Test drive Bentley Continental V8 S versus Mercedes-AMG S 63: two steam hammers
The new Mercedes-AMG S 63 Coupé and the age of honor Bentley Continental GT V8 S has almost limitless power
Both the all-new Mercedes-AMG S 63 Coupé and the noble Bentley Continental GT V8 S have almost limitless power, but are not well recognized by the dynamic driving community. At least that was until recently. A difficult duel in all respects, promising a lot of glory.
We recently spoke with the AMG press office. It was about different things - that the A-Class will get a 381 hp engine, a Mercedes-AMG GT Black Series, and when it will finally be handed over to us. Finally, after a few minor topics, we come to the Mercedes-AMG S 63 Coupé. Colleagues asked why we had not written anything about him yet. “Well, because our magazine is a sports car!” “Ha ha ha, but he’s doing great!” "Jokes aside?" - "Yes indeed!" So the soup was chopped up.
Now I have to scratch. In principle, we do not trust the statements of brand representatives - this is nothing personal, just a matter of professional ethics. In the case of the AMG version of the S-Class with two doors, added to this is the fact that it is - how to put it more diplomatically? - by its very appearance does not give the impression of being particularly mobile: feminine hips, thick seats, a massive dashboard with many bulges that look like small bellies. But the basic data speaks in its favor: a shorter wheelbase than the sedan, a wider track and - if desired - a dual transmission with special sports settings.
Bentley Continental GT V8 S - too old, but forever young
In addition, the rival Bentley Continental GT has never been in danger of being considered too thin - it just managed to deflect attention away from obvious weight issues with great charm - for example, through the use of small details such as emblematic metal valve caps, painted furniture, or directly through Monaco Yellow shock therapy. It suits him! And he also achieves something else - after twelve years of production, he is not going to age. Perhaps this is due to the conscientious care of his body - in 2011 he underwent a complex facelift; another, smaller one, which will deal mainly with armor, will appear in the next model year. Another reason for his longevity is that he continues to master the role he was destined for since his development.
Unless, of course, you agree that at first its capabilities are very limited. Because, as before, the model is based on the VW Phaeton. I don’t know if you have driven such a car, but in terms of road dynamics it’s just awful. It follows that no matter how you try to push the Bentley Continental into more flexible behavior, at some point you will inevitably reach a point beyond which nothing can be done. And now we are at this very point.
The only problem is that Bentley does not want to put up with this and offers more and more new "more dynamic" options one after another. Many Speed models can still pass for them because, at least in the right direction, they were and are really fast. However, everyone else, such as the Supersports or the recent GT3-R, either failed to prove their claims or cautiously avoided direct collisions.
The Bentley Continental V2324 S weighs 8 kilograms.
Also the hero of our test, the Bentley Continental V8 S, which with its slightly bitter taste is perhaps the most harmonious of all, is loaded with promises that can never be kept. Here they write about sportsmanship, agility, sharp reaction and even a new dimension. Absolutely none of this is true – not even the legendary driving comfort. Only when we look at the model against the background of other members of the family - a normal V8 and a more solid, but with a heavier front W12 - can we already understand, albeit partially, what they had in mind.
Note that the changes in the S-model are by no means superficial. The body dropped 10 millimeters and everything became stiffer and stiffer - spring constants in the front (by 45%) and rear (by 33%) suspension, engine mounts - by 70 percent, stabilizers - by 54 percent. . To be honest, this would drastically change the chassis of any conventional car, but in the Bentley Continental V8 S, you can only feel the change at your fingertips - with slightly tighter cornering and more specific feedback on the road. Any other effects that might have arisen in other cases are either not unfolding here at all, or are simply suppressed by the huge mass. 2324 kilograms is a massive bump in lateral dynamics, which is not necessarily a knockout – while the Cayenne and others like it are an impressive testament to what can be achieved at two tons or something.
Bentley Continental GT V8 S shakes hard
No, the real problem with the Bentley is that it can't support its weight. This means that instead of being controlled in some way, for example by anti-shake systems, they oscillate depending on the direction of the applied acceleration - left, right, forward and backward. Constantly with serious consequences and not only during extreme driving.
Even in everyday life, the body constantly moves: with stiffer brakes, the Bentley Continental V8 S stands almost in front, during acceleration it raises the snout, in turns it tilts strongly to the side of the vertical axis. You've probably seen the crowds swinging at sporting events and concerts. This is roughly what you feel in Continental. With a more careful driving style, body movements can be kept within certain limits, but on the track you can do nothing with pounds pushing you back and forth.
