What's the difference?
Everything you need to know about the Mercedes-AMG G 63's personality pokes out from underneath the polished alloy steps running down each of its flanks. Side pipes… no one does side pipes.
A colleague was pulled over in a G 63 because the cops thought the '60s muscle car-style exhaust was after-market and illegal. But it's not, and it's brilliant.
Launched globally in early 2018, this brutal take on the second-generation Mercedes-Benz G-Class might look the same as the G 63 it replaces, but under the skin it's a whole new ballgame.
The first-gen was like grandpa's axe, regularly updated but underneath it all the same basic framework. This is a whole new axe, including a fresh drivetrain, suspension set-up and interior treatment.
Close your eyes for me and try to picture a two-door vehicle with a thumping V8 engine, 575kW and a whopping 1000Nm on tap, a 0-100km/h burst of 3.2 seconds and a top speed of 335km/h. Does it look like a Ferrari in your head? Something else Italian, or German perhaps?
Well, what if I tell you it also weighs 2.5 tonnes. Are you imagining a luxe SUV with the rear doors removed, perhaps? Think again, because what we’re discussing here is arguably the very best of Britain (albeit German-owned), the all new and highly impressive Bentley Continental GT Speed.
Gone is the famous and fabulous W12 engine, never to return (Bentley was long the world’s biggest maker of 12-cylinder engines, henceforth it will make exactly none), to be replaced by the one and only power plant the company will now offer, in various tunes, in all of its ICE cars (yes, a Bentley EV is coming, of course).
All that torque isn’t just from the big 4.0-litre V8, it’s also an 'Ultra Performance Hybrid', which will allow you to drive up to 81km in fully silent electric mode, should you be so boring.
We flew to a posh and very private members-only race track in Japan to find it out if this really is, as Bentley suggests, the everyday supercar.
The Mercedes-AMG G 63 isn't for shrinking violets. It's bold, fast, and loud, and in second-generation form massively improved dynamically and technically. It's a lot of money, but there's a lot to love, and here's hoping it stays around for decades to come.
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.
The original (W460) G-Glass, then known as the G-Wagen (or Geländewagen for cross-country vehicle), was launched in 1979 as an ultra-capable off-roader, soon favoured by armies the world over. Arriving here in 1982, its distinctive, slab-sided form remained unchanged over the best part of four decades.
At close to 4.8m nose-to-tail, more than 1.8m across, and a bit over 1.9m tall, the G 63 is now longer (+110mm), wider (+106mm), and fractionally lower overall (-13mm), but still pulls off a convincing impersonation of a bread box.
Merc-AMG confidently quotes a drag coefficient (Cd) of 0.55 for the G 63, which isn't as bad as a brick (around 2.0… I Googled it) although it is in the same league as a heavy truck.
But it's the car's unique, upright stance, complete with pumped wheelarches and old-school flat glass, that sets it apart and draws people in. Looking more like a take-no-prisoners, functional device than a luxury cruiser, I can assure you it attracts as many admiring looks and comments as a low-flying supercar wedge.
The new-gen G 63 features AMG's vertically slatted 'Panamericana' grille, and our test example was fitted with the optional 'Night Package' ($5900) adding a range of dark exterior details including tinted indicator lenses, dark tinted glass, black exterior mirror shells and spare wheel ring, other black trim pieces and painted areas, as well as 22-inch AMG forged alloy rims.
Also worth noting, Merc has retained the G-Class's solid metal door handles, complete with the mechanism's unmistakable 'click-clack' opening and closing sound. Nice touch.
Inside, the biggest change is the upgrade from a conventional dual-gauge instrument cluster and central media stack to a pair of 12.3-inch digital screens, forming a sleek widescreen display, and bringing the G 63 in line with other recent Merc offerings.
Similarly, the gearshift moves from a traditional console-mounted set-up to Merc's 'Direct Select' lever on the steering column (exactly where the indicator stalk is located in 90 per cent of right-hand drive cars). And the standard flat-bottom, leather-trimmed 'AMG Performance' steering wheel is a racy addition.
