Feast your eyes on the mighty new Bentley Supersports – billed as the “most driver-focused Continental GT ever”.
A century after the birth of the first Bentley “Super Sports”, which was the first Bentley capable of exceeding 100mph, the nameplate returns for only the fourth Supersports model in the luxury car company’s history.
The new Bentley Supersports brings rear-wheel drive and sub-two-tonne weight to the Continental GT for the first time.
Under the bonnet is a non-hybrid twin-turbo 4.0-litre V8 producing 657bhp and 800Nm of torque with power fed through an eight-speed double-clutch gearbox to the rear wheels only.
The 0-62mph sprint will be dispatched in 3.7 seconds, and the Supersports will top out at 192mph, though Bentley says the car’s improved dynamics are more important than the headline figures.
Carbon ceramic brakes, new 22-inch lightweight forged wheels developed with Manthey Racing and an Akrapovič full-length titanium exhaust system are standard, while Pirelli Trofeo RS tyres are available.
The exterior represents the most purposeful Continental GT ever, with a series of form-following-function developments to maximise downforce and save weight.
A new front bumper integrates the biggest front splitter ever fitted to a Bentley road car, feeding cooling air to the engine and front brakes.
Aerodynamic aids include carbon fibre dive planes, side sills and a rear diffuser, plus a fixed rear wing.
The weight saving regime extends to the roof, which is now a carbon fibre panel to also lower centre of gravity whilst maintaining structural stiffness.
Inside, the two-seat cabin features new sports seats, positioned lower in the car, with the rear cabin environment replaced with a carbon fibre and leather shell.
“The new Supersports is more than just the most driver-focused Bentley yet,” said Bentley’s Chairman and CEO, Dr Frank-Steffen Walliser.
“It signifies a return to Bentley making more extreme cars – ones that combine extraordinary breadth of ability with true driver engagement, while remaining pieces
of automotive artwork unique and bespoke to each customer.
Bentley has always thrived when revealing a more daring side, and the new Supersports is a statement of our intent while celebrating 100 years of the name.”
No official word on the price, but we wouldn’t expect there to be any change from £400,000.
We get behind the wheel of the Genesis Electrified GV70 – the refreshed flagship SUV from the upmarket South Korean brand…
I first tested the Electrified GV70 in 2022. It was one of the first models from Genesis, which was launched in the UK the year before.
To put Genesis into context – it’s the luxury arm of the Hyundai Motor Group, which also includes Kia and Hyundai. So, think Lexus/Toyota or Infiniti/Nissan.
Starting at £64,405, the Electrified GV70 was on the pricey side at launch and it was up against everything from the Tesla Model Y to the Mercedes-Benz EQC.
That said, I was really impressed with the Electrified GV70, and it’s remained a hidden gem of the Genesis range.
Fast forward to 2025, and the GV70 has been treated to a makeover with tweaked styling, a bigger battery, new trim levels, and a more luxurious interior.
Genesis hasn’t used the facelift as an excuse to whack up the price either. The Electrified GV70 now starts at £65,915, which seems rather more reasonable a few years on.
Let’s start with specs. Previously there was just the Sport option. Now buyers can choose Pure, Dynamic, and Luxury.
Externally, the GV70 looks much the same, which is no bad thing, because it’s an elegant SUV.
Changes include slimmer LED headlights, new wheel designs, tweaked bumpers and rear lights. Some say it’s resulted in a baby Bentley look.
Perhaps the most important change is that the GV70 now has a larger 84kWh battery (up from 77kWh), which increases the claimed range to 298 miles.
And thanks to its powerful 800V architecture, it’s possible to charge at up to 350kW, resulting in a theoretical 10-80% top-up time of just 19 minutes.
All three models in the range are all-wheel drive with the same dual-motor set-up that delivers up to 483bhp when the Boost mode is engaged (the standard output is a still potent 429bhp).
Perfect for overtaking, boost mode gives a 10-second burst of maximum performance, taking you from 0-62mph in just 4.4 seconds.
Inside, a lovely new panoramic 27-inch OLED display steals the show with its mix of essential driving information and infotainment functions. It also has wireless Apple CarPlay and Android Auto connectivity for the first time.
The new system now also has the ability to run streaming services such as Netflix and Disney through the screen (ideal during rest stops or whilst charging).
