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Bentley Bentayga


Jeep Grand Cherokee

Summary

Bentley Bentayga

When Bentley revealed its Bentayga in 2015 the British brand called it “the fastest, most powerful, most luxurious, and most exclusive SUV in the world."

Those are exciting words, but a lot of things have happened since then. Things such as the Rolls Royce Cullinan, the Lamborghini Urus and the Bentayga V8 - which is the vehicle we’re reviewing.

See, that first Bentayga packed a W12 engine, but the SUV we have here was introduced in 2018 with a twin-turbo petrol V8 and a reduced price tag.

So how does this more affordable and less powerful Bentayga stack up to Bentley's lofty ambitions?

Well you’ve come to the right place, because along with speed, power, luxury and exclusivity I can also talk about the Bentayga V8’s other attributes, such as what it’s like to park, drop children off at school in, do the shopping in and even go through a 'drive thru' in.

Yes, the Bentley Bentayga V8 came to live with my family for a week and as with any house guest you quickly find out what’s great about them… and then there are those times you walk in on them not looking their best.

Safety rating
Engine Type4.0L turbo
Fuel TypePremium Unleaded Petrol
Fuel Efficiency11.4L/100km
Seating5 seats

Jeep Grand Cherokee

What a time to be alive people. There have never been more SUVs to take your pick from. But while many are excellent, there sure are a lot out there that are a bit... samey, and conservative, a little domesticated.

And even though they might have several different flavours in their model line-up they don't really differ much from each other. Well, Jeep's Grand Cherokee is a bit different.

First it's made in the United States of America, in Detroit, and that's becoming a rarity these days. Next, the line-up is like a kooky gang of super heroes all with different powers.

There's the monster high-performance V8 one which can out accelerate and out handle many sports cars; the tough off-road one that can lift itself higher than its rivals with its air suspension; there's posh one, the popular one nearly everybody buys and the rear wheel drive one hardly anybody does.

We recently went to the Australian launch of the updated Jeep Grand Cherokee where we drove the SRT hi-po beast and the latest member of the super hero family – the tough Trailhawk off-roader.

Safety rating
Engine Type3.0L turbo
Fuel TypeDiesel
Fuel Efficiency7.5L/100km
Seating5 seats

Verdict

Bentley Bentayga7.3/10

The Bentayga is Bentley’s first attempt at an SUV and the Bentayga V8 is a more recent addition to the line-up that provides an alternative to the W12, hybrid and diesel models.

There’s no doubt the Bentayga V8 delivers an exceptionally good driving experience from its power and athleticism to the serene cabin and comfortable ride.

Where the Bentley Bentayga V8 appears to be lacking is in cabin technology which compared to other luxury SUVs is becoming outdated, and in standard advanced safety equipment. We’d expect this to be addressed in future revisions of the SUV.

Does the Bentayga fit the ultra-luxury SUV bill? Tell us what you think in the comments section below.


Jeep Grand Cherokee7.9/10

Not many SUV brands out there have ranges offering a variety of vehicles as wide as the Grand Cherokee line-up. These are comfortable, good looking, and in nearly all cases, capable off-roaders – particularly the Trailhawk.

The sweet spot of the range is the Limited. It's excellent value, and there's no wonder it's so popular. The SRT is also hard to go past if you're after more of a sledgehammer – at almost $10,000 under 100K it's bang-for-your-buck that can't be beaten.

Is the Jeep Grand Cherokee the best large SUV under $100k? Let us know what you think in the comments below.

Design

Bentley Bentayga7/10

The Bentayga is unmistakably a Bentley, but I have my doubts whether this first attempt by the British brand to build an SUV has been a design success.

To me, the rear three-quarter view is its best angle with those trademark rear haunches, but front-on reveals an overbite I can’t ‘unsee’.

The same face works perfectly on a Continental GT coupe, and the Flying Spur and the Mulsanne saloons, but on the taller Bentayga the grille and headlights seem too high.

