performance – Pulpaddict

Bentley announces hot Supersports edition of the Continental GT

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.

Genesis Electrified GV70 review

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.

Genesis UK

Volkswagen Touareg R eHybrid review

We get behind the wheel of the big, performance-focused plug-in hybrid SUV from VW…

Volkswagen’s biggest SUV was originally launched in 2002, and is now in its third generation. During that time, well over a million have found homes around the world, including some 60,000 in the UK.

Recently treated to a facelift and updates, it’s the range-topping ‘R’ model that’s the subject of this week’s road test.

To be exact, it’s the Touareg R eHybrid 4MOTION, which means that it’s an all-wheel drive plug-in hybrid.

It’s not short of a few premium-badged rivals either. Take your pick from the likes of the BMW X5, Land Rover Discovery, Audi Q7, Mercedes-Benz GLE and Porsche Cayenne.

The current Touareg model has been around since 2018, so the refresh is welcome.

Externally, there are new bumpers front and rear, new matrix headlights (which use no less than 38,432 micro LEDs), a new rear lightbar, plus new 20, 21 and 22-inch alloy wheel designs to sharpen up the overall look.

Inside, there’s an updated version of VW’s slick Innovision Cockpit including 15-inch touchscreen and 12-inch digital instrument cluster, improved voice control and wireless app integration.

Crucially, there are more soft-touch surfaces in the cabin – an essential when a car is priced from a very premium £80,710.

Touareg customers can choose from three models – Elegance, Black Edition or R.

The R gets 22-inch ‘Estoril Black’ alloy wheels, ‘Puglia’ leather trim with cooling seats up front, plus blue brake calipers with the ‘R’ logo. That logo makes other appearances, including the seats and sill panel mouldings (where it’s illuminated no less).

The R is fitted with air suspension as standard, Park Assist Pro with Area view, and plenty of other goodies. In fact, just about all the gadgets and safety/driver assistance features you’d expect of a car in this price range are included.

The Touareg R develops a mighty 456bhp from its twin-turbo 3.0-litre petrol V6, combined with electric motor and modest 17.9kWh lithium-ion battery.

VW claims it has a 31-mile electric-only range, which is a bit shorter than some rivals, but enough for most short commutes.

There’s a potential 121mpg, while CO2 emissions are a low 53g/km.

The battery takes around 2.5 hours to charge via a 7.2kW charger, or overnight using a 2.3kW connection.

And with a 155mph top speed (limited) and a 0-62mph sprint time of 5.2 seconds, it’s certainly no slouch.

Drive is sent through an eight-speed automatic gearbox with the option of steering wheel-mounted paddles for manual changes.

It’s practical too, with ample space for adults front and rear, and a useful 665 litres luggage capacity, rising to 1,675 litres with the rear seats down. But remember, it’s only available as a five-seater.

The Volkswagen Touareg R is impressive on the road. Yes, it’s substantial and weighs in at nearly 2.5 tonnes, but the engineers have done a pretty good job of disguising that bulk with impressive body control.

Obviously, it’s no Golf R, but it is surprisingly agile for a big SUV. The ride is on the firm side (not helped by the enormous 22-inch wheels), but it’s by no means uncomfortable. In fact, on cruises and in town, it floats over bumps and potholes.

The suspension can be tuned further by selecting Sport mode (in addition to Eco, Comfort, Normal, Individual, Off-Road, and Snow), which will also tweak other settings such as throttle response. Choose Individual and it allows you to customise most of the settings, including steering.

And just to give you a little more confidence, the brakes are progressive (not always the case with a PHEV) and effective.

The auto gearbox feels slick for the most part, only occasionally hesitating or holding a higher gear for a tad longer than necessary.

Sport mode dials up the V6 engine note, but it’s still understated, which is a shame because you’d expect more character.

In petrol mode it feels fast, but not blisteringly so, with electrical assistance for the initial getaway and plenty of mid-range grunt.

Of course, the Touareg R is at its smoothest and most refined when running in EV mode, though the real-world range is closer to 20 than 30 miles. It’s still a bonus, especially when the battery charge has been used up and economy for the petrol engine plummets to well below 30mpg – unless you really behave yourself.

On the plus side, the switch from petrol to EV – and vice versa – is seamless.

Ultimately, it’s a fast SUV with an environmentally-friendly side, set up more for comfort than sporty driving engagement.

We didn’t get to try the Touareg R off-road, but with its drive modes and air suspension, it should be capable of handling the kind of weather extremes we endure in the UK – or even the odd muddy festival car park.

Finally, it has a handy towing capacity of 3.5 tonnes, which is similar to other premium SUVs.

Verdict: The new-look Volkswagen Touareg R eHybrid is a swift, spacious, comfortable and well-equipped sporty SUV with off-road capability. And if most of your driving involves short commutes, the plug-in hybrid technology will slash your running costs.

Volkswagen UK

MG4 EV XPower review

We get to grips with the affordable EV hot hatch that is the MG4 XPower…

Full disclosure. I’m a big fan of the standard MG4 EV family hatchback. Not only is it a great value electric car (the range starts at just £26,995), but it’s well packaged, sharply styled and delivers a surprisingly engaging drive.

Add MG Motor UK’s generous seven-year warranty, and it’s a no-brainer if you’re ready to switch to 100% electric motoring.

The XPower is a sporty version of the MG4 – the second biggest-selling EV of 2023.