Add the Dolby Atmos sound played through the B&O sound system and active noise cancelling in the cabin, and the effect is truly cinematic.
I’m just pleased that Genesis hasn’t gone totally minimalist. Prodding and swiping a touchscreen on the move is distracting, so keeping physical controls for essentials such as climate control is welcome.
Overall, the quality of the materials used, the mix of metals and leather, plus the superb cabin refinement, give the GV70 a luxury ambience.
There’s even a wireless phone charger next to a UV light-sterilised armrest storage compartment, so you can clean your phone as you drive.
The driving position at its lowest is still a tad high for my liking, but then that is one of my EV bugbears.
There’s plenty of space up front and for rear passengers, and the seats are super comfortable, while the boot expands from 503 litres to 1,678 litres with the rear seats down. Visibility is generally good, though the rear window is on the narrow side.
There are three main drive modes – Eco, Comfort, Sport, and Sport , plus e-Terrain mode which uses artificial intelligence to “read” the driving surface in real time and deliver the appropriate grip. You can also manually choose from Snow, Mud and Sand modes.
But perhaps the best feature of all is the new virtual gear shift function. While not as impressive as the system found in its sporty cousin, the Hyundai Ioniq 5 N, it is clever and allows you to use the regenerative braking paddles as gear shifters, complete with exhaust note and simulated engine braking.
On the road, the Electrified GV70 is very fast and surprisingly agile for a 2.3-tonne SUV, but it’s still a lot of car to control and bring to a halt on the twisty bits, which ultimately dents the driving fun.
But then this EV is more about luxury, comfort and refinement, so it’s at its best simply wafting along.
With accurate steering, strong grip and traction levels and a compliant ride, the GV70 is an impressive cruiser.
When driven sensibly, it’s efficient too, and a useful real-world range north of 250 miles is quite possible – more in city driving.
And if you’re looking for peace of mind, every Genesis model comes with a generous five-year warranty with unlimited mileage.
A five-year Care Plan is also available, which includes at-home collection and return for servicing, a courtesy car, road assistance for five years, and free software updates.
Verdict: The Electrified GV70 is better than ever – and still Genesis’s best all-round car. Elegant, fast, luxurious, practical and easy to drive, it’s a leftfield choice if you’re looking for a large electric SUV.
The world’s oldest Bentley T-Series has returned home to Crewe after 59 years.
Sensitively restored and retaining much of its original components and running gear, it takes its place in the Bentley Heritage Collection, which celebrates the marque’s 105-years history.
The standard saloon in Shell Grey, chassis number SBH1001, was used as a company trials car and featured in the original press coverage following the model launch at the 1965 Paris Salon de l’Auto.
When found under a cover in storage, the car had not run for decades and was missing several key areas – including its entire interior.
The car’s significance as the first T-Series – or equivalent Rolls Royce Silver Shadow – off the production line prompted the decision to recommission it, preserving as much of the original car as possible.
“The T-Series is one of the final two pieces of the puzzle to complete our rejuvenated Heritage Collection,” explains Mike Sayer, Head of the Bentley Heritage Collection.
“Our Chief Communications Officer, Wayne Bruce and I quite literally found it under a tarpaulin in the back of a warehouse, and given it was the first-of-line chassis we knew we had to save it.
“Together with our T-Series Mulliner Coupe, this revitalised sedan completes the Bentley heritage story of the 1960s and 1970s, and is now an outstanding example of the model, which was the first Bentley to use a unitary monocoque construction.”
Using the freshly developed 225bhp, 6.23-litre V8 engine, seven prototypes undertook significant testing including endurance runs of over 100,000 miles.
Design innovations included separate sub frames to carry the engine and transmission, suspension, steering and rear axle assemblies, with ‘Vibrashock’ rubber sub frame mounts developed to isolate road noise and vibration.
Its relatively lightweight construction gave impressive performance for a saloon in 1965, with a maximum speed of 115mph and 0-62mph achieved in 10.9 seconds.
A total of 1,868 examples of the first-generation T-Series were produced, with a pre-tax list price of £5,425, and the majority were standard four-door saloons.
We get behind the wheel of the sporty RX 500h – the first-ever turbocharged Lexus hybrid…
The three Cs (‘confidence, control and comfort’) are the cornerstones of the Lexus driving experience.
