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Bentley reveals Continental GT V8 S with a bit more of everything

A Bentley seldom lacks for power, but the entry-level, V8-powered Continental GT and GTC will be getting just a bit more when the doors open at the 2013 Frankfurt Motor Show. The 4.0-liter twin-turbocharged V8 in the new Continental GT V8 S and GTC V8 S has been upgraded by 21 horsepower and 15 pound-feet of torque to bring output up to 521 hp and 502 lb-ft. That's no earth-shattering boost, but when you're dealing with a car that weighs over 5,000 pounds, ever little bit helps.
In a rare best-of-both worlds scenario, Bentley has managed to squeeze the extra thrust out of the Audi-derived engine without sacrificing fuel economy, enabling the new V8 S models to cover the same 500 miles on a full tank as the existing Continental GT V8. But the crew from Crewe didn't stop there: they also lowered the suspension by ten millimeters (0.39 inches), stiffened the spring rates by 45% up front and 33% in the rear, tweaked the dampers, fitted a stiffer rear sway bar and recalibrated the stability control, all in the aim of providing a more assertive, engaging driving experience.
The revised models can be identified by their tweaked front and rear fascias, black grille and unique 20-inch wheels. As of right now, it's not clear how much the V8 S will cost over the standard eight-pot Conti, but then Bentleys don't come cheap in the first place. Deliveries are set to begin early in 2014, by which time we hope to have more specifics on price and availability.

Bentley warns its 6.0-liter W12 engine won't survive beyond 2026

Bentley confirmed it will only sell plug-in hybrid and electric models by 2026, so its W12 engine will either be axed. Autoblog learned from a company spokesperson that the latter solution has been chosen. "No more W12," a representative replied when we asked what the future holds for the engine. It's a tectonic shift for Bentley, which proudly calls itself one of the industry's largest manufacturers of 12-cylinders. What remains to be seen is when the 6.0-liter will retire. Jan-Henrik Lafrentz, Bentley's board member for finance, affirmed there is "a lot of mileage left in [the W12]," which suggests it's not going away in the coming days, weeks, or months. Its days are undoubtedly numbered, however, which shows the British firm isn't afraid to make difficult decisions to keep up with regulations and market demand. It illustrated this point well when it axed the Mulsanne, its flagship model in the 2010s, earlier in 2020. Pivoting toward electric powertrains gives it an opportunity to return to the segment; sedans normally return better range than comparable SUVs because they tend to be lighter and more aerodynamic. Will it? Executives didn't say a comeback is imminent, but they didn't rule it out, either. "The market for big sedans is interesting. It has changed a lot over the past 20 years. It's not in a growth phase. While we have a great heritage in that space, we have a perfect sedan with the Flying Spur, so let's see what evolves as we release and reveal our electric car strategy," said company boss Adrian Hallmark. Bentley's first series-produced electric car is tentatively due out in 2025. Built on a new platform, it will be the first in a full range of EVs, and the company pledged to phase out the internal combustion engine by 2030.

Audi's Project Artemis woes could delay range of VW Group EVs

Two years ago, Audi's then new CEO Markus Duesmann announced his first big initiative called Project Artemis. The plan's marquee component is "to implement a new lighthouse project for Audi in record time," being "a highly efficient electric car scheduled to be on the road as early as 2024" on a brand new platform that would be shared with Porsche and Bentley. An ex-VW and -Porsche man named Alex Hitzinger, who'd also spent time at Apple working on the tech company's electric car, was brought on board to lead Project Artemis and come up with new ideas. Parent Volkswagen Group said it wanted to become "as agile as in a racing team," removing the bureaucratic molasses and bottlenecks interfering with getting the best product on the road in the best time. However, in any grand venture, failure comes before success. Automobilwoche reports that Artemis is struggling through issues large enough to push the product plans back by years. The issue, as it was with the ID.3 lineup on the eve of that car's launch, is software. Well, that's the latest, largest problem; Artemis has already been through copious struggles before getting to the software bit. Two months after Hitzinger came on, in December 2020, VW raised its EV volume target from 50% to 70% by 2030. That necessitated a rethink of the VW Group's entire platform strategy considering the far greater production scale. Hitzinger only lasted six months in the job, ousted in May 2021, supposedly because Audi believed his ideas were "not suitable for profitable series production" among other reasons. By that time, the pace of software development was already said to be six months behind schedule, with the Car.Software division working on VW.OS 2.0 "not yet running at the speed hoped for." Internal frictions were noteworthy and costly as well. VW's commercial division plant in Hanover was meant to build Artemis vehicles for Audi, Porsche and Bentley, but Automobilwoche reported in January of this year that Porsche paid a ""small three-digit million amount" — like $100 million or so — to get out of the deal mandating its vehicles come from the Hanover facility.    So Audi effectively brought Artemis in-house to lead vehicle development, and Car.Software turned into Cariad to get VW.OS and VW.AC, which stands for Automotive Cloud, to market.  The first Audi vehicle under Project Artemis was planned to arrive by the end of 2024, a production version of the Grandsphere concept.