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Bentley pauses its BEV-only target — and for good reason
Bentley has quietly pushed back its plan to become an all-electric brand, moving the target from 2030 to 2035 and placing hybrids at the centre of its product roadmap. The Crewe-based marque says slow and inconsistent demand for very expensive battery-electric vehicles (BEVs), especially in the ultra-luxury segment, means a full BEV rollout by 2030 is no longer commercially viable.
The announcement came as part of a broader update about Bentley's new engineering technical centre, but buried inside the corporate language was a clear strategic reset: Bentley will introduce at least one new hybrid or electric model every year through 2035, and its first production electric vehicle will be built in Crewe from 2027.
What Bentley calls a 'luxury urban EV'
The as-yet-unnamed EV, initially expected to enter production in 2026, is now slated for 2027. Bentley describes it as a 'luxury urban EV' — a label that suggests a vehicle tuned more to on-road refinement and city manners than off-road bravado. Visually, insiders say the newcomer will be slightly shorter and narrower than the Bentayga, while still sharing a similar presence and luxury cues.
Underpinning the model is the Premium Platform Electric (PPE), the same architecture developed with Porsche and Audi that will underpin the Porsche Macan Electric, Audi Q6 e-tron and the Cayenne Electric. That technical commonality opens the door to high-performance dual-motor layouts capable of delivering near-1000 hp in the most potent configurations — important when ultra-luxury SUVs already tip the scales at two-plus tonnes.
Why weight and efficiency matter
Heavy curb weights are a recurring theme in the luxury EV debate. Many full-electric SUVs can exceed 2.5 tonnes even in light configurations; plug-in hybrids often add battery and electrified hardware on top of already large combustion engines. For context:
- Even the Ferrari Purosangue is heavier than 2.0 tonnes.
- The BMW XM Label can top 2.7 tonnes, heavier than some full-size pickup trucks.
Those figures underscore the engineering and regulatory challenges of delivering luxury EVs that meet safety, performance and emissions targets without compromising dynamics.
Hybridization as a bridge strategy
Bentley