Bentley Continental vs Ford Transit

What's the difference?

It may not come cheap, isn’t ideal for family buyers and will have you visiting the petrol bowser regularly, but it’s still hard not to love the Continental GT.

It’s an over-the-top car in so many ways, from the dramatic styling to the plush and pampering interior to the effortlessly powerful engine, this is a car that is a pleasure to drive 10km or 10,000km.

It’s certainly not cheap, especially if you start diving into the options list, or the even more costly Mulliner program, but price is relative, of course, and for Bentley buyers purchasing one of these cars isn’t about getting a ‘bargain’ but instead it’s about experiencing the finer things in life.

The E-Transit is quiet, comfortable, rides well, can handle heavy payloads, has zero emissions and would be well-suited to urban daily commercial use for which it’s been designed for. However, $104K-plus would be out of reach for many private owners and small businesses. That’s why Ford is aiming it primarily at fleet buyers, who will quickly determine the commercial success or failure of the E-Transit in Australia. Watch this space.

The most interesting aspect of the third-generation Continental GT design is how similar it looks to the first-generation model launched 20 years ago.

Put the pair side-by-side and you’ll notice the latest model is more refined and features crisper lines and more intricate details, but the overall shape and design themes, such as the grille, headlights, etc, bare a similar family resemblance.

This is a deliberate act from Bentley, choosing an evolutionary styling approach for the Continental GT in the same way Porsche has approached the 911.

As for the specific details of this particular Continental GT S model, there are some key differences between it and the standard GT and GT Azure models that sit beneath it in the range. 

The most notable - even if it is slightly harder to spot on our black test car - is a ‘black pack’ that swaps all the chrome finishes on the exterior to black.

This includes the grille, headlight surrounds, lower bumper grille, window surrounds, door mirror caps and the exhaust tips. The S also adds black sports sills and black-painted alloy wheels.

Apart from the distinctive blue grille bars and rear-door badge, you’d struggle to pick the E-Transit from the closely-related 350L. However, underneath its work-focused exterior there are considerable differences.

Although it shares the same MacPherson strut front suspension and four-wheel disc brakes, the E-Transit’s 14.3-metre turning circle is 1.0-metre larger than the 350L.

And its electric motor and single-speed transmission are mounted under the floor between the rear wheels, which required design of a unique coil-spring independent rear suspension.

The long, wide and slim lithium-ion battery is tucked up neatly beneath the load floor, to ensure that the cargo volume matches the 350L. This also ensures that many load-area conversions will carry over to the E-Transit with minimal modifications.

The big battery brings a considerable increase in kerb weight, given the E-Transit weighs 231kg more than its 350L equivalent. So, although the E-Transit is the most powerful of the Transit fleet, it’s also the heaviest.

However, in terms of power-to-weight and torque-to-weight ratios based on kerb weights, it compares favourably.

For example, the diesel 350L has 19.3kg/kW compared to the E-Transit’s superior 13.3kg/kW, while the 350L’s 6.1kg/Nm is lineball with the E-Transit’s 6.2 figure.

The driver’s instrument display shows when the battery is being topped-up by regenerative braking and how much engine power is being used, ranging from 0 to 100 per cent.

It also displays average energy consumption (kWh/100km), remaining battery charge, projected driving range and other BEV-specific functions.

The cabin offers ample headroom, but those seated in the centre must have their feet in a split-level position with their right foot on the (now defunct) transmission hump and their left foot on the floor.

As mentioned earlier, the Continental GT is a two-door, four-seat grand tourer, but while it’s certainly grand, calling it a four seater may be a stretch.

There are two small seats in the rear that can be used if absolutely necessary but anyone in the back won’t feel like they’re in a luxury car because they’ll be cramped for space - even with the roof down.

You could pop small kids in the back in a pinch (and there is a pair of ISOFIX anchor points) but the Continental GT is hardly a family car.

In fact, the Flying Spur is a four-door sedan built on the same underpinnings as the Continental GT, so Bentley does have family buyers covered.

So, let’s keep our attention on the front seats, which is where you want to be in this grand tourer. The seats are comfortable and offer fantastic support, thanks in large part to 12-way electronic adjustment.

To help you enjoy your convertible with the top down regardless of weather, the seats are heated and available with a vent to blow warm or cool air onto your neck.

The seats are just the start, the whole cabin is a blend of modern technology and classic luxury elements.

There’s the media touchscreen, but there’s also a physical button for most functions, so it’s a busy layout but one that will likely appeal to Bentley’s older clientele.

Our test car was fitted with not only the optional sound system but a rotating display, so you can hide the screen away when you’re not using it.

Overall the build quality and attention-to-detail is exceptional, as you’d expect for a car at this price. And it’s really one of the main reasons you buy a Bentley, because it has a level of luxury and quality above brands like Mercedes-Benz and Porsche.

With its hefty 2639kg kerb weight and 4250kg GVM, our test vehicle has a 1611kg payload rating compared to the 350L’s smaller 1142kg. However, the E-Transit is not rated for towing.