But then again perhaps I’m the one with bad taste, I mean I think Lamborghini's Urus SUV, which uses the same MLB Evo platform, is a work of art in its design, staying faithful to the sports cars in the family, while acquiring a brave look of its own.

That MLB Evo platform also underpins the Volkswagen Touareg, the Audi Q7 and the Porsche Cayenne.

I also found the interior of the Bentayga V8 disappointing. Not in terms of overall craftsmanship but rather its outdated technology and plain styling.

The 8.0-inch screen is almost identical to the one used in the Volkswagen Golf in 2016. But the Golf received its Mk 7.5 update in 2017 and with it a stunning touchscreen which hasn't made it into the Bentayga yet.

The steering wheel, too, has identical switchgear to the $42K Audi A3 I reviewed two weeks ago and you can add the indicator and wiper stalks into that mix as well.

While the fit and finish of the upholstery was outstanding, there was a lack of interior refinement in some places. For example, the cupholders, had rough and sharp plastic edges, the gear shifter was also plastic and felt flimsy, while the fold-down armrest in the back seats also lacked refinement in the way it was constructed and lowered without damping.

At just over 5.1m long, 2.2m wide (including the wing mirrors) and a little over 1.7m tall the Bentayga is big but it’s the same length and width as the Urus, and a bit taller. The Bentayga’s wheelbase is only 7.0mm shorter than the Urus’s at 2995mm.

The Bentayga isn’t the longest of the Bentleys, that’s for sure. The Mulsanne is 5.6m end-to- end and the Flying Spur is 5.3m in length. So, the Bentayga V8 is almost ‘fun-size’ in Bentley terms, even though it’s large.

The Bentayga is made in the United Kingdom at Bentley’s home (since 1946) in Crewe.


Jeep Grand Cherokee8/10

New one look like the old one? Yup, the styling changes are almost unnoticeable, but the trademark seven-slot grille is slimmer, the front bumper has a new design and the fog lights use LEDs.

The Grand Cherokee's look is distinctive with its big toothy grille, high waistline and pumped up guards. It's an American muscle SUV – especially the SRT with its nostrilled bonnet, enormous air intakes, blacked-out face and red Brembo brake calipers.

The new Trailhawk rivals the SRT for attention-seeking-but-still-functional bling with its red tow hooks and badging. Look closely and you'll see small profiles of a WW2 Willys MB Jeep on the wheels, which is a cool touch.

The Grand Cherokee's cabin is comfortable but more functional than stylish, higher grades feel plush with their leather seats and wood trim finishes.

The Grand Cherokee's dimensions reveal all variants apart from the SRT to be 4828mm long and 1943mm wide. The SRT is longer at 4846mm and wider at 1954mm across the hips.

The heights vary depending on the variant with the Laredo and Limited standing 1802mm tall, while the Trailhawk and Overland are 1792mm. The SRT is hunkered down lower at 1749mm.

The Trailhawk and Overland have an approach angle of 36 degrees, a departure angle of 27 degrees and a breakover angle of 22 degrees. Those trump the angles for the Laredo and Limited which are 26 degrees for approach, 24 for departure and 19 for the breakover.

The SRT will still be competent off-road but its approach angle of 18 degrees, a departure angle of 22, and a breakover angle of 18 means it's more suited to less challenging dirt and gravel roads.

Practicality

Bentley Bentayga7/10

The Bentayga V8 may be an SUV, but that doesn’t immediately make it a god of practicality. While roomy up front for the driver and co-pilot, the rear seating is not exactly limo-like, although at 191cm tall I can sit with about 100mm of space. Headroom is slightly limited by the edges of the panoramic sunroof for rear riders, too.

Storage in the cabin is adequate with two cupholders and small door pockets in the back, and another two cupholders and larger door pockets in the front. There’s also a shallow centre console storage bin and two wells for loose items in front of it.

The Bentayga V8’s boot with the rear seats in place has a cargo capacity of 484 litres – that’s measured to the cargo cover, but to the roof its 589 litres.

