Words: Kyle Cassidy | Photos: Alex Schultz
Published 16 May 2026
At the top of the Bentley Continental GT range sits the Mulliner. Is it the ultimate expression of power and prestige?
This lavish creation is Bentley’s Continental GT Mulliner, described by the Brits as being the luxurious pinnacle of the Conti range. They humbly label it ‘one of the world’s most prestigious cars’. Simply put, it has more of everything; power, pomp and an eye popping price tag. Where the regular GT starts at $488k, the Mulliner kicks off at $623,000. It has the same ‘Ultra Performance Hybrid’ setup as the Speed while it wears a more luxurious design and specification. Still, there is always room to add options with Bentley, even when buying the top model. This example is draped in a special paintjob, dubbed Extreme Silver, as it has an extreme price attached; $19,011.63. And so with delivery charges and a few other nice options, this rolls out the door at $689,702.
But then it is some machine with its Mulliner-specific bling including that grille and the 22s with their always-upright B badge. Inside there are exclusive veneers, quilting, hide combos and finishes. There are a range of suggested colour options for the cabin, but you can also have it your way via the extensive options lists.
The Mulliner is powered by the up-spec plug-in hybrid system, bringing a combined 575kW and 1000Nm to play via the 4.0-litre twin turbo V8 and the high voltage e-motor living in the housing of the eight-speed twin-clutch. Helping make the most of it all, there’s the GT’s variable split AWD, adaptive air springs, active roll control and rear wheel steer.
Grand commuter
The hybrid system, with its 25.9kWh battery, gives you around 80km of engine-off commuting range. So if gas pumps do run dry, the Mulliner owner will still be able to get about town. It may be odd to prod a Bentley’s starter button and hear nothing, but the electric operation suits the GT. The e-motor has 450Nm, and working via the trans, it is brisk enough. It’s able to surge along at motorway speeds though anything more than about 70 per cent throttle will see the V8 fire up to help out. In hybrid mode, the e-motor assists the engine to help reduce gas intake, but you can expect consumption of around 13L/100km mark for city commuting. Bentley states a combined figure of 4.2L/100km.
It’s reasonably practical as far as a coupe goes. It’s easy enough to get in, the big seats are superb and on-board operations are easy with plenty of buttons on the console. The infotainment system is fairly basic, lacking in online connectivity, but we doubt the clientele care. The view for the surround camera should be better however, while the overall layout is looking dated, given the GT is now eight years old. Apart from its width, it’s easy to manage in traffic. The Mulliner rides properly too; settled and compliant.
The interior is a tactile delight with its knurled centre console and the diamond 3D printing on the door cards while every other surface is lined in fine leather or thick carpet. Apart from the steering column that is, which annoyed one fussy passenger. And yes, some of the switchgear is shared, but layered in shiny chrome plastic to bling it up.
It is a four-seater, but front row occupants are required to compromise comfort to give those in the rear some legroom. The boot is short on space however with just 260L offered.
Hyper hybrid
True to its GT nameplate, the Continental mops up miles effortlessly. In the Bentley mode, it bombs along easily, the air suspension soothing the bumps impressively. The powertrain is in a more relaxed state of mind, the V8 cutting in and out as throttle inputs demand. The rubber generates a mild rumble on coarse chip surfaces but it’s not deafening, you can still hear the V8 burbling away.
Click the dial around to Sport, and you feel the suspenders hunker down while the V8 assumes a heightened state for a more resolute response, as does the transmission.
The steering is perfectly suited to the car, well once you sort out the lane keeping system that is. It likes to influence your cornering line, but like a subordinate talking back, it just cannot be tolerated. Once that is sorted, the assistance at the wheel is commendable, not too demanding but positive. The turn-in is determined, the nose altering course immediately making it easy to pick your line. With the help of the active roll control, some targeted braking and those mammoth 275 cross section tyres, it can hold its own in the bends, despite the 2450kg weight working against it all. Okay, truly tight turns are not its forte; push on too eagerly and you’ll eventually overwork the tyres. But rather than the front end completely surrendering under the strain, it breaks away gradually. And as the steering relays the stress dutifully, it’s easy enough to hold it there on the edge. It might be an elephant, but its of the circus variety, you know the ones that could balance a ball on the end of their trunks while standing on two legs. Just like those poor enslaved pachyderms, this is quite the entertainer too.
While all wheels do the driving, there is a rear bias to the deployment. So you have the traction to ground all that output, but the fronts aren’t over worked. And so burying the gas just before the corner exit can help the rear around without the front pushing wide.
And the V8 just sends it down the straight. With the hybrid assistance, there’s no waiting, there’s just surge. With the low-end torque sorted electrically, the V8 can concentrate on powering down the straights. And as the crank speed builds past 3000rpm, so does the noise. It’s a refined bark mind you, not too over bearing.
As the V8 rounds past 6500rm, the twin clutch grabs another gear in a quick but refined manner. It goes about its duty like a good servant, never needing to be told, and always ready.
If the road proves a little unruly, progress can be placated by slipping back in Bentley mode, or better still, adjusting the Custom setup to run the powertrain in Sport and the suspenders to Bentley. That still delivers a fair degree of control, but with more decorum.
The GT is a car of substance, and while the stately mass is managed in the bends, there’s one area it can’t hide its weight, and that’s under braking. It has monumental discs but even they can feel the strain. One really has to stand on them to haul it up, while a slightly inconsistent response at the pedal can be blamed on the regenerative gubbins we presume.
One request would be to negate the seatbelt’s desire to constrict the life from you every time you open the throttle. The pretensioning mechanism pulls you in tight, thinking disaster is about to strike.
The hybrid system does help ease gas use too, even when you’re giving it some. Such pace and ferocity from a V8-powered sportster would usually see fuel use climb into the 20s, whereas here it peaked at 16. Still fairly horrendous, but it’s an improvement.
The GT Mulliner is an experience, one with few rivals when it comes to presence and pace. It’s getting on, but aging gracefully while the hybrid powertrain helps keep it relevant. The price, meanwhile, could only be justified by those who are, you know, wealthy and sorted.
Bentley Continental GT Mulliner
$623,000 / 4.1L/100km / 93g/km
0-100 km/h 3.24s
80-120 km/h 1.85s (57.9m)
100-0 km/h 34.56m
Speedo error 98 at an indicated 100km/h
Ambient cabin noise 72.4dB@100km/h
Engine 3996cc / V8 / T / DI
Max power 575kW@6000rpm
Max torque 1000Nm@1000-4500rpm
Battery 25.9kWh
Range 84km
Drivetrain 8-speed twin-clutch / AWD
Front suspension Wishbones / air springs
Rear suspension Multilink / air springs
Turning circle 11.3m (2.4 turns)
Front brakes Ventilated discs (420mm)
Rear brakes Ventilated discs (380mm)
Stability systems ABS, ESP, TV
Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size f-275/35R22 r-315/30R22
Wheelbase 2851mm
L/W/H 4895 / 1966 / 1397mm
Track f-1672mm r-16644mm
Fuel capacity 80L
Luggage capacity 260L
Tow rating Not rated to tow
Service intervals 12 months / 16,000km
Warranty 3yrs / unlimited km
ANCAP rating Not rated
Weight (claimed) 2458kg
