At a private session on Laguna Seca, Bentley’s newest Continental Supersports proved to be the brand’s lightest road car in 85 years. Bentley estimates the curb weight at roughly 1,995 kg (4,398 lb), placing it just under two metric tons and about 1,000 lb lighter than the current Continental GT Speed.
Weight reduction and powertrain
The weight savings stem mainly from a shift to rear‑wheel drive and the removal of the plug‑in hybrid system found on other Continental GT models. The car retains the 4.0‑liter twin‑turbo V‑8, which still produces 657 hp and 590 lb‑ft of torque, but all of that power now goes to the rear axle. Bentley says the power output makes the Supersports the least powerful current‑generation Continental, yet it still accelerates to 60 mph in under four seconds, depending on traction.
Carbon‑fiber body panels, a deep chin splitter, a prominent rear wing, and rocker panels give the Supersports a more aggressive silhouette reminiscent of a Mustang Dark Horse. These aero pieces not only cut weight but also increase downforce by up to 660 lb compared with the GT Speed, helping to balance the car after the front‑axle and battery pack have been eliminated.
Handling, braking and chassis
On the track, the Supersports showed a tighter connection between wheel and chassis, with the wheel hubs transmitting curb feedback without harsh vibration. Braking performance is highlighted by 17.3‑inch carbon‑ceramic discs at the front—the largest ever fitted to a road car—paired with 10‑piston calipers. The rear uses 16.1‑inch discs with four‑piston calipers. The reviewer noted minimal brake fade over repeated hard stops.
The suspension remains air‑based, featuring twin‑valve dampers selectable between Tour and Sport modes. A 48‑volt active anti‑roll system, rear‑steering, and an electronically controlled rear differential round out the handling package. However, Bentley’s traction‑control system was described as intrusive, cutting throttle to curb oversteer rather than allowing the driver to modulate power.
Driver‑assist software also limits downshifts in the dual‑clutch gearbox; the system only permits a shift when engine speed falls to roughly 3,500 rpm, preventing more aggressive rev‑matching. The interior is trimmed down for weight: front seats sit lower, lack massage functions, and feature deeper bolsters. A two‑tone cabin retains carbon‑fiber‑weave dash inserts and metal air vents, but the rotating center display has been removed.
Pricing and limited availability
The Supersports carries a base price of $486,000, exclusive of destination, delivery and taxes. Optional paint finishes, a split‑color cockpit and additional Mulliner customizations can push the final price well into the six‑figure range. Bentley has limited production to 500 units, a figure that is already allocated to buyers.
Overall, the Supersports demonstrates how Bentley can strip back weight and technology while preserving the brand’s hallmark luxury. The car’s sound is described as a deep, baritone V‑8 note that diminishes quickly with distance, and its handling on Laguna Seca’s iconic turns—particularly the Corkscrew—earned high marks for front‑end grip and controlled rear‑wheel slide. While the traction‑control and shift programming may frustrate purists, the Supersports offers a rare blend of extreme mass, power and exclusivity in the luxury performance segment.
Norman Pearlstine is the Executive Editor and Co-Founder at News Raise. With over two decades of experience across financial journalism, corporate governance, and market analysis, Norman leads the editorial direction and ensures strict adherence to journalistic accuracy and ethics.