That boot space is still smaller than the Lamborghini Urus’s 616 litres and there’s much less boot space than the Audi Q7 and Cayenne which both have 770 litres measured to the roof, too.

Making life easier is the load-height lowering system which is operated with a button located in the boot.

The tailgate is powered, but the kick-open function (standard on say an Audi Q5) is an option you’ll have to pay for on the Bentayga.

As for power outlets and charging, the Bentayga’s falling out-of-date here, too. There is no wireless charger for phones, but there are two USB ports up front and three 12-volt outlets (one in the front and two in the rear row) on-board.


Jeep Grand Cherokee8/10

All Grand Cherokees are five seaters. Legroom in the back is just enough… for me. I'm 191cm tall and the only reason I can sit behind my driving position is because of the concave design of the front seatbacks – and that gives me a gap of about 20mm. Headroom is great back there.

Up front there's stacks of head and shoulder room, although the driver's footwell feels a little cramped with the transmission tunnel above the bellhousing seeming to eat into the space.

There's a decent boot with a capacity of 782 litres and under the floor is a full-sized spare with storage space around it - you'll also find a rechargeable torch in the cargo area which 'clicks' into the boot wall.

Storage throughout the rest of the cabin is good with two cupholders in the fold down centre armrest in the back and another two up front. There's a deep centre console bin and bottle holders in all doors.

Price and features

Bentley Bentayga6/10

That’s the question those who can’t afford a Bentley Bentayga V8 want to know the answer to, and the one that those who can don’t ask.

I’m in the first group, so I can tell you the Bentley Bentayga V8 has a list price of $334,700. Our car had $87,412 in options which we’ll take a look at, but all up including the on-road costs, our test car had a price of $454,918.

Standard features inside include leather upholstery in a choice of five colours, 'Dark Fiddleback Eucalyptus' veneer trim, a three-spoke leather clad steering wheel, ‘B’ foot pedals, Bentley embossed treadplates, an 8.0-inch touchscreen with Apple CarPlay and Android Auto, sat nav, a 10-speaker stereo, CD player, digital radio, four-zone climate control and shifting paddles.

Exterior standard features include 21-inch wheels, black painted brake calipers, air suspension with four height settings, a choice of seven paint colours, gloss black radiator grille, black lower bumper grille, LED headlights and LED tail-lights, twin quad-exhaust and a panoramic sun roof.

Our car was fitted with options galore which is common in vehicles loaned to the media. Car companies often use these cars to showcase available options rather than represent a typical customer specification.

There’s the 'Artica White' paint from the bespoke Mulliner range costing $14,536; 'our' car's 22-inch wheels weigh in at $9999, as do the fixed side steps; the tow bar and brake controller (with Audi Q7 badging, see the images) is $6989; body coloured lower bodywork is $2781 and LED puddle lights are $2116.

Then there’s the acoustic glazing for $2667, front seats with the 'Comfort Specification' for $7422 and then $8080 for the 'Hot Spur' main hide and 'Beluga' secondary hide leather upholstery, the $3825 piano black veneer trim and if you want the Bentley logo embroidered into the headrests (as per our car) it costs $1387.

Does it represent good value for the price? Not by regular standards, but Bentleys are anything but regular cars, and those that buy them tend not to look at prices.

But, as I do with every car I review (whether it costs $30,000 or $300,000), I ask the manufacturer for a list of options fitted to the test car and the as-tested pricing, and I always include those options and their costs in my review.


Jeep Grand Cherokee8/10

The Grand Cherokee line-up kicks off with the only two-wheel drive in the range – the $47,500 Laredo and above that everything else is four-wheel drive (4WD).

There's the $52,500 petrol Laredo 4x4 (the diesel version is $5500 more); then the popular Limited which lists at $62,500 ($5500 more for the diesel); the diesel-only Trailhawk at $74,000 is a new off-road hero variant; then there's the plusher $80,000 Overland with the same engine, and finally the high performance, petrol-only SRT for $91,000.

All V6 petrol engine variants have increased by $500 over the outgoing model, while the diesels stay the same – apart from the Overland which has risen by $1000. The SRT has also gone up by $1000.