The cargo bay, which in Mid Roof form offers 11-cubic metres of load volume, has internal walls that are lined to roof height. It’s accessed from the kerbside through a sliding door with a generous 1300mm opening width.

Rear access is through a pair of barn-doors which open to 270 degrees to optimise forklift access. Large magnets protrude from each side of the body to firmly secure these doors when fully opened which is a welcome safety feature.

A button located inside the right-hand barn-door switches on a bright external LED overhead light to illuminate rear-loading in poor light conditions.

The load floor, which is protected by a composite liner, is 3533mm long and 1784mm wide with 1392mm between the wheel housings.

That means it can carry three 1165mm-square Aussie pallets or four 1200 x 800mm Euro pallets, secured by up to 10 load-anchorage points. The  1786mm internal height allows tall people to stand with minimal stooping.

There’s ample cabin storage including a large-bottle holder and bin in each door, plus angled large-bottle holders/bins on each side of the lower dash and small-bottle/cupholders on each side of the upper dash.

There are also three open bins across the top of the dash-pad, a slender vertical bin and pop-out cupholder in the lower centre dash, plus a full-width overhead shelf with numerous compartments.

Both base cushions on the passenger seat can be tipped forward to access a large hidden storage compartment below.

The centre passenger seat backrest also folds down to a horizontal position to reveal a handy work desk with pen holder, two-cupholders and an elastic strap for securing paperwork.

Our test vehicle is officially known as the 420L BEV Mid Roof, with 420 denoting its 4.2-tonne GVM (it’s actually 4.25-tonne), L denoting its long wheelbase and Mid Roof being one of two roof heights available, with the other being the optional High Roof variant.

Like its taller stablemate, our test vehicle comes with a 68kWh lithium-ion battery pack, electric motor and single-speed automatic transmission for a list price of $104,990 plus on-road costs.

For that money you could almost buy two diesel Transit 350L Auto equivalents. Even so, the E-Transit brings zero emissions, reduced noise and claimed lower operating and maintenance costs for business operators. With 198kW and 430Nm, it also has the most power and torque of any model in the Transit line-up.

It comes equipped with 16-inch steel wheels and 235/65R16C tyres plus a full-size spare, along with dark grey bumpers and side-mouldings in areas where scrapes and dents usually occur in hard-working vans. Factory options include dual side-sliding doors and more.

A steel bulkhead/cargo barrier separates the cargo bay from the cabin, which comes standard with a single driver’s seat and twin-passenger bench seat that are all heated.

The 10-way adjustable driver’s seat includes a fold-down inboard armrest, adjustable lumbar support and base-cushion rake.

Plus there’s a two-way adjustable steering wheel, power-folding and heated door mirrors, daytime running lights, three 12-volt accessory outlets, two USB ports, a reversing camera and rear parking sensors.

Its large 12-inch touchscreen is the gateway to numerous 'Sync 4'-connected services including the 'Ford Pass' app, which includes 'Power My Trip'.

By entering a destination, this app can consider the vehicle’s current state of charge in addition to real-time traffic conditions, to help identify charging stops when a customer will need them.

Bentley is renowned for its big, powerful engines, specifically its unique W12. That’s available in the top-of-the-range Continental GT, but the S model we’re driving is motivated by a 4.0-litre twin-turbo V8.

It may not be what Bentley is famous for, but it’s a fantastic engine in its own right and it’s paired to a well-matched eight-speed automatic transmission and an active all-wheel drive system.

Making a very healthy 404kW and 770Nm it has no trouble getting such a big car moving.

Bentley claims the Continental GT S will run 0-100km/h in just 4.1 seconds, which is very rapid and particularly impressive when you realise this car weighs 2335kg.

Its rear-mounted electric motor produces an unmatched 198kW and 430Nm. The lithium-ion battery’s energy supply can be boosted by using the ‘Low’ setting on the rotary dial e-shifter to optimise regenerative braking.

There are three switchable drive modes including default 'Normal', energy-saving 'Eco' and 'Slippery' to improve traction in low-grip conditions.

The battery charge socket is located behind a spring-loaded flap in the grille and the E-Transit comes equipped with a Mode 3, 32-amp charge cable which is stored in the compartment under the passenger seats.

E-Transit can AC charge overnight, using a professionally-installed wall unit, in approximately eight hours at 11.3kW, or quick DC charge (15 to 80 per cent) at 115kW in approximately 34 minutes.

However, Ford does not supply a cable to allow overnight charging at home using a domestic wall socket. That’s because its targeting large fleet buyers, so the cable it supplies is only for ‘at depot’ charging or when using public-charging facilities.

If you’re looking for a fuel efficient car or are worried about the price of premium unleaded at your local service station, the Continental GT is not for you.

In an entirely unsurprising way, this two-tonne, twin-turbo V8 luxury car is not a fuel-sipping proposition.

Even the official combined urban/highway cycle is 12.5 litres per 100km, which is thirsty.

But if you’re spending most of your time around town, rather than driving to your country weekender, you’ll probably be looking at returns in the mid to high teens, based on our experience.

We saw an average of 16.7L/100km on the car’s long-term trip computer that included more than 1400km of driving.

