2017 Bentley Bentayga

What It Is: Currently the fastest (187 mph) and most expensive SUV, the Bentayga is Bentley’s opening salvo into the ever-expanding SUV ranks, and it stands alone as the only nameplate—not simply a more powerful and gussied up variant—to start north of $200,000. However, other ultra-luxury makers, such as Lamborghini, Rolls-Royce, Mercedes-Maybach, Aston Martin, and likely even Ferrari, are rushing to join this party as swiftly as possible. A twin-turbo 6.0-liter W-12 making 600 horsepower and 664 lb-ft endows the roughly Audi Q7–sized Bentayga—no surprise given that it’s based on the Audi’s bones—with mega thrust. When called upon, the Bentayga points its nose skyward (not unlike many of its owners) and then charges forward like it’s trying to escape the atmosphere. The pricing of this four- or five-seat über ute (a third-row option is being added for 2018) accelerates about as quickly, with nearly endless options small and large, even including unusual and comprehensive falconry and fly-fishing packages as well as a $170,000 Tourbillon by Breitling timepiece.

Why We Tested It and How It Performed: Both of our previous Bentayga tests took place in California running 91-octane fuel and, as impressive as the results were—warping this nearly 6000-pound SUV to 60 mph in 3.5 seconds—we wondered if the W-12 might run even stronger on the 93 octane readily available in our home state of Michigan. Short answer: Nope. This latest Bentayga hit 60 mph in 3.6 and the quarter-mile in 12 seconds flat. The 60-mph time is a tenth shy of the other two, but the rest, including the 4.1-second 5-to-60-mph blast and the 2.4- and 2.8-second 30-to-50-mph and 50-to-70 passing times—still extremely quick—are between those of our previous two tests. Given that our latest ultra-luxe utilitarian sled weighed 109 pounds more than the quickest example—option content can make a significant difference here—that’s to be expected. However, this Bentayga turned in its best braking and skidpad performances, which still weren’t all that impressive, as we have yet to test one on the available summer tires.

What We Like: A dozen reciprocating cylinders under the hood is a magnificent start; from the velvety smooth manner in which they alight, to the tastefully light snarl to the exhaust, and, of course, to never wanting for power. On the other end of the Bentayga’s performance spectrum, this latest version of the W-12 even proved unexpectedly efficient, posting 23 mpg on our 75-mph highway test, substantially overachieving its EPA highway rating and matching the all-wheel-drive GMC Acadia Denali, despite the GMC having half the cylinders and nearly half the power. The Bentayga’s interior looks the $200K-plus part with spectacular leather that extends all the way down the doors—where the cheapening out usually happens and leather turns to plastic—and the entire headliner. (Of the 15 available standard colors of leather, our car wore a stunning two-tone brown/beige.) Other details worthy of the admiration of the numerous onlookers vying for a glimpse include an exquisite jewelry holder that plugs into the front cupholders, the elegant analog gauges—no digital cluster here to pander to the new-money crowd, thank you very much—artfully rendered interior door handles, and a metal gas cap so weighty that those unaccustomed may fumble it during the first removal. And at least the borrowed Audi switchgear, such as the cruise-control stalk and steering-wheel knobs, is slathered in enough chrome to set it apart. Although its limits aren’t exceedingly high on the all-season tires our test car wore and the tire squealing starts early, a Bentayga up near the cornering limit is ready to play, where a dab of the brakes brings about a meaningful rear-end rotation. Plus, there’s a selfie app built into the Android tablets of the rear-seat entertainment system, which seems spectacularly on point.

What We Don’t Like: Why must the W-12 act so insecure, always trying to impress us with its mighty thrust? Initial throttle response is laggy when attempting to drive gently, and then the power comes barreling on far too strongly. There’s a sag during the 1-2 upshift, and then it delivers another unruly surge. Although complaining about price may seem a little too obvious, suffice it to say that the law of diminishing returns kicks in well before the Bentayga’s $235,525 opening price. Even with the extraordinary initial ask, Bentley charges extra for everything from contrast stitching throughout the interior ($1980)—the same on the steering wheel costs $210—to rear-seat entertainment ($7155), an 18-speaker Naim stereo upgrade ($4690), a seat that folds out of the cargo area ($3200), and the four-seat configuration ($11,015), not to mention a $7870 package of electronic safety aids such as lane-keeping assist, adaptive cruise control, night vision, and a head-up display. Even a heated steering wheel costs $455 extra. And at our $285,114 as-equipped price, the Bentayga lacks a power-headrest adjustment, its lane-centering system annoyingly dithers the steering wheel, and the shift lever is plasticky and was creaking in our car. It also doesn’t ride as well or feel as structurally solid as the Q7, despite a high-tech adaptive suspension, and we prefer Audi’s MMI infotainment as well. Also, in terms of practicality, the Bentley struggles to measure up, holding only nine carry-on-size bags behind the second row, one fewer than the much smaller Ford Escape. And the four-seat option means the second row doesn’t fold, either. Those rear seats have a princely high seating height but not a lot of stretch-out room, some of which must be further sacrificed by sliding the seats forward in order to enjoy much of their reclining capability.

Verdict: An exquisitely detailed, nearly three-ton luxury barge that accelerates like a Corvette Z06.

Specifications >

VEHICLE TYPE: front-engine, all-wheel-drive, 4-passenger, 4-door hatchback

PRICE AS TESTED: $285,114 (base price: $235,525)

ENGINE TYPE: twin-turbocharged and intercooled DOHC 48-valve W-12, aluminum block and heads, port and direct fuel injection

Displacement: 363 cu in, 5950 cc
Power: 600 hp @ 6000 rpm
Torque: 664 lb-ft @ 1350 rpm

TRANSMISSION: 8-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 117.9 in
Length: 202.4 in
Width: 78.7 in Height: 68.6 in
Passenger volume: 109 cu ft
Cargo volume: 15 cu ft
Curb weight: 5781 lb

C/D TEST RESULTS:
Zero to 60 mph: 3.6 sec
Zero to 100 mph: 8.9 sec
Zero to 130 mph: 15.4 sec
Zero to 150 mph: 21.9 sec
Rolling start, 5–60 mph: 4.1 sec
Top gear, 30–50 mph: 2.4 sec
Top gear, 50–70 mph: 2.8 sec
Standing ¼-mile: 12.0 sec @ 117 mph
Top speed (drag limited, mfr’s claim): 187 mph
Braking, 70–0 mph: 176 ft
Roadholding, 300-ft-dia skidpad: 0.85 g

FUEL ECONOMY:
EPA combined/city/highway: 15/12/19 mpg
C/D observed: 14 mpg
C/D observed 75-mph highway driving: 23 mpg
C/D observed highway range: 510 mi