Jeep Australia has confirmed that the range will be joined by the Trackhawk super SUV in late 2017 which will tower over the rest of the line-up in price and performance.

At the most affordable end of the range the Laredo grade comes standard with 18-inch alloy wheels, an 8.4-inch touchscreen (5.0-inch in the 4x2), 7.0-inch instrument cluster display, reversing camera, front and rear parking sensors, power adjustable and heated front seats, proximity unlocking and start button, auto headlights and wipers, and dual-zone climate control.

The Limited grade picks up the Laredo's features and adds 20-inch alloy wheels, a power tailgate, leather seats, a nine-speaker Alpine stereo, sat nav, dark-tinted rear glass, heated steering wheel and dual exhaust.

The Trailhawk gets all of the above but swaps the wheels for 18-inch alloys with Kevlar-reinforced tyres, and adds under-body skid plates.

The Overland gets the Limited's features and adds a panoramic sunroof, adaptive cruise control, auto parking, ventilated front seats, plus a wood and leather steering wheel.

The SRT gains the Overland's features and adds a flat-bottomed steering wheel, leather and suede seats, launch control, active noise cancellation and adaptive damping.

Engine & trans

Bentley Bentayga9/10

The scores I’ve awarded to the Bentayga V8 so far haven’t been impressive, but now we come to the twin-turbo 4.0-litre V8.

Derived from the same unit found in the Audi RS6 this turbo-petrol V8 makes 404kW/770Nm. That’s enough grunt to get this 2.4 tonne beast from parked in your garage to 100km/h in 4.5 seconds, provided your driveway is at least 163.04m long, which for some owners would be entirely possible.

That’s not as quick as the Urus which can do it in 3.6 seconds, but while the Lamborghini shares the same engine it’s tuned to make 478kW/850Nm and that SUV is about 200 kilos lighter.

Shifting gears wonderfully in the Bentayga V8 is an eight-speed automatic which suits the Bentley better with its seamless but not-in-a-huge-hurry gear swaps than the same unit in the Urus.

While there are those who think a W12, as found in the first Bentayga, is more in line with Bentley’s ethos, I think this V8 is superb in its power delivery and sounds subtle but magnificent.

The braked towing capacity of the Bentley Bentayga is 3500kg. 


Jeep Grand Cherokee9/10

The engine line-up for the Grand Cherokee is straightforward. The petrol engines for all but the SRT are an upgraded version of the previous model's 3.6-litre V6 with 3kW more power for a total of 213kW. Torque stays put at 347Nm.

All diesel engines are a 184kW/570Nm 3.0-litre turbo-diesel V6, which is carried over from the previous model.

The SRT is special – under that nostrilled bonnet there's 6.4 glorious litres of naturally aspirated V8 Hemi making 344kW/624Nm. Jeep has left this one untouched from the previous model, too.

Shifting the gears in all grades is the super-smooth eight-speed ZF automatic transmission.

The Trailhawk and Overland have Jeep's 'Quadra-Drive II' 4WD system which makes them more capable off-road then the Laredo and Limited with their 'Quadra-Trac II' permanent 4WD.

The major difference between the 4WD systems being that Quadra-Drive II has an electronic slip differential while the other uses traction control and braking to counter slippage. The SRT has the 'Quadra-Trac Active On-Demand' 4WD system.

Fuel consumption

Bentley Bentayga7/10

A 4.0-litre twin-turbo petrol V8 pushing a 2.4-tonne SUV loaded up with people and possibly towing a horse float is going to want to be fed fuel – lots of fuel.

And that’s even if engine has cylinder deactivation like the one in the Bentayga V8 which can cut out four of the eight when not under load.

Officially, combined fuel consumption for the Bentayga V8 is 11.4L/100km, but after 112km of fuel testing on a combination of motorways, suburban and city roads I measured 21.1L/100km at the petrol pump.

I’m not surprised. For most of that I was in Sport mode or in the traffic, or in both at the same time.


