Chevrolet Corvette vs Bentley Continental

What's the difference?

The Chevrolet Corvette Z06 is truly a supercar offering outstanding dynamics for a lot less money being asked by European rivals - just make sure it's not your only car for those times when you're in a hurry.

Any fears Bentley was heading in the wrong direction by abandoning 12 cylinders for hybridisation (not that it had a lot of choice) should be totally salved by the Continental GT Speed. It is a hugely capable, fabulously luxurious and beautiful to behold grand tourer that deserves extra points for not being an SUV. It might just be the supercar you could drive every day, with no complaints.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

We’re talking about the closest thing to a real-life Hot Wheels car here. See, while Ferraris look elegant to me like expensive jewellery, Lambourghinis like cheese graters and McLaren’s look like slippery alien spacecraft, the Corvette Z06 looks exactly like an American supercar should - an unapologetic, ludicrous beast. And I love that. 

Dialing up the wild is that enormous carbon wing and front splitter with dive planes thanks to the Z07 package. Just a word of warning, though, the front splitter and dive planes stick out not just visually, but in the sense that I walked into them often and my ankles still have the scars.

I can’t recall the last time I drove a car with carbon-fibre wheels either - these are the biggest rims fitted to a Corvette and they’re wrapped in Michelin Pilot Sport Cup 2R ultra performance tyres (275/30ZR20 front and 345/25ZR21 rear) that they look like oil drums on their sides.

The best angle? The rear - straight on. Those headlights. 

Wait, no, it’s from above - so you can see the V8 through the glass hatch.

Or it could be front-on looking like a giant shovel.. 

OK, there are no bad angles.. 

The Corvette Z06 is long at 4734mm end-to-end, broad at 2024mm wide and its height is a both a sitting-on-the-road-low and numerically pleasing 1234mm.

The plainness of the cabin might be a let down to some people after all the exterior wildness. Ferraris and Lambourghis offer extravagant and exotic interiors, but the Corvette’s innards are almost completely void of flare. 

The media screen is small (8.0 inches), switches and controls for windows and air vents are basic, and the huge dividing ‘wall’ between the pilot and passenger might be a bit much for some.

That ‘wall’ is dotted with buttons and while it may look very 'fighter jet cockpit', they’re just climate control switches. Sitting in the passenger seat is a lonely place with no screen visibility nor easy access to controls - I'd actually call this out as a bit of a fail compared to the interiors from Porsche, Audi and Lamborghini with their screen-filled cabins offering co-pilots something to do.

Yes, it feels a bit premium with the Nappa leather and the sports seats, but it could feel more special.

All of this plainness, however, is saved from boredom by the glass window behind the seats allowing you to peer into the engine bay at the V8 like at a reptile enclosure at the zoo.

I don’t think I’ve ever heard so much interesting waffle about the design of any car, ever, but before we get to the wild, and wildlife, justifications for how it looks, just feast your eyes on it. 

Now, not everyone might love it, but it’s hard to imagine a huge, super coupe looking any better than this thing does. It’s no Ferrari, sure, but realistically it doesn’t have to compete with that, because it’s a cruiser as well as a bruiser, a supercar you can be quiet and comfortable in. A Rolls-Royce with rocket engines, even. 

The most obvious change, of course, is that Bentleys have had four headlights, or four eyes if you like, for so long that seeing this new one with two is a major shock, a big shift, but somehow it works.

The proportions, the elegance, the bold 'be big and bold and give no damns what anyone thinks', it’s just impressive, and the interior reflects that same, luxury ethos.

Apparently the new-look Continental is built on three design principles, the first of which is, amusingly, 'Resting Beast'. This is supposed to reflect how the Bentley looks from side on; like a tiger, stalking its prey, or perhaps resting and thinking about its prey. It’s all muscles and strength and power, but also elegance. And who doesn’t imagine tigers walking red carpets in ball gowns?

Principle two is 'Upright Elegance', and here you’re supposed to see, in the car, the strong vertical line one finds in the chest of a thoroughbred horse when it’s standing in particularly powerful way. Great. Love it.