Like the exterior door handles, another tip of the hat to the car's heritage is retention of the horizontal grab handle ahead of the front passenger on the dash above the glove box. Nice to have something to hold on to if the going gets rough.
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.
The G-Class has never been a particularly squeezy proposition for passengers or cargo, but an extra 40mm in the wheelbase adds even more breathing space.
Getting in is the first step, and it's a big one. At 183cm tall, in an athletic mood, I could grab the A-pillar and swing up into the driver's seat in one vaguely respectable movement.
But, those side steps aren't just for show, and at the end of a long day provide a handy staging camp between terra firma and the lofty pilot's chair.
Once on-board there's plenty of room up front, with adequate storage including a bin between the seats (now with a double door opening rather than a single hinged lid), a modest glove box, oddments space and two cupholders in the centre console, and bins with space for bottles in the doors.
There's a 12-volt power outlet in the front, second row and cargo area, while there are two USB ports in the centre console bin and a charging USB port in the second row.
In the back I could have donned a dusty Akubra and still had headroom to spare, with generous foot room, and a substantial gap between my knees and the driver's seat (set to my position).
A fold-down armrest incorporates a pair of cupholders (as well as a through-port to the cargo space for long items) and there are map pockets on the front seat backs as well as space for bottles in the doors. Two adjustable air vents in the rear of the front centre console, and another pair in the B-pillars also provide climate-controlled air to those in the rear.
With the rear seats upright boot volume is quoted at 454 litres (VDA); enough to easily swallow our three-piece hard suitcase set (35, 68 and 105 litres) or the CarsGuide pram, or a largest-suitcase-and-pram combo.
There are tie-down shackles in each corner of the floor, usefully bright lighting, a netted storage area on the passenger side (containing five fluorescent emergency vests), and folding the 60/40 split rear seat liberates even more space.
Unfortunately, gaining access to that load space is fraught with compromise. First, the single-piece rear door hinges vertically and opens from right to left. No problem when you've nosed into a shopping centre space, but not so great when you're parking nose-to-tail on the left-hand side of the road.
That means you typically have a small space between you and the car behind to get the door open, and when it is at 90 degrees, you're blocked from unloading things onto the footpath until you've shut the door.
As well as that, the door has a full-size spare (alloy) wheel and tyre attached to it. Good because a full-size spare is welcome, and bad because it makes the already bulky door even heavier.
Those keen on towing things will be pleased to hear the G 63 is rated to haul up to 3.5 tonnes of braked trailer and 750kg unbraked.
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'.
Okay, you're laying down a quarter of a million bucks ($247,329 before on-road costs) and it's fair to expect some serious tech and standard equipment to keep you feeling warm and fuzzy after you're finished impressing friends and family with the G 63's howling acceleration.
For a start, there's a bunch of leading-edge safety tech on-board (detailed in the safety section below), and as expected that substantial cost-of-entry brings an extensive list of luxury features.
We've touched on the twin 12.3-inch 'Widescreen Cockpit', and available media includes digital radio and TV tuner, internet connectivity and 3D nav (with dynamic route guidance), as well as smartphone integration with Apple CarPlay and Android Auto.
Audio is a thumping 15-speaker, and 590-watt Burmester surround sound system, and the ambient lighting set-up offers a choice of 64 colours.
Also included are 'Multibeam' LED headlights, 'AMG Ride Control' adaptive damping, a 'Parking Package' with 'Active Parking Assist' and 360 camera, a sliding glass sunroof (with tilt function), the selectable AMG sports exhaust system, keyless entry and start, the AMG Performance steering wheel (trimmed in nappa leather), and 21-inch AMG '5-Twin spoke' alloy wheels.