Jeep Grand Cherokee7/10

The most fuel-efficient petrol Grand Cherokee is the rear-wheel drive Laredo which according to Jeep returns a combined consumption number of 9.9L/100km.

But wait – the 4WD petrol Laredo's official figure is 10.0L/100km, same with the petrol Limited. New to the V6 petrol is a stop-start system which would be super-helpful in achieving that figure.

The diesel Laredo, which is 4WD, has a claimed combined fuel consumption number of 7.5L/100km. Ditto for the diesel Limited, Trailhawk and Overland.

After an hour of driving in the Trailhawk on highways and country roads our trip computer was reporting 11.7L/100km.

The SRT likes a drink. The V8 petrol engine has a claimed combined figure of 14.0L/100km and that's why the SRT didn't make it into the top five most fuel efficient SUVs list.

Driving

Bentley Bentayga9/10

Comfortable and (believe it or not) athletic, sums it up. And the only thing stopping me from throwing in another word such as effortless is the forward visibility, which is what I noticed the moment I steered it out of the dealership and into the traffic.

But first let me give you the comfortable and athletic good news. The Bentayga felt nothing like it looked to drive – my eyes told me it should be more sumo wrestler than ninja to steer but they were wrong.

Despite the hulking dimensions and not insignificant weight, the Bentayga V8 felt surprisingly lithe with great handling for an SUV this size.

That the Urus, which I test drove a few weeks beforehand, also felt athletic seemed less a surprise in that the styling suggested it was agile and quick.

Thing is it shouldn’t be a surprise given the Urus and Bentley share the same MLB EVO platform.

Four standard drive modes let me change the character of the Bentayga V8 from 'Comfort' to 'Sport'. There’s also a ‘B’ mode which is a mix of throttle response, suspension and steering setting which Bentley nominates as the best for all-round driving conditions. Or you can ‘build-you-own’ drive mode in the 'Custom' setting.

Keeping the comfort mode on makes the ride composed and supple. Self-levelling air suspension with continuous damping is standard but flick the dial to Sport and the suspension firms, but not to the point where the ride is compromised.

I spent most of my almost 200 kilometres testing it in Sport mode which did nothing to help fuel economy but made my ears happy with the V8 burble.

Now, about that forward visibility. The design of the Bentayga’s nose is the cause of my issue here; specifically the way the wheel guards are stepped down out of view from the bonnet.

All I knew was that I was about 100mm wider that it looked from the driver’s seat – I don’t like that kind of guess work when piloting half a million dollars down a narrow street or car park. As you’ll see in the video I came up with a solution to the issue.   

I’m not going to let that nose get in the way of a poor score, however. Besides owners will get used to it after a while.

Aside from that, the Bentayga was quite easy to parallel park with light steering and good rearward visibility and large wing mirrors, while multi storey shopping centre car parks were also surprisingly fuss free to steering through – this is after all not an overly long large SUV.

There was one ‘drive thru’ excursion and again I’m happy to report I emerged with hamburgers and without scratches at the other end.

So, I’m happy to throw effortless in there after all and you can add serene – that cabin felt bank vault-like insulated from the outside world. Don’t ask me how I know that.


Jeep Grand Cherokee8/10

The Trailhawk and the SRT were the only variants available to test drive at the launch of the updated model.

The program was pretty intensive with an off-road leg, a stint at a racetrack and plenty of road driving in between.

The hilly off-road course we took the Trailhawks through wasn't the most challenging, but the rain changed that a bit making the grassy slopes and clay ruts as slippery as ice.

With the Trailhawk in low range and on its highest air suspension setting giving us 260mm of ground clearance we wriggled our way through the off-road course fairly easily. There were some steeper sections which required a bit of brute force and momentum to combat slippery clay and gravity but the Jeeps soldiered through without any dramas, and plenty of hilarious fun.

The Trailhawk's Kevlar-reinforced tyres weren't needed on this soft stuff, but there are thousands of kays of tyre-killing tracks with rocks like spear heads lying in wait all over Australia where they'd be handy.