There’s no mention of ‘sport’, yet the latest version of the big RX SUV we’ve been testing seems to embrace performance and driver engagement as much as the three Cs.
What’s more, efficiency takes a back seat too, along with another Lexus fixture – the much-maligned CVT transmission.
So. the RX 500h (marketed as a ‘performance hybrid’) is a genuine curiosity and marks something of a departure for Toyota’s upmarket sister brand.
Just to recap, the original RX 450h was the world’s first luxury hybrid SUV when it was launched in 2005.
The RX is now in its fifth generation and buyers can choose from a 350h hybrid or 450h plug-in hybrid, plus the new range-topping 500h.
All offer four-wheel drive, but the 500h is the first-ever Lexus turbocharged hybrid.
The 500h mates a 2.4-litre petrol engine with two electric motors (front and rear) and a conventional six-speed automatic gearbox.
For the record, the engine develops 366bhp and 550Nm torque, translating into a brisk 0-62mph acceleration time of 6.2 seconds.
There’s also a new ‘Direct4’ torque-vectoring electric rear axle and four-wheel steering.
Priced from a hefty £77,195 and available in F Sport or Takumi trim, the 500h looks much the same as its siblings (the 350h and 450h ) which is no bad thing, and it’s a tad smaller than a BMW X5.
The RX’s design has subtly evolved from the previous generation. It’s retained much the same shape and athletic presence, but the styling is sharper and more refined, while its new pointy nose (complete with trademark Lexus spindle grille) is the biggest change.
Inside, the RX is luxurious, comfortable and beautifully built. The cabin is light and spacious, and there’s ample leg and headroom in the back.
You can then add 461 litres of luggage capacity (seats up) or 621-litre (seats up, loaded to the roof), expanding to 1,678 litres with the rear seats folded.
On the tech front, the latest RX has ditched the previous model’s fiddly touchpad infotainment control and there’s now a more conventional 14-inch central touchscreen, alongside a digital driver’s display. The system is on the quirky side and takes some getting used to, but it’s an improvement on RXs of old.
However, it’s on the road that the Lexus RX 500h (we tested it in F-Sport trim) comes into its own.
Firstly, the old-school auto gearbox has transformed the RX 500h. Gone are the days of easing the accelerator in order to avoid the temporary din of high engine revs (a CVT gearbox foible). Instead, the six-speed shifts smoothly with just the right hint of aggression.
It’s a big 4×4 and weighs 2.1 tonnes, so it’s never going to be the kind of car that can barrel up to fast corners and get away with it, but thanks to some clever tech, it’s more capable and fun than you might think.
Body lean is better controlled than lesser RXs, and there’s plenty of grunt, especially in the mid-range.
The steering is responsive and there’s a powerful engine note, while the hybrid system works imperceptibly in the background.
The ride is in on the firm side, but on A-roads and motorways, it’s the composed and confident cruiser you’d expect from a Lexus.
Of course, no car is perfect, and the Lexus RX 500h is no exception. Lexus claims it can return 34.0-35.3 mpg, yet we managed closer to 25mpg. With a bit of restraint 30-ish mpg is possible, but considering Lexus’s pioneering hybrid history, we expected more.
Verdict: The Lexus RX 500h is something of a revelation. The addition of a conventional automatic gearbox, a turbocharged petrol hybrid powertrain and other clever tech delivers performance and attitude to an already accomplished big SUV.
We experience the epic Lexus LM luxury people carrier – from the driver’s seat, and as a pampered passenger…
Lexus appears to have pulled off a masterstroke with its LM (luxury mover). An exclusive niche market has been identified and LMs will soon be seen shuttling the wealthy between airports and plush hotels, depositing celebs on red carpets, and generally ferrying movers and shakers around the country.
The ubiquitous Mercedes-Benz V-Class isn’t for everyone and limousines are a little ostentatious, so Lexus is on to a winner with the LM. What’s more, the price range of £89,995 to £112,995 doesn’t appear to have put off buyers. Orders are already way above expectations.
Lexus LM four-seater
The secret of the LM is that it’s not too flash and it offers a flexible space that can be used as a sumptuous people mover, spacious mobile office, or somewhere to simply relax in abject luxury on the move.
Two versions are offered, with four or seven seats. The flagship four-seater features two “captain’s chair’ rear seats (inspired by those found in first class airline cabins) which can also be fully reclined.