And finally, there is the 'Endless Bonnet', which is a horizontal line that goes from the front of the car - via the bonnet obviously - and all the way to there rear, via cat-like haunches, providing an impression of “speed, even when standing still”.

Those are the bold strokes, but it’s all the little details that make it sing, like the beautiful jewellery-like look of the headlights, which are meant to resemble a tiger’s eyes. So many cats, is it any wonder I started thinking of the Bentley as a very, very flashy Jaguar?

It’s important to note that while it looks very new - and 68 per cent of the Continental’s parts are new - the body panels are carried over, while the front and rear are all new. This is one very effective mid-life facelift, with a heart transplant, then.

Supercars don’t tend to be built with practicality as a priority but this two-door, two-seat beastie is spacious enough even for me at 185cm tall with plenty of room in the footwell and loads of elbow-, knee-, and headroom. 

Cabin storage is limited to a glove box, door pockets, two cupholders, and a wireless phone charger on the bulkhead behind the seats.

As you can see from the images there’s a boot at the rear which will fit smaller bags and a small boot in the front.

I did the school run in the Corvette a few times (I know, lucky kid) and I can tell you a bass guitar in its case and a school bag, plus my own large handbag make for a cramped cabin. A Kia Carnival the Corvette ain’t, but it’s not trying to be one and compared to its rivals it does well for practicality.

So a two-door, '2+2' grand tourer isn’t entirely built with the term 'practicality' in mind and it could be argued the existence of this Bentley Continental, the fourth generation, is something of a surprise, when you consider most people just buy SUVs and Bentley has done quite well with its Bentayga (which will, in future, share the same engine used here).

But for what it is, a two-seat car with occasional seating in the rear for emergencies, or very small children, it feels entirely fit for purpose.

An actual human can sit in the back, but it does feel a bit claustrophobic, and you’d be so jealous of how comfortable the people are in the front.

The 20-way adjustable front pews feel like grand armchairs for grand touring, fabulously comfortable - although you can slide across them a bit when driving on a race track, not a common problem - and plush to the touch.

They now come with a 'Wellness Facility' that brings postural, massage and climate functions to help with fatigue on long journeys - and epic blasts across multiple European countries is clearly what this thing is designed for.

In general, the cabin is just lovely, Bentley claims it does the best car interiors in the world and while Rolls might argue, it’s a pretty fair statement.

The spinning central 12.3-inch display remains the highlight, offering you a modern touchscreen, which can disappear to reveal either three classic analogue dials or a plain piece of dashboard, if you prefer a 'digital detox'.

As always, value becomes a nebulous term once the price of a car surges into the multiple hundreds of thousands. The Bentley Continental GT Speed will set Australian buyers back a whopping $581,900, before on-road costs.

Yes, you really can buy Ferraris and Lamborghinis for that kind of money, but Bentley assures us its buyers have already owned such fearsome machines, grown tired of their compromises and want something that’s just as fast, but 1000 times more comfortable, and easier to drive every day, and everywhere.

So that’s where the value proposition sits, basically. You’re buying a supercar that’s also a kind of Rolls-Royce adjacent luxury cruiser. Two cars for one price. Bargain. Kind of. It also weight 2.5 tonnes, if you’d like to think of it in dollars per kilogram.

Oh, and it’s hand made, too, and genuinely feels like it.

For that money you get an incredibly posh and plush cabin, excellent seats, and everything you touch, and smell, seems expensive and refined.

The newly facelifted, and butt-lifted, Continental also looks simply stunning, from every angle, outside. Particularly in its new 'Tourmaline Green' paint (there are 18 standard colours to choose from, or you can have bespoke paint made for you on request). And 15 standard leather hide colours as well.

It comes with all the apps and connectivity you could wish for, including a Bentley App Studio.

The 5.5-litre naturally aspirated V8 in the Z06 makes 475kW and 595Nm. That’s a lot more power than the Corvette Stingray’s V8, which produces 369kW. The GT3 racecar version of the Z06 uses a derived version of the 5.5-litre V8, and actually it shares 70 per cent of the engineering components. 

