The Bentley Flying Spur Hybrid proves that electric motors improve the breed

Over the past few years, I’ve had the chance to drive many different vehicles, and one thing has become very clear: electric motors make cars better. They are very efficient and can recover energy that would otherwise be wasted on braking. They generate massive amounts of torque almost instantly and respond in a fraction of the time it takes an internal combustion engine to breathe deeply. And they do all of this in near-silence, making them ideal for applications in luxury cars.

And the cars don’t get much more luxurious than Bentley’s new Flying Spur Hybrid.

This new plug-in hybrid is Bentley’s second PHEV and follows the hybrid version of its Bentayga SUV before the brand’s first battery-powered EV was introduced in 2025. As in the SUV, a 2.9L V6 gasoline engine runs sits under the expansive hood, generating 410 hp (306 kW) and 406 lb-ft (550 Nm).

This engine shares the task of propelling the Flying Spur Hybrid with a 134 hp (100 kW), 295 lb-ft (400 Nm) electric motor, and the engine and motor use the same eight-speed dual-clutch transmission, driving all four wheels. (The Flying Spur Hybrid shares a platform with Porsche’s Panamera sedan and therefore uses the same DCT transmission rather than the eight-speed torque converter automatic used by the Bentayga Hybrid.)

However, that’s all mostly hidden from view and wrapped up in a relatively aero-efficient body. The vehicle needs that streamlined 0.3 coefficient of drag because there’s no getting around the fact that the Flying Spur Hybrid is a big car, 209 inches (5,316 mm) long, 78 inches (1,978 mm) wide (minus mirrors), 58 inches (1,483 mm) tall and with a wheelbase of 125 inches (3,194 mm).

At around 5,500 pounds (2,450 kg), it’s no featherweight either. But neither should we expect it to be, as it’s laden with thick carpeting, acres of leather and seats that move, heat, cool and massage front and rear occupants. In addition, there is an 18 kWh lithium-ion battery (usable: 14.1 kWh). The curb weight, however, could be much higher; Bentley has used aluminum where it can, including superformed laser-cut parts like the large rear side panel.

As you’d expect from a car sporting the winged B, the interior is quite opulent. Exact opulence is up to the buyer, particularly if Mulliner (Bentley’s body department) gets involved. The 3D quilted leather on the door panels is a nice touch, and I love the engine-turned aluminum veneer fitted to our British Racing Green test car. Pivoting the infotainment screen out of sight is a particularly nice touch, though it costs $6,490. Seat massagers are also among the best of them.

The long wheelbase means there’s plenty of room in the rear for those who prefer to be driven, but you may notice the relatively high beltline and low h-spot for the rear seats, contribute to rather small side windows from which to watch the passing world.