The seven-seat model has two seats with massage functionality, plus a third row of flip-up seats which can be folded away when more load space is required.
Lexus LM seven-seater
The standard Lexus LM is front-wheel drive (AWD is optional) and comes with a 14.0-inch screen in the rear, dual sunroof, a 21-speaker Mark Levinson sound system, and a goodies list as long as your arm.
The top-of-the-range Takumi gets the wow factor with a partition between the front and rear cabin housing a 48-inch screen, plus a fridge and 23-speaker 3D surround Mark Levinson sound system.
First impressions count, and it’s fair to say that the Lexus LM is more of a statement than a looker. The designers have done their best to make it special, and not just another slab-sided MPV.
The combination of clever contours, bold creases, massive signature ‘spindle’ grille with slim LED headlights, plus the illusion of a floating roof, result in a people mover with serious road presence.
And at 5.1m long, 1.9m tall and 1.89m wide, it’s no shrinking violet. Though weirdly, behind the wheel it’s far more manageable than you might think, as long as you steer clear of narrow country lanes.
Built on the GA-K platform shared with the NX and RX SUVs, Lexus is keen to emphasise that the LM has more in common with a car than its rivals, which tend to be van-based.
Lexus LM seven-seater
The driving experience proves the point. The front cabin and seating position have the feel of a big crossover.
We suspect most LM buyers and users are unlikely to get behind the wheel themselves, but for the record, here goes…
From a driving point of view, all-round visibility is best in the seven-seater without the partition and widescreen (a rear-view digital mirror helps), but otherwise it’s a comfortable, spacious and well-equipped place to be, with a car-like dashboard layout.
There’s no shortage of power, thanks to the same 247bhp self-charging hybrid system you’ll find in the NX 350h and RX 350h models, combining a 2.5-litre four-cylinder petrol engine with electric assistance.
Acceleration from rest to 62mph can be accomplished in 8.7 seconds (9.1s for the FWD model) and maximum speed for both models is 118mph. CO2 emissions are in the 152-163g/km range, while fuel economy is as high as 42.1mpg.
Like the NX and RX 350h models, the LM uses a CVT gearbox which spoils the ambience of the cabin if progress is anything but stately. You see, the revs shoot up if you’re anything but soft with the right pedal, producing a temporary din.
It may not be possible, but I’d suggest fitting the hybrid powertrain from the RX 500h F Sport which uses a six-speed automatic gearbox and is far more relaxed.
That said, chauffeuring is all about smoothness, so the LM is still a delight to be driven in by a professional, even with the CVT.
At nearly three tonnes (gross weight), it’s a substantial vehicle, yet it’s easy to drive and surprisingly manoeuvrable. It would be an exaggeration to call it agile, but it floats around nicely, switching seamlessly between petrol and electric modes at lower speeds.
Lexus LM four-seater
I can’t help feeling that a plug-in hybrid or 100% electric version might further boost sales where regular journeys take in ultra-low emissions zones, but maybe that’s one for the future.
However, the Lexus LM is all about the rear compartment. Both the four-seater and three-row options are a treat to travel in, though being able to fully recline in the former is particularly relaxing.
Each of the main two seats in both versions get individual digital handsets to control everything from the audio to the window blinds (they all close), while the seats are super comfy. There’s also an overhead console with some storage and controls for features such as the power-sliding doors.
Lexus LM four-seater
Overall, as you’d expect from Lexus, the materials used in the cabin are top notch and the quality is faultless.
A special mention for the panoramic screen in the top spec version which can also be split so that one passenger could be watching a movie, while the other is scrolling through a presentation.
A ‘Rear Comfort’ drive mode has also been developed to further refine the passenger experience with new braking and body control systems. There’s also tech to counter cabin noise and vibration, which worked particularly well.
Lexus LM four-seater
I’m very sensitive to travel nausea and I managed perfectly well as a back-seat passenger while in a normal sitting position, but not so much when I was lying down on anything other than smooth, straight roads.
The two versions have their plus and minus points. As a passenger I prefer seeing out front, so the seven-seater without the partition works best, but nothing can quite match the opulence of the widescreen, two seats and extra space of the top-of-the-range Takumi model.
Verdict: The bold new Lexus LM luxury people carrier recaptures the feeling of flying on a private jet, offering a winning combination of superb comfort, quality, practicality and privacy.