Unlike hot versions of standard cars from most other manufacturers, MG has decided to play it subtle with the XPower, so there’s no garish body kit.

It does get larger wheels, Bridgestone Turanza tyres, bigger brake discs, orange brake calipers, a contrasting black roof, and a new Racing Green colour option.

Inside, there’s red stitching, Alcantara trim on the seats and metal pedals. Otherwise, it seems much the same, with a 10.25-inch touchscreen (thankfully including physical short-cut buttons below), plus an additional 7.0-inch digital driver’s display.

Build quality in the cabin is fine, though there are a few too many scratchy plastic surfaces, while the infotainment system is on the basic side.

Of course, the big difference between the basic MG4 EV and the XPower is hidden from view. Whereas the regular car has a single rear motor with three battery options and power outputs of up to 243bhp, the XPower gets one battery choice, but gains a second 201bhp motor at the front, making it all-wheel drive.

With the rear motor at 228bhp, that equates to a remarkable 429bhp with 443lb of torque, delivering a blistering 0-62mph acceleration time of just 3.8 seconds – all for a still-competitive price of £36,495.

Crucially, MG’s engineers have also upgraded the XPower so that all that oomph (it’s the most potent MG ever made) can be distributed more effectively.

The new Dynamic Cornering Control System features a locking electronic differential and Intelligent Motor Control to allow torque vectoring between all four wheels.

There’s also revised spring and damper tuning, stiffer anti-roll bars and sharper steering, with MG claiming overall suspension stiffness has been increased by up to 25%.

The car’s 64kWh battery is good for a relatively modest official 239 miles on a single charge. However, the reality is likely to be well shy of 200 miles, especially if it’s cold outside and you’re heavy with your right foot.

The good news is that it has a maximum DC rapid charging rate of 150kW, which should deliver a 10% to 80% charge in 35 minutes via a 150kW public rapid charger, while a 10 -100% charge takes 8.5 hours using a 7kW home wall box.

On the road, the impressive instant torque is immediately obvious, especially in Sport mode with launch control activated.

It’s gut-wrenchingly fast in a straight line, but this novelty wears off a little when you watch your miles/kwh indicator sink to closer to 2 than 3. Oh, and a special button on the steering wheel to activate launch control would be welcome, rather than having to delve into the touchscreen.

Despite lugging around an extra electric motor, at 1,800kg, it’s still relatively light for an EV, which makes it feel agile.

One of the joys of the regular rear-wheel drive MG4 EV is it’s handling, which is more dynamic than most electric cars – especially in the affordable price range.

The XPower is much the same, but given the power on tap, it could do with a bit more fettling for it to be considered a true, all-round hot hatch. It still manages to stay flat in challenging corners, but a little more composure wouldn’t go amiss.

The ride feels slightly firmer than an MG4 EV, but it’s still decent, and there’s ample grip and stopping power on offer.

Like the regular MG4 EV, the XPower is wider than you think with a long wheelbase, so there’s plenty of space for passengers, front and rear. And, despite the sporty roofline, there’s good head and legroom in the back.

There’s also a healthy luggage capacity of 363 litres, rising to 1,165 litres with the rear seats folded down.

Given the performance boost, our only suggestion would be the addition of more figure-hugging sports seats up front.

Ultimately, the MG4 EV XPower is an impressive package, and as long as you can live with the range hit (the cheaper MG4 EV Trophy Extended Range can go 323 miles), its supercar-like acceleration and dynamic ride will never fail to put a smile on your face.

Verdict: The MG4 EV XPower is an all-electric five-door family hatch with a dark side. Should you choose to unleash the 429bhp on tap, it’s capable of competing with performance models two or three times the price. Sharply-styled, safe, great value for money and practical, it also offers peace of mind, courtesy of a seven-year warranty.

MG Motor UK

Porsche Taycan sets new benchmark at Shelsley Walsh

Gareth Herincx

2 days ago
Auto News

The all-electric Porsche Taycan has claimed two records at the world’s oldest motorsport venue.

In the hands of journalist Dan Prosser, the Taycan Turbo S Sport Turismo set the fastest times in both the Series Production Electric Vehicle and Estate Car classes at Shelsey Walsh Hill Climb in Worcestershire.

The 762 PS Taycan recorded a time of 31.43 seconds over the challenging 0.57-mile course, breaking the previous estate car record of 32.41 seconds, achieved with an Audi RS 6 Performance in 2016.

The Taycan then set an all-new record at the venue for production electric vehicles. In fact, it came within a second of the overall electric car record of 30.46 seconds, set by an electric single-seat Formula E race car in 2018.

In order to qualify for the road-car record, the Taycan remained as it left the factory in Zuffenhausen, Germany, right down to its road-biased Pirelli P Zero tyres.

Only a ‘beam breaker’, to accurately record the time of the run, and number stickers marked it out.

Underlining the road-going specification of the car, Dan drove the Taycan to Shelsley Walsh from his home on the day of the event.

Hill climbs are one of the earliest forms of motorsport, and Shelsley Walsh is the oldest motorsport venue in the world to still run events on its original course, having first been used in 1905.

The 914-metre course snakes its way up a rural hillside, and over that distance climbs by 100m.

It gives the course an average gradient of more than one in 10 – and at points it’s steeper still, up to 1:6.24.

At just 3.7-metres wide – narrower than a typical two-way road – and with little run-off area, the course demands precision driving. These factors combine to make hill climb racing particularly thrilling and addictive for competitors and spectators alike.

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