This shift toward the electrification of combustion-powered classics has the potential to drain some of the character that makes these cars beloved by their fans. But this is definitely not the case for the tested $301,100 2025 Bentley Continental GT Speed coupe and the $332,299 GTC Speed convertible.

The hardtop and folding soft top variants are both propelled by the same 591-horsepower 4.0-liter twin-turbocharged V8 backed by a 188-hp hybrid-electric motor to produce a combined 771 hp and 738 lb.-ft. of torque. This drives through the same dual-clutch 8-speed transmission as before, sending power to all four wheels.

The magenta 2025 Bentley Continental GT Speed on the right sits with representatives of the three preceding generations. DAN CARNEY

Because it is supported by the hybrid-electric motor, any potential turbo lag from the V8 is not a concern, so Bentley selected single-scroll turbochargers for this application to reduce complexity. They tolerate hotter exhaust temperatures than dual-scroll turbos, so the Continental’s V8 can run hotter to produce cleaner exhaust. The engine eschews cylinder deactivation hardware too, because rather than reducing the engine’s output in low-power situations, the electric motor lets the V8 switch off entirely.

The previous-generation version used the 650-hp 6.0-liter twin-turbocharged W12 engine, which provided less power and torque. Replacing that big engine with a smaller one at the front of the car and installing the plug-in hybrid system’s 25.9-kilowatt-hour battery at the rear brings the Continental’s front/rear balance to 49/51.

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The Tourmaline Green Continental GT Speed's muscular lines are backed by sophisticated suspension technology that let the car's chassis deliver on the promise of its styling. DAN CARNEY

This, along with the magical torque vectoring system makes the Continental GTC Speed remarkably agile in the relentless Alpine switchbacks of my drive outside Andermatt, Switzerland. The hybrid drivetrain’s electric torque vaults the Continental out of corners and up the steep incline with ease that belies the car’s 5,421-lb. curb weight. The 11-kW Level 2 charging system can refill the battery in less than three hours.

Advanced Underpinnings

The Continental benefits from a 48-volt active anti-roll control system called Bentley Dynamic Ride, two-chamber air springs, and dual-valve dampers, which all contribute to its agility and ride.

The Continental's 22-inch Pirelli tires deliver the grip demanded by spirited mountain road driving. DAN CARNEY

The enormous 22-inch Pirelli tires provide ample grip while cornering and the optional carbon-ceramic brakes (420 mm front rotor, 410 mm rear) effectively shed speed on the entry to slow corners. The brake pedal is progressive, without being grabby, as befits a grand touring car like the Continental.

Impressively, the 22-inch wheels do not inflict the usual penalty on ride comfort that comes from having so little tire sidewall to absorb impacts thanks to the advanced suspension components.

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The high-performance carbon-ceramic brakes are more user-friendly than is usually the case. Alas, they do squeal with some regularity and did so on both the GT and GTC that I drove.

Electrifying Performance

Driving in full electric mode, there is still 188 horsepower on tap for a distance of as much as 50 miles and at speeds as high as 87 mph, making the hushed EV mode very useable in regular driving. Press past the 75 percent mark on the accelerator pedal, and the V8 rumbles to life to contribute its muscle.

The winged Bentley badge evolves over time, but remains recognizable. DAN CARNEY

Hold the pedal down and you’ll reach 60 mph in 3.1 seconds. Keep it there, and Bentley says you’ll eventually reach 208 mph if the road is long and straight enough. My co-driver voiced disapproval of the 84 mph she said the speedometer briefly indicated in a sprint between corners. I was busy, so I didn’t see it.

The is as much technology in the cabin as under the Continental’s hood. The infotainment system now supports wireless Apple CarPlay and Android Auto for smartphone pairing. Using an iPhone, we found the pairing process and the use of CarPlay to be slow and finicky. Ideally, an owner will only have to do this once, with the aid of the dealer at delivery.

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Once paired, connected-car services include information on the car’s charging status when it is plugged in, the ability to summon a parked car using Remote Park Assist, and the ability to pre-condition the cabin temperature. Bentley also plans to add the green traffic light prediction technology that we’ve tested from their Volkswagen Group corporate cousin, Audi.

You don't need the Continental's air purification technology when driving with the top down in the Alps. DAN CARNEY

There’s an advanced cabin air particulate filter and air ionizer to ensure clean air when living through a bout of wildfire smoke. Driving with the GTC’s top down through crisp Alpine air provided no opportunity to put these features to the test.

Amazing Driving Experience

But driving through twists and turns in both the convertible and the coupe did provide the opportunity to put the Continental GTC’s structural rigidity to the test. Usually, in such back-to-back drives, the loss of stiffness that comes from removing the roof becomes apparent, through an increase in vibration and shudders through the chassis. But there was no evident difference between the cars, when driven over the same roads at the same speeds, so the convertible retains high enough rigidity even without its roof that the difference isn’t perceptible.

What is perceptible is that the Continental is equally gorgeous in both GT coupe and GTC convertible configuration and the new Speed version’s hybrid-electric drivetrain only adds to the car’s appeal, with no loss of character compared to the previous W12 version.