piston), 410 mm rear (4-piston)
Suspension & Anti-Roll Double-wishbone front; multi-link rear; air springs; twin-chamber dampers; 48 V electric anti-roll (up to 1,300 Nm)
Aerodynamics +300 kg downforce vs Continental GT Speed; carbon-fibre roof & aero elements
Interior 2-seat configuration, sports seats, carbon tub, bespoke materials
Production Limit 500 units, individually numbered

8. Conclusions & Takeaways

The Bentley Supersports stands out because it flips some of the script. Rather than simply scaling up power or top speed (although it still has serious numbers), Bentley has chosen to emphasise pure driving engagement: rear-wheel drive, lighter weight, sharper chassis, fewer compromises. For a brand known for comfort- and luxury-oriented grand tourers, that is a significant shift.

From an engineering perspective:

The move to RWD is bold for a brand whose AWD systems have been traditional for handling high power/luxury weight.

The coupling of weight saving + aerodynamic downforce + high lateral-g capability points to track-capable GT performance, not just road comfort.

The bespoke interior and limited production highlight the “halo” nature of the car — intended to showcase what Bentley can do at the performance end, as well as style/customisation.

For enthusiasts, the Supersports will likely check the boxes of “nerdy” performance: high lateral grip, driver-tunable systems (including ESC off), RWD dynamics, mechanical feel, compelling engine/exhaust note (thanks to titanium system with Akrapovič collaboration).

From a market/brand angle: This model reinforces Bentley’s ability to produce extreme performance, while still delivering the hallmark materials, craftsmanship and refinement expected of the marque. It also may serve as a reference point for future electric or hybrid offerings, showing what the “driver-focused” side of Bentley could be.

Final Thoughts

In summary, the Bentley Supersports is a serious technical statement: a GT that doesn’t compromise on driver engagement or luxurious execution.

Bentley has re-prioritised driver-connection in this model. The engineering choices—from the RWD layout to the active chassis and aerodynamic load-out—underscore that.

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