Grand Cherokees all have a unibody construction, so if you're looking for more of a hardcore off roader in the Jeep range then the body-on-frame Wrangler may be a better bet.

The Trailhawk comes with Jeep's 'Off-Road Pages' app which allows you to monitor suspension, traction and Hill Ascent Control speed.

The unibody construction gives the Grand Cherokee a more car-like ride and on the road the Trailhawk was comfortable and composed, although that air suspension is a little floaty.

At 100km/h the Trailhawk lowers itself for better aerodynamics, but there was a decent amount of body roll when pushing hard through corners… unlike the SRT.

The SRT's suspension is set up for higher performance with Bilstein adaptive dampers and hollow stabiliser bars front and rear. Sport and Track modes firm the suspension for better handling along with making the throttle more responsive.

I've driven the SRT on racetracks and the road before, but some quick laps around New Zealand's Pukekohe Park circuit brought back the grin that only 2.4 tonnes of metal seeming to defy all the laws of physics can induce.

That naturally aspirated V8 Hemi is a lazy beast that seems to take it's time to wind up rather than deliver the same brutal kick of the twin-turbo V8 in a Mercedes-AMG GLE63, still 0-100km/h in a claimed 4.9sec is quick. What it lacks in spontaneity it makes up for in theatrics – the gurgle at idle is delicious and it gets angrier the more you kick it in the guts.

The launch control function in the SRT is foolproof, too. Just press the button which looks like a dragstrip 'Christmas tree' on the centre console, place your left foot on the brake and plant your right foot on accelerator – release the brake and enjoy the jump to hyperspace… well, almost.

Safety

Bentley Bentayga7/10

The Bentayga V8 has not been assessed by ANCAP testing but being based on the same platform as the five-star rated Audi Q7 I have no reason to suspect the Bentley would perform any differently and not be safe from a structural perspective.

Safety standards have been raised since then, however, and now a car will not be given a five-star ANCAP rating unless it has AEB with pedestrian and cyclist detection.

We’re tough on budget cars that don’t come standard with AEB and likewise on high-end vehicles, and the Bentley Bentayga V8 doesn’t escape here.

AEB is not standard on the Bentayga V8 and if you want other forms of advanced safety equipment such as lane keeping assistance, adaptive cruise control and rear cross traffic alert you’ll have to option them across two packages – the 'City Specification' for $12,042 and the 'Touring Specification' which was fitted to our car for $16,402.

The Touring specification adds adaptive cruise, lane keeping assistance, AEB, Night Vision and a head-up display.

For child seats you’ll find two ISOFIX points and two top tether anchor points across the second row.


Jeep Grand Cherokee7/10

The Jeep Grand Cherokee has been awarded the maximum five-star ANCAP rating. All Grand Cherokees have seven airbags, a reversing camera, trailer sway control, but only the Overland and SRT grades come standard with advanced safety equipment such as AEB and lane departure warning. The equipment can be optioned on all grades from the Limited up.

You'll find three top tether points and two ISOFIX points in the second row.

There's also a full-sized spare wheel under the boot floor.

The update has brought two more advanced safety items – blind spot monitoring and rear cross traffic alert but these are only standard on the Overland.

Ownership

Bentley Bentayga6/10

The Bentayga V8 is covered by Bentley’s three-year/unlimited kilometre warranty.

Servicing is recommended at 16,000km/12-month intervals, however, there is currently no capped price service plan.


Jeep Grand Cherokee8/10

The Grand Cherokee is covered by Jeep's five-year/100,000km warranty – an offer which was announced earlier this year.

There's also life-time roadside assistance if the vehicle's serviced at a Jeep service centre.

Servicing is recommended annually or every 12,000km for the 3.6-litre engine variants and is capped at $425 for the first, then $625 for the next, $425, then $725 for the fifth year.

For the 3.0-litre diesel servicing is recommended annually or every 20,000km and capped at $665 for the first, $1095 for the second, then $665, then $1195 and at five years it'll be $665.