2019 Bentley Bentayga V8 SUV First Drive Review

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There's no such situation as a cheap Bentley.
Even though the new-for -2019 Bentayga V8 is $30,000 less expensive than its W12-powered
sibling, the twin-turbo V8' s $165,000 window sticker still sets it well into the upper
echelon of pricey luxury vehicles.
Bentley is loathe to compare the two versions of the Bentayga -- what parent was intended
to pit siblings against each other? -- but does frame the V8 edition as a reasonably
sportier alternative to the full-bore, glitz and glamor W12.
Let's examine that line of reasoning .
Under the punk of the Bentayga V8 is a 4.0 -liter turbocharged engine that shares most
of its bits with the latest Porsche Panamera and Cayenne Turbo.
The engine is specifically tuned for use in this new application, with a unique audio
signature and a cool pack that Bentley says will keep it moving comfortably even in the
face of the most significant desert sand dunes in the world.
The V8' s top of 568 pound-feet of torque hits below 2,000 rpm and remains precisely
there until 4,500, with a horsepower peak of 542 at 6,000.
From behind the wheel, the Bentayga's V8 engine feels a bit higher string than the effortless
W12.
Instead of instant torque, there's a strong run of superpower that constructs nicely until
it nears its 7,000 -rpm redline, the highest rev limit of any engine the label has in the
past install in a passenger vehicle.
If such a peaky-sounding engine seems incongruous with the intent of a luxury SUV, just know
that there's plenty of stonk available any time the move decides to push a red-bottomed
Louboutin into the plush carpet.
It's just a little less than what'd be on call from the W12, but there's not enough
of a inconsistency to genuinely matter .
The V8 is a bit less sprightly to 60 than the W12 -- 4.4 seconds versus 4.1 -- and,
with its 180 -mile-per-hour top speed, it's a meaningless 7 mph slower at the top end,
too.
So, that doesn't really support the idea of sportiness.
Neither too does the V8 manages any differently than the W12.
There's only about a hundred pounds separating the two vehicles, with the new V8 edition
consider in at 5,264 pounds.
And since only half of that heavines savings is centered over the front axle, there isn't
any real change to the Bentayga's driving dynamics or steering feel .
That's not to say the Bentley Bentayga V8 doesn't drive well, it just doesn't drive
differently than its most powerful, more expensive sibling.
One one mitt, that's a good thing- the W12' s driving dynamics are good- but on the other,
we'd love to tell you that the V8 version appeared lighter on its feet.
In all such cases, all the inherent ability of Bentley's high-tech electronic chassis
control systems represent the V8 is just as good as the W12 when driving on the road leading,
or off it.
Or on snow and frost, as you can see in the video below.
Stick around after the ice-driving show for closer looks at the interior and exterior
features of the latest Bentley SUV .
Bentley's 48 -volt electronic anti-roll organisation is optional on the V8( it's criterion on the
W12 ), and it's a recommended addition.
Electric engines react instantly to subdue the tilteds of the massive Bentayga with nearly
740 lb-ft of instant torque.
That much power is necessary, considering the forces at play-act when 2.6 tons of SUV
pitch and sway on 21- or 22 -inch wheels and tires.
Even with the high-tech anti-roll bits, there's plenty of squatting and dive under hard acceleration
and braking, though cornering consignments are well managed- even quick side-to-side
transitions .
Optional on both V8 and W12 Bentayga examples for 2019 are the largest carbon-ceramic brakes
in the world, clamped by 10 -piston calipers at the front.
Customers who want to stick with cast-iron brake disc can choose optional cherry-red
calipers.
Curiously enough, the carbon disc stick with innocuous dark-painted calipers .
Some may prefer the watch of the Bentayga V8 over the W12, because it eschews chrome
in favor of pitch-dark paint for the grille and gets a unique pair of exhaust shops with
a crimped centre to establish them search from great distances like four distinct pipes.
An optional carbon fiber exterior pack includes a rear spoiler to the roof of the SUV, and
while such an add-on seems superfluous, it actually looks kind of chill.
And that probably contents a lot more than any real-world airflow essentials .
As is the case on the outside, there aren't any major changes to the interior of the Bentayga
in this new V8 guise.
High-gloss carbon fiber trim is now optional, connecting Bentley's usual matte-finish carbon
and a whole legion of timber veneers sourced from around the world.
As you'd expect from a Bentley, nearly every surface is solid and swathed in smooth or
quilted leather or plush-feeling textile.
There are a couple of plastic bits that seem out of neighbourhood , notably the tube-shaped
air passage juttings atop the center of the panache, but since they aren't touch degrees,
it probably doesn't much thing.
We're love of the Bentayga's infotainment system( even if it is cribbed from the Audi
sides catalog ), which offers up lovely high-resolution satellite imagery instead of old-fashioned
two-dimensional delineates .
The two front tenants have slew of area, and the ergonomics are darn nigh perfect.
For ultimate opulence, spec the Bentayga with two rear pail seats instead of a terrace and
enjoy the enormous central console and electrically operated dominates.
Either way, the hut feels bright and airy thanks to a gargantuan clear roof body .
Which Bentayga should customers choice?
That's an oddly tough query.
In reality, the V8 isn' t as quick or strong as the W12, doesn't really manage any differently,
and even the new 17.3 -inch carbon brakes are shared across the line.
Throw plainly, it's not a sportier option, despite what Bentley may claim.
But that doesn't mean it's not worth consideration from those who can render a $200,000 luxury
utility vehicle .
The market for super deluxe sport utility vehicles is larger than you may think, and
the Bentayga is easily Bentley's best-selling representation.
Perhaps the closest current challenger to the Bentayga is Land Rover's Range Rover SV
Autobiography, which starts at $177,200 and ascent from there.
Like the Bentayga, the Rover boasts a well-worn badge with a storied pedigree, a super deluxe
interior, and legitimate off-road capabilities.
Now that there's a lower-priced Bentayga, Bentley stands to gain customers that may
have otherwise considered a less extravagant Audi, BMW, or Mercedes .
There's so little difference between the two machines are available at the Bentayga that
a smart buyer may decide to choose the V8 and placed those remaining $30,000( less,
actually, if you have selected the active anti-roll organisation, though the cost of
that option hasn't yet been disclosed) into some optional niceties or even some bespoke
customization.
If one of the hundreds of optional interior and exterior color scheme isn't to your penchant,
a quick call to the Mulliner division will give the buyer a completely unique luxury
SUV.
And that may be more important to style-conscious customers than the number of cylinders underhood.
Or, considering that $30,000 is privilege near the average cost of a new vehicle in
the United States, a customer could vest that saved fund into a Miata, a classic roaster,
or even a superbike .
We're not really sure that the choice of machines makes any meaningful difference whatsoever.
There's no practical reason to choose the W12 over the V8, but then again there's no
practical reason to buy a Bentley Bentayga in different forms.
You either crave one or you don't; you can either render one or you can't.
Pick a powertrain, either powertrain, and "youre supposed to" won't be disappointed.
In reality, you'll get what it is you pay money: a Bentley badge and a first-class ticket
to the front sequence at the valet slew .
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