In any case, the only source of dynamics is the engine - a four-liter bi-turbo engine with 528 hp, pulling forward a two-stage car with a capacity of 680 Newton meters. It sounds like a transmission on a motor yacht and therefore fits perfectly into the overall style. In the comparative test, the turbochargers rapidly pressurize the system and propel you forward powerfully before the machine, after a decent thrust, repeats the work from the very beginning. This is how the Bentley rep shows his other face, the calm, carefree and unencumbered face of the GT. And everything - internal and external - people who constantly demand more from him should take into account the fact that this is written in the name of this model.
Mercedes S 63 AMG 4Matic Coupé with dynamics spacer
This is not the case for Mercedes - there's more to it than that, but it's not easy to see. This is true in many ways - for example, the term "coupe" by itself says almost nothing, especially at Daimler, where models with this designation are not even necessarily two-door. Also, the "AMG" label doesn't necessarily mean high doses of road dynamics - let's think back to the terrifying early CL, ML or GL models. Added to this is the fact that the Mercedes-AMG S 63 goes to great lengths to ensure that the driver does not experience any driving sensations. Go to the bedroom and wrap yourself in blankets - that's how it feels on board.
Double glazing and dense insulation almost completely separate you from the outside world; the presence of a 5,5-liter V8 with a capacity of 585 hp - even in sport mode with open exhaust flaps - it is perceived only as a muffled roar, as if from cotton, while it feels like the steering wheel and brake pedal are constantly trying to maintain a respectful distance. And even when you overcome all this soft comfortable body with decisive commands and pump all 900 (!) Newton meters from two turbochargers, the speed never really penetrates into the cabin. In other words: despite the full second advantage at 200 km/h, the gain from sprinting with the Bentley is more noticeable.
Differences in road dynamics are also not felt in the leather cocoon of the Mercedes AMG S63 4Matic Coupé, even half as much as they actually are. The Continental may be immeasurably phlegmatic, sluggish and sluggish, but it's perceived more visibly through the steering, engine and chassis. Unlike the Mercedes model - to put it a bit of an exaggeration - you just have to turn the steering wheel, following the ideal line. At the same time, it moves quite sportily - even with some ambitions. A dual transmission that distributes the power flow with a strong emphasis on the rear axle, a front suspension with special kinematics and increased vertical toe, extremely precise settings for the S-Class - all this pays off without inspiring boundless enthusiasm.
S 63 AMG is faster than you think
In the comparison test, the Mercedes-AMG S 63 Coupé performed the dance on the control circuit in just 1.15,5 minutes. However, it is far ahead of not only Bentley, but our expectations for this big Mercedes. However, the machine had to operate well below its capacity. Because the conditions on the day of the Hockenheimring test were very far from optimal: 35 degrees Celsius. Such an oven is not to the taste of either turbochargers or tires, so, as in the case of Bentley, we can mentally set aside a few tenths of its time.
There could be even more if we could release the Mercedes-AMG S 63 Coupé from some of its high status obligations. Fully stocked as it came to us, it weighs 2111kg, more than 200kg lighter than the more compact Continental GT, but despite some minor tweaks like forged wheels and a lithium-ion battery, it's still more than absolutely necessary. Because the weight gain is mostly driven by luxury - seat massages, a Burmester music system, a whole phalanx of support systems, etc. With the S-Class, it's not a matter of additional desires, on the contrary - it is expected to be present at the beginning. But let's imagine for a moment this car is 100, maybe 150 kg lighter, with shell seats instead of on-board orthotics, sports tires and appropriate settings. Pure madness, right? True, but it was the same with the SL 65 Black Series. In any case, we will offer it in our next conversation with AMG.
Conclusion
The Continental is almost exactly what it should be - a typical Bentley with a nice V8, a grand tour of power and style. Only the "S" (Sports) designation surpasses its capabilities. And while it's probably the best car ever to come from a VW Phaeton, the time is slowly approaching for the transition to a new generation, and a real generation, as the people of Mercedes did. Their S 63 Coupé no longer has anything in common with the frivolous baroque of the last CL, the bi-turbo engine pulls like a beast and, thanks to the dual transmission, accelerates with minimal losses. Unfortunately, this isolates the driver too much from the impressive dynamics.
Text: Stefan Helmreich
Photo: Rosen Gargolov
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