Fortunately it has a 90-litre tank, which translates to a theoretical driving range of 720km - as long as you can hit the official claim.

Ford claims an official WLTP driving range of 230-307km from a single charge. When we collected the E-Transit it was fully charged but the projected driving range displayed on the instrument panel was only 179km, so there are variables in these figures.

However, we did end up inadvertently testing the single-charge driving range because we could not charge the E-Transit. That was due to our local public-charging facilities being located inside multi-storey carparks which could not be accessed due to height restrictions.

So, during the week we drove a total of 190km, with about 19km of range remaining. Therefore, it is capable of at least 200km on a single charge but 300km seems optimistic, which is nothing new given the equally optimistic L/100km figures automakers claim for combustion-engine vehicles.

We used the Low drive mode most of the time to optimise battery top-ups through regenerative braking and our testing included a mix of city and suburban roads, both unladen and when hauling a big payload.

Average consumption was 28kWh/100km, so we would suggest a 'real world' driving range of around 200-230km from a single charge.

There’s a duality to the driving experience of the Continental GT, as it manages to blend its obvious luxury focus with a genuinely dynamic edge that makes it a true grand tourer.

The combination of the powerful engine and air suspension means it possesses a laid back personality and effortless nature around town.

The engine delivers its performance with ease, moving this big car rapidly whenever you put your foot down, so you can jump into gaps in traffic or make a brisk getaway from the lights.

It soaks up all the bumps and imperfections on the road with minimal fuss, too, despite our test car riding on 22-inch wheels, so you feel cosseted inside the plush cabin.

However, if you find yourself on the open road, the Continental GT S is equally at home.

Dial up the ‘Sport’ drive mode and the engine feels more responsive, the steering is more direct and the suspension is more taut but still compliant.

It makes this a really fun car to drive on a fast, sweeping rural road, where you can let the engine stretch its legs.

Because of its size it’s not as enjoyable on a twisty road with lots of changes of direction, though.

But for enjoying an opulent daily commute or a weekend drive in the countryside the Continental GT S is a great companion.

It offers a comfortable and commanding driving position, thanks to the multi-adjustable seat, two-way steering wheel adjustment and clear eye-lines to the big truck-style door mirrors with lower sections offering wide-angle views.

You don’t need to warm-up the engine to generate cabin heating - it’s instant. And when you get underway it feels more like you're riding in a tram than a van, with its muted electric hum the closest we’ve come to driving a silent commercial vehicle.

With the big battery under the floor it feels firmly planted on the road when unladen, with a low centre of gravity providing good stability when cornering.

The battery weight, combined with E-Transit’s unique four-coil suspension, iron out the bumps and provide a supple ride quality.

Acceleration from standing starts is brisk and smooth in Normal mode, even though you can sense its 2.6-tonne kerb weight's slight reluctance to get moving even with 430Nm of instant torque. At 100km/h, there’s only tyre noise and a little wind-buffeting around the door mirrors.

We drove the first 100km in Normal mode, during which average consumption was 27kWh/100km. We then switched to Eco mode, which resulted in a drop in performance without a corresponding decrease in consumption. Perhaps you need to drive it longer in Eco to harvest the benefits.

We then switched back to Normal mode for our GVM test. We forklifted 1300kg into the cargo bay which with driver equalled a total payload of 1400kg, which was still more than 200kg under its GVM limit. The rear suspension compressed 50mm with ample travel remaining, while the nose rose 35mm in response.

The compressed suspension felt firmer, as you’d expect, but the electric motor hardly noticed this load around town, with acceleration and general response remaining strong if slightly subdued. Energy consumption increased to 28kWh/100km during our load run.

In strictly city driving, which the E-Transit is aimed at, it proved to be a capable workhorse. It can do the job quite economically, too, given that during most of our testing in Normal mode it was operating in the 0-50 per cent ‘power usage’ zone which provides ample performance.

ANCAP is not applicable to heavy commercial vehicles but the E-Transit shares the same six airbags and active safety and driver assistance as other Transits.

Highlights include AEB with pedestrian detection, adaptive cruise control, blind-spot monitoring and rear cross-traffic alert, lane-keeping assist, traffic sign recognition, a reversing camera, rear parking sensors and more.

Another surprising feature of the Bentley range is the company’s three-year, unlimited kilometre warranty, which feels surprisingly short in this day and age - especially for a brand that takes pride in its carefully built cars.

There is a 10-year warranty available as an optional extra, but it feels like that should be standard if the company is willing to stand by its products anyway and owners are paying such a premium for their cars upfront. 

The good news is all Bentley models are covered by a five-year servicing plan (intervals are 12 months/16,000km) which is included in the cost of the car.

As you should expect from such a premium brand, the local dealer will arrange to collect and return the car when servicing is required, and a loan car can be arranged if required.

The E-Transit is covered by a five-year/unlimited km warranty plus a separate warranty for the lithium-ion battery and high-voltage electrical components of eight years/160,000km, whichever occurs first.

Capped-price service intervals are 12 months/30,000km, with a total cost for the first five scheduled services of $925 or just $185 per service. Such low maintenance costs are in stark contrast to the purchase price!