Revving to a high 8600rpm the Z06’s V8 lets out a high-pitched scream when pushed hard, much like a Ferrari because like many Ferraris the Z06 has a flatplane crank V8 - actually it’s one of the largest flatplane V8s to go into a production car.  

Corvettes are now mid-engined cars and the Z06 has an eight-speed dual-clutch transmission that changes gears quicker than I can blink, sending all that mumbo straight to the rear wheels.

Acceleration comes hard, fast and loud with the Z06 able to boot itself from 0-100km/h in 2.9 seconds. That beautifully linear acceleration with no turbos will pull you all the way towards its top speed of 313km/h.

There is some sadness that the world’s biggest producer and promoter of 12-cylinder engines has cut production of them altogether - the epic W12 is no more - and this does feel, on a smaller scale, like Porsche ditching flat-six engines forever.

Previous hybrid efforts from Bentley, including a V6-based one that the company now admits was a bit limp wristed, might cause some concern when you hear that Bentley will, henceforth, make just one engine for all its cars, and that it is a hybrid, albeit one attached to a 4.0-litre twin-turbo V8.

But then they point out the version in this Continental GT Speed’s is “the most powerful Bentley engine ever” and that sounds pretty good.

The engine alone makes 441kW and 800Nm, which almost sounds ample, but the addition of the electric E-motor is good for another 140kW and 450Nm, with the aid of a 29.5kWh battery, which somehow adds up to a combined output of 575kW and a nice, round, and impressive 1000Nm of torque.

All that power does have to move 2.5 tonnes of precious metal, which sounds like an ask, but is effortless in practice - hurling the Speed to 100km/h in a properly supercar-like 3.2 seconds on its way to a top speed of 335km/h.

Yes, vitally, it sounds pretty damn impressive when all the power sources are going at once, it even barks and pops on the overrun, a bit like the Porsche Panamera with which it shares the hybrid set-up, only a bit bossier, and perhaps classier.

The point of the hybrid feels like it’s mostly about performance and excitement, but it has a practical side, too, because in EV-only mode this giant Bentley can drive for up to 81km in pure, and slightly inappropriate-feeling, silence (at speeds of up to 140km/h).

Handy if you live in global cities with zero-emission zones, or if you want your neighbours to think you care about the climate.

One brilliant thing about this plug-in hybrid is it’s set up to use the engine to regen the battery, hard, in 'Sport' mode, so the more fun you have, the quicker the battery charges. So much so that, realistically, you might never need to plug it in at all (Bentley recently ran the car at a race track for two weeks and never needed to top it up via cable once).

It is an impressive, sonorous and enjoyable power plant, and you’d expect nothing less from Porsche, although Bentley says it’s done lots of work on the donor engine to make it uniquely more wonderful.

As with practicality, fuel efficiency isn’t the Corvette’s priority and after driving it daily for a week in the suburbs, city and a few dashes out to more open country roads the Z06 was using an average of 23.8L/100km, according to the trip computer.

Luckily the fuel tank is pretty big at 70 litres and with an official combined fuel consumption of just under 16L/100km you have a range of 438km… in theory.

While the top-line figures for performance hybrids like this always sound impressive, it’s hard to believe anyone will ever get near them in the real world, because the temptation to drive a car like this hard and fast, as its makers clearly intended, will mean chewing fuel in a very non-efficient way indeed.

On paper, though, where it matters in terms of being allowed to sell your giant luxury grand tourer in Europe, the Bentley Continental GT Speed produces just 29 grams of CO2 per kilometre. 

Fuel economy is a claimed 10.3 litres per 100km, which is optimistic, but still a lot lower than the equally unlikely 14L/100km figure for the old (12-cylinders and no hybrid) car. As in, neither car would ever achieve the theoretical figure, but at least the new one is clearly a lot better.

What the Corvette Z06 is like to drive really depends where you drive it. Our suburb has a ridiculous number of speed humps, which are like the Corvette Z06’s Kryptonite thanks to its very limited ground clearance and a carbon front splitter that almost skims the road at the best of times.

This made the Z06 one of the slowest fast cars I’ve ever piloted. My son would beg me to drive him to school in it, but the journey would take twice as long as we slowly eased over each hump while holding our breath. A lift system does raise the front of the vehicle but even then, don't breathe out.

