Bentley Bentayga EWB 2022 Review – International

The 2022 Bentley Bentayga EWB is expected on sale in Australia in the fourth quarter of this year, with pricing tipped to be about 15 per cent above the ask for the regular model.

Given that the regular Bentley Bentayga V8 costs $378,600 plus on-road costs in Australia, that would put the EWB at a starting point of roughly $435K, which is still well short of the $692,150 sticker price for the Rolls-Royce Cullinan, but north of the $403,554 Range Rover SV P530 LWB.

Measuring a sizeable 5305mm from bumper to bumper, the Bentayga EWB is the longest vehicle to sit on the MLB Evo platform (also used by the Audi Q7/Q8, Volkswagen Touareg, Porsche Cayenne and Lamborghini Urus), but it’s still 270mm shorter than the Mulsanne limo that it effectively replaces.

It won’t be a niche offering, as Bentley execs say they expect the EWB to account for 45 per cent of Bentayga sales following its market launch.

Company officials are also at pains to point out the newcomer is a thoroughly re-engineered vehicle, with 2500 new parts vis-a-vis the regular Bentayga, resulting from a “nine-digit investment” in its development.

The EWB introduces four-wheel steering to the Bentayga, and this feature results in a tidy turning circle of 11.8m, which is 0.6m less than the standard model requires.

The other key feature the EWB debuts is soft-close doors, while the sheer length and weight of the rear doors has meant the introduction of an electronic opening and closing system, activated via push buttons on the rear centre console.

The most obvious clue to the identity of the EWB – apart from the XXL rear doors – is a new vertical-vane grille in lieu of the usual mesh pattern unit. However, the crosshatch theme is still retained for the lower air intakes.

The EWB will be offered in two core specifications, with the base model already bringing a generous quota of standard kit. The range-topping Azure trim goes the extra mile as its focus is said to be on “wellness” – in other words, delivering occupants to their destination feeling refreshed.

The base model comes standard with 21-inch alloys, fluted leather upholstery, 20-way adjustable front seats, wood veneer trim and plenty more bells and whistles. The rear compartment in the base model can be configured with either the 4+1 or five-seater layout.

The range-topping Azure is distinguishable by its chrome-finish lower air intakes, while the car rides on massive 10-spoke, 22-inch alloys that are offered in a choice of three different finishes.

The Azure also has badges spelling out its identity on the fascia and embroidered into the backs of the front seats. The seats themselves are trimmed in leather that features a new elongated quilting and perforation pattern exclusive to the Azure.

An interesting novelty is the optional ‘Bentley Diamond Illumination’, whereby LED lights provide ambient illumination by shining through perforations in the padded trim.

Even your feet are pampered in the Azure, thanks to super-soft deep-pile carpeting, while the two-tone, leather-clad steering wheel has a heating function to get your mitts warm on frosty days.

The four-seater ‘Airline Seat Specification’ features a pair of reclining seats in the rear, each of which is complemented by a foot rest that deploys electronically from the back of the seat in front.

While this seating format is hardly new, Bentley claims it has introduced a couple of world-firsts in the seats.

The first of these is ‘Seat Auto-Climate’, which senses the occupant’s body temperature and compensates by either warming or cooling to bring their torso to the optimum thermal range.

The other first, according to Bentley, is ‘Postural Adjust’, which makes proactive micro-adjustments to the support in the seat (up to 177 changes over a three-hour window), with the aim of stimulating muscles and reducing fatigue.

Back-seat dwellers also benefit from dual ionisers for the rear cabin that filter out airborne particulates, so they don’t go and lodge themselves in your lungs.

As per its regular sibling, the 2022 Bentley Bentayga EWB comes equipped with the 48-volt active roll stabilisation system, while the addition of rear-steer makes it more manoeuvrable at low speeds while adding stability at highway speeds.

Also standard is adaptive cruise control, which maintains a set distance from the vehicle in front, slowing down (to a halt if necessary) when the vehicle in front does so and resuming the set speed once the lane is clear.

Together with lane assist, traffic assist and ‘Bentley Safeguard’, the stretched Bentayga’s suite of on-board radar and camera systems constantly monitor the surrounding traffic and roads and can intervene if necessary to prevent or reduce the severity of an accident.

