The Supersports wears its intent on its carbon sleeves. The front bumper houses the largest splitter Bentley has put on a road car, flanked by stacked dive planes that actually do something. Along the flanks sit deeper sills and B-shaped fender blades that bleed pressure from the arches. At the back, a one-piece wing and a serious diffuser tidy the air with purpose, not pose. The roof is carbon to trim mass and drop the center of gravity. Purists may twitch at the wing on a Bentley, but the aero package reportedly delivers more than 300 kg of extra downforce over a GT Speed. The 22 inch forged wheels were developed with Manthey Racing, a name that needs no introduction to anyone who has ever chased lap time
Bentley has deleted the rear seats and replaced them with a carbon and leather tub, which looks like motorsport wandered into the drawing room. New sports chairs sit lower with chunkier bolsters, yet they still heat and adjust electrically because this is still a Bentley. Leather, Dinamica and high gloss carbon fiber dominate, though you can swap the carbon for brushed or engine turned aluminium. Each car is numbered, and some driver aids and sound insulation have been pared back. The cabin reads focused, not spartan, a neat trick at Crewe’s usual standard of fit and finish.
Bentley has gone old school for the powertrain, which in this context feels almost rebellious. A twin-turbo 4.0 liter V8, strengthened and huffing through a full-length Akrapovic titanium exhaust, sends 666 PS and 800 Nm through an eight-speed dual clutch to the rear wheels only. The numbers are strong without being silly: a claimed 3.7 seconds to 62 mph and around 192 mph flat out. The point is not V-max bravado. It is feel.
This is the first rear-drive Continental GT you can buy, and it comes with an eLSD, a wider rear track, torque vectoring by brake and rear-wheel steering. Carbon ceramic brakes are standard, with 440 mm front discs clamped by 10-piston calipers. On optional Pirelli Trofeo RS rubber, Bentley quotes up to 1.3 g of lateral grip. There are three fresh drive settings that range from long-legged Touring to an amped-up Sport, plus ESC calibrations that let the driver choose just how much the tail may speak. The promise is engagement, not intimidation. And judging by that exhaust, you will hear all of it.
One hundred years after the first Bentley Super Sports cracked 100 mph, the Supersports name returns for only the fourth time, and with a different brief. Earlier Supersports models chased peak power and top speed. This one chases the driver. It also buckles today’s trend toward hybridization with a defiantly pure ICE layout, even as Bentley works toward an all-electric lineup from 2035. The project’s codename, Mildred, nods to Mildred Mary Petre, who once hustled a Bentley 4½ Litre around Montlhéry for 24 hours. That is the kind of lore this car is tapping.
Only 500 Supersports will be built, each individually numbered, with orders opening in March 2026 and production starting late that year. Expect them to land in key markets where customers still enjoy the sound of combustion with their morning espresso.
The Supersports will polarize. The fixed wing will ruffle a few clubroom feathers, and the two-seat layout means it is not the default continent crusher. That is the point. This is a Bentley for owners who keep a set of Trofeo RS in the garage and think of a Sunday as a day for slip angles. It is still beautiful inside, still usable, still unmistakably a Bentley. It just happens to be the one that smiles back when you turn everything to “hot”.
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