First drive: 2020 Bentley Bentayga prototype

The hard-worked prototype cars in South Africa were a long way from the gleaming models in the official images, wearing lumpy black cladding to disguise their shape (and with fake rear lights looking like those of the pre-facelift car.) The cabins had drop-down fabric screens to cover trim from the risk of passing spy photographers when the cars were stationary, although these could be rolled up when the cars were on the move. They also featured data-logging systems, with the engineering team recording even seemingly insignificant issues to help get the cars ready for launch.

Although some will miss the option of the 6.0-litre W12, the V8 has always felt like a considerably more sensible choice, losing little in terms of performance or character. As before, the 4.0-litre engine’s effortless muscularity remains its defining characteristic, with plentiful low-down torque and lag-free responses making it accomplished at the sort of low-intensity cruising Bentleys are often used for. But proper sound and fury is never far away if you want it, the engine pulling hard and cleanly to the 7000rpm limiter and still snarling nicely at the top end. It still has cylinder deactivation, which shuts down four of them on gentle use to modestly boost economy, but it remains near impossible to discern this happening.

A drive in what is now a 'rest of world' spec W12 mule confirmed that the V8 feels barely slower under all but the most enthusiastic use. To be honest, its loss isn’t a particularly great one. The eight-speed ZF automatic gearbox remains as impressive as ever, with the happy knack of almost always being in the right gear when left to its own devices while also providing snappy changes under manual control.

The chassis revisions haven’t significantly altered the way the Bentayga V8 drives, although the engineers reckon the track increase has slightly reduced steering input. It certainly changes direction well for something of its size and mass, the prototype finding impressive grip from its monster 22in Pirelli P Zeros.

Bentley was first to offer a 48V electric anti-roll system and it still impresses, effectively cancelling out pitch at everyday loadings and only allowing a small amount back as speeds increase. The Bentayga will never feel as sharp as a Urus, but the comfort-orientated ride-handling compromise continues to be very well judged for this part of the market.

The prototype’s cabin didn’t give us the opportunity to sample the fit and finish of the final car, but it did allow us a chance to test the revised infotainment, which feels like a major step on from the outgoing car’s in terms of looks and intuitive operation. We were also able to experience the improved rear-seat accommodation. As before, buyers can choose between a three-wide bench and a pair of individual rear seats, with a redesigned internal frame increasing leg room by around 30mm with the bench and up to 100mm with the individual seats when reclined, improvements that have come without any obvious downsides.

Customer deliveries will start in the third quarter of the year, and although pricing hasn’t been released yet, we’re not expecting a significant hike over the outgoing V8. The Bentayga was the first car to arrive in its segment and it enjoyed several years without significant competition, but the arrival of the Cullinan, Urus and – more obviously – soon-to-be-launched Aston Martin DBX have made life far tougher. None of is changes are radical, but all should help sharpen the Bentayga’s case.

2020 Bentley Bentayga V8 specifications

Where South Africa Price tbc On sale July Engine 3996cc, V8, twin-turbocharged, petrol Power 542bhp at 6000rpm Torque 568lb ft at 1960-4500rpm Gearbox 8-spd automatic Kerb weight 2416kg 0-62mph 4.4sec Top speed 180mph Economy 24.8mpg (WLTP) CO2 260g/km (WLTP) Rivals Lamborghini Urus, Rolls-Royce Cullinan