Then there are the three 100 per cent differential locks (plus an 'off-road information centre'), electronically adjustable front seats (ventilated front and heated front and outer rear), steering column and mirrors (with memory function), three-zone climate control, nappa leather upholstery, a leather-finished dashboard with open-pore ash wood trim, a 'Dinamica' microfibre roof liner, and an AMG-specific IWC design analogue clock. Plus, the 'Dynamic Select' system enables a choice of pre-set driving profiles or individual settings.
The optional 'Exclusive Interior Plus Package' ($10,300) fitted to 'our' car adds deluxe nappa hide on the dashboard, door centre panels and grab handle, as well as a diamond quilted treatment on the seat centres, a black 'Dinamica' roof liner, velour floor mats (with edging in nappa leather), a frameless interior mirror and air vents in 'Silvershadow'.
On top of that the test vehicle was optioned with the 'Night Package' ($5900) detailed in the Design section, and Designo 'diamond white bright' paint ($5900) for a manufacturer's recommended list price (MRLP) of $269,429.
That puts the G 63 in the same price and equipment ballpark as the supercharged V8 Range Rover Autobiography ($268,900), twin-turbo V8 Porsche Cayenne Turbo ($239,400), and its Mercedes-AMG GLS 63 sibling ($221,729), powered by a version of the 5.5-litre twin-turbo V8 used in the first-gen G 63.
An impressive trio of alternatives, but in reality the idiosyncratic G 63 doesn't have any direct competitors, and for those who give in to the pull of its powerful tractor beams value-for-money becomes a uniquely personal concept.
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 G 63's 4.0-litre (M177) all-alloy V8 is closed deck design using direct-injection and a pair of twin-scroll turbos to produce 430kW at 6000rpm and no less than 850Nm from 2500-3500rpm. That's 10kW/90Nm more than the 5.5-litre twin-turbo V8 it replaces!
To improve throttle response and optimise efficiency, the turbos are located inside the engine's 'V', improving air flow and shortening the distance from the exhaust side to the turbos, and in turn, from the turbos to the inlet side.
And the housings on the twin-scroll turbos are divided into two parallel flow channels connecting with separate ducts in the exhaust manifold, allowing fine management of the exhaust gas coming in and pressure going out. Result is more torque and even better response times.
Drive goes to all four wheels via a new 'AMG Speedshift' nine-speed, dual-clutch auto (replacing the previous seven-speed auto transmission) with paddle shifters and a multiple downshift function which will go to the lowest ratio possible as you keep squeezing the shift paddle.
The 'AMG Performance 4Matic' all wheel drive system is front/rear biased 40/60 (50/50 in the previous model), although if you want to head off-highway the G 63 still features three 100 per cent diff locks and low-range off-road gear reduction.
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.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 13.1L/100km, with the 4.0-litre, twin-turbo V8 emitting 299g/km of CO2 in the process.
Despite the fact cylinder management tech means the engine will run on four cylinders under light load, and start-stop (with 'glide mode') is standard, we managed 16.7L/100km (measured at the bowser) over a mix of city, suburban and freeway running. To be expected for such a big bus, especially one that constantly tempts you into squeezing the throttle just to hear the exhaust bellow.
Minimum fuel requirement is 98 RON premium unleaded, and you'll need 100 litres of it to fill the tank.
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.
Let's cut to the chase. The G 63's pure grunt overpowers its challenging aero profile to thrust this boom box on wheels from 0-100km/h in a claimed 4.5 seconds. And believe it or not, despite its greater length and width, it has enough power to punch a 240km/h hole in the air (maximum velocity is limited to 220km/h if you choose not to opt for the 'AMG Driver's Package').
The new electronic architecture brings with it the latest version of Merc's 'Dynamic Select' system with five driving modes adjusting the engine, transmission, suspension, steering and assistance systems right up to maximum attack Sport+ mode.
All 850Nm of peak torque is available between 2500-3500rpm and pinning the throttle anywhere in that band feels like lining up a runway and preparing to rotate for take-off.