The oily bits are unchanged for the 2022 Bentley Bentayga EWB as propulsion comes from the familiar 4.0-litre twin-turbo V8 that thumps out 404kW of power at 6000rpm and 770Nm of torque from 2000-4500rpm.

Drive is sent to all four wheels by a ZF eight-speed auto.

The EWB is a hefty vehicle at 2514kg, but it still manages to scoot from 0-100km/h in 4.6sec and hit 290km/h flat out.

As of now, there are no plans for a W12 version, but performance is clearly more than adequate with the V8, so there aren’t likely to be too many customers demanding more cylinders or cubic inches.

The powertrain offers plenty of mid-range grunt, and it strikes a nice balance between being audible when pushed, yet near-silent at highway cruising speeds.

Even though the USP of the 2022 Bentley Bentayga EWB is its vast and opulent rear compartment, Bentley execs say many buyers will be owner-drivers, rather than chauffeur-driven back-seat dwellers.

It might be a 5.3m-long, 2.5-tonne chariot, yet the Bentayga EWB hides its girth relatively well, as we discovered during the launch drive program, as part of which we covered the Sea to Sky Highway from Vancouver to Whistler Mountain and beyond.

The addition of four-wheel steering is a welcome addition to the EWB. Apart from keeping its turning circle down to a tidy 11.8m, the rear-steer also helps greatly in getting the big SUV rotated through tight corners without having to wind on armloads of steering lock.

The 48V active roll stabilisation system also plays its part, keeping the EWB relatively flat, should the mood take you to fling it across winding mountain roads.

The EWB is a far more agile and dynamic drive than the Rolls-Royce Cullinan, which is much happier sedately wafting along than it is being manhandled across sinuous tarmac. The Bentley also has the Range Rover LWB comfortably beaten in the grip/handling department.

As touched on earlier, straight-line performance is decidedly lively, with the Bentayga sprinting from corner to corner and dispatching overtakes (when required) with effortless ease.

But what we were keen to find out is what sort of experience the Bentayga EWB offers to its rear seat occupants – especially with the Airline Seat Specification.

The trade-off for the Bentayga EWB’s dynamism (for a vehicle of its size and type) is that ride quality is a bit sharp over high-frequency road-surface imperfections.

As a result, rear occupants don’t get to bask in the magic-carpet ride you’d get in a Rolls-Royce Cullinan, or even a Mercedes-Maybach GLS.

Luggage capacity is also a bit on the tight side, with the four-seat configuration only offering 392 litres of stowage space. You may want to opt for the five-seat layout (it offers 484 litres) if this is a deal-breaker.

There’s plenty of elements that exude seven-star luxury in the Bentley’s cabin – especially the sumptuously upholstered leather quilted seats, plus the immaculately finished veneer trim on the doors and centre console.

The chromed door handles and knurled alloy twist knobs are also a delight to hold and behold.

However, it’s a letdown to find switchgear that’s no different to what you’d find in a previous-gen Volkswagen Golf.

This is one area where the Bentayga (which dates back to 2015) is beginning to feel its age. The latest Flying Spur has addressed this gripe with a first-class cabin that shows little tangible evidence of parts sharing across the Volkswagen Group.

No doubt it will also be resolved in the next-gen Bentayga, due in about three years.

The 2022 Bentley Bentayga EWB is likely to be greeted by a highly receptive audience in markets such as China and the US. What’s less clear is how many Australian buyers will prefer it to its 180mm-shorter sibling.

The arguments in favour of the EWB are that it loses nothing in the way of agility or manoeuvrability, thanks mainly to the addition of four-wheel steering.

As for the payoff in cabin space, that goes without saying.

On the other hand, you will be up for at least an extra $60K, and there’s also the fact you’ll be taking up more road space.

As a whole, the Bentayga EWB does what it says on the box, and it opens up Bentley’s big SUV to a whole new demographic, who might otherwise have bought a limo.

How much does the 2022 Bentley Bentayga EWB cost?
Price: $435,000 estimated (plus on-road costs)
Available: Final quarter 2022
Engine: 4.0-litre V8 twin-turbo petrol
Total 0utput: 404kW/770Nm
Transmission: Eight-speed automatic
Fuel: To be confirmed
CO2: To be confirmed
Safety rating: Not tested