The width and poor visibility made inching down narrow streets of parked cars a stressful exercise, too.

The Corvette Z06 is almost too much of a racecar to live with and then you let it free on an open country road and its purpose is clear - it runs like you wouldn’t believe and screams in delight all the way, while clamping itself to the road with sticky tyres, perfectly set up suspension and proper downforce.

Steering feels mainlined though to your nervous system, the pedals under your feel like your actual feet, and it all feels like a dream until you wake up again when you reach the city limits and round abouts, and traffic and yes, speed humps.

The Corvette Z06 clearly is a car that needs to be joined by other cars in your driveway, ones that don’t even notice speed humps.

In an ideal world, one would take the Bentley Continental GT Speed for an appropriate drive from the top of Germany to the bottom of Italy or France, but instead we were asked to drive the big beast around a tight and slightly terrifying private members race track outside Tokyo called the Magarigawa Club.

Members here pay US$1 million a year for access to this circuit, carved out of several mountain tops, which features two long and fun straights attached to what feels like a hill climb circuit with a bit of Laguna Seca’s Corkscrew and a touch of Mt Panorama’s undulations.

This track, with its daunting lack of run-off, should have been an intimidating and possibly inappropriate place to try the Continental GT Speed, but it is a credit to the car’s “everyday supercar” personality that it soaked up the pressure, and pace with ease.

On our first lap we were encouraged to drive in EV mode, which was predictably a bit dull, quiet and not-quite boring, because if you went past 75 per cent of throttle, or 140km/h, the engine would kick in and things would instantly get interesting.

It was a good chance to note just how lushly comfortable the cabin and seats are, however, and just how supple the suspension can be.

The Bentley’s “secret weapon”, according to its engineers, is a new twin-valve damper the allows the chassis to behave like a sports car when you want it to - probably about 3.0 per cent of the time for actual owners - and an absolute luxury pleasure palace for cruising around the rest of the time.

The split personality thing really is on offer with this car, as we found out once we engaged the Sport setting.

The Speed’s all-wheel drive, all-wheel steering, torque vectoring and electronic LSD were all on display over the later laps, in which we were allowed to blast past 200km/h and find out just how good the brakes are at pulling up 2.5 tonnes of high-speed luxo-barge.

You do your steering via a lovely wheel with a leather front and Alcantara wheel, and it feels effortless, even in full track attack mode. A bit more feedback might be nice, but I guess Bentley owners have other cars for that kind of thing.

Aside from the rushing, roaring speed, what is most impressive is how little body roll there is from the Continental. It feels planted, poised, happy to change direction and is rarely upset or flustered, despite some squeals of complaints from the tyres. 

Getting too wide on to the ripple strips caused a shudder and a skip sideways now and then, but perhaps I shouldn’t have been so far off the racing line.

Overall, the Continental GT delivers on its name, with Speed, and lots of it, all delivered in a properly swanky environment.

All the money and you only get four airbags; front and side for driver and passenger. And none in the back, so don't sit there. Bentley also has its own 'Safeguard' suite of technologies including 'Advanced Emergency Braking', 'Swerve Assist' and 'Turn Assist'. 

Other tech includes 'Predictive Adaptive Cruise Assist with Lane Guidance', 'Lane Departure Warning', 'Emergency Assist', 'Remote Park Assist' and '3D Surround View'.

GMSV covers the Corvette with a three-year/100,000km warranty which is short by current standards where carmakers typically offer a duration of five years/unlimited kilometres.

One of the appealing sides to the Corvette is that it’s made by a down-to-Earth American car company and a longer warranty offering peace of mind would seem more appropriate.

Service intervals are every 12 months or 12,000km, with capped-price servicing sadly unavailable.

The Bentley Continental GT Speed comes with a five-year, all-inclusive servicing plan as standard.

That sounds good, but stunningly, Bentley still only offers a three-year manufacturer warranty, albeit one with no mileage limitations. That's way below industry standard these days.

The battery that forms part of the hybrid system is, however, warrantied for eight years, or 160,000km.