The two-stage exhaust flap arrangement allows you to turn the noise up from growl to roar even at modest around town speeds, and the nine-speed transmission is sharp and positive, with the multiple downshift function (in manual mode) hilariously good fun.
The racy AMG sports seats are as grippy as they are comfortable, and the fat 295/40 Goodyear Eagle F1 rubber, wrapped around the optional 22-inch forged alloys, does a good job of keeping all that mass and momentum in control as the high riding G 63 careens around corners.
And speaking of mass, the job of hauling it from warp speed to rest sits with big ventilated discs all around (cross-drilled 400mm front/370mm rear), clamped by monster six piston calipers at the front and single piston at the back. They're progressive and reassuringly powerful.
So, the performance is as dramatic as ever, but when I think of previous Merc-AMG G-Class offerings, two main shortcomings come to mind... steering and ride.
The steering was like a laggy mouse, with a few beats separating input at the wheel from response at the front treads. And the damping came up short, with a bouncy ride par for the course.
Still sitting on a ladder-type frame, the new G's suspension was developed by Mercedes-Benz and Mercedes-AMG. And finally, it has a decent double-wishbone independent front-end, with a rigid axle at the rear and coil springs all around. Plus, a strut tower brace, Merc-AMG calls it a 'suspension bridge', now connects the front strut towers, increasing torsional rigidity.
Ride comfort, especially in the most compliant 'Ride Control' suspension setting and riding on the big 22s, is massively better. It's no limo. You'll still feel jittering over higher frequency imperfections. But it's way, way ahead of the first-gen version.
The steering system changes from a recirculating ball to rack and pinion, and is now variable ratio with electro-mechanical rather than purely hydraulic assistance. And it's also much improved. We're not talking about a Lotus Elise-style connection with the road, but the steering is clearly more predictable and responsive.
One thing that hasn't changed is an ocean liner-worthy, 13.6m turning circle. You'll need to plan ahead for U-turns and reverse parks, but enough parking cameras (including surround view) to please Cecil B DeMille are on hand to help.
It's like a whole new world with a familiar cover wrapped around a markedly improved package. But (there must be a but) visibility is still compromised by thick window and door pillars, and despite the new dash layout ergonomic efficiency is patchy, with some switches and knobs located in relatively awkward positions.
As mentioned earlier the G 63 features three 100 per cent diff locks and low-range off-road gear reduction. But forget breakover angles and wading depths. This 4x4 seeing off-road action is as likely as an Abbott 2.0 prime ministership.
Suffice it to say, this car wears the 'Schöckl' badge at the base of its B-pillar. And in case you were wondering, Schöckl is a 1445m mountain in Graz, the Austrian city where the G-Class is built (and big Arnie Schwarzenegger was born!).
In the second-gen G-Class's development, prototypes covered roughly 2000km over a five kay trail including gradients of up to 60 per cent and lateral inclines up to 40 per cent. So, despite its irrelevance, the off-highway box is ticked.
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.
The second-gen G 63 hasn't been assessed by ANCAP or Euro NCAP but its new electronic architecture brings the car up to speed on active safety tech, now incorporating 'Distronic' cruise control with 'Active Distance Assist', 'Active Brake Assist', AEB (forward and reverse), 'Active Lane Keeping Assist', 'Blind Spot Assist', 'Adaptive High-Beam Assist', tyre pressure monitoring, and 'Traffic Sign Assist'. Plus, the 'Pre-Safe' system prepares the vehicle and occupants in the face of an inevitable collision.
And once that impact has occurred, you're protected by nine airbags, including rear seat airbags, full-length curtains and a driver's knee bag.
There are three top tether points for child restraints/seats across the back seat, with ISOFIX anchors in the two outer positions.
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'.
Mercedes-Benz (and by extension Mercedes-AMG) offers a three-year/unlimited km warranty with 24 hour 'Road Care' emergency roadside assistance provide for three years.
Servicing is recommended every 12 months/20,000km and a capped price servicing plan is available at Silver and Platinum levels for up to five years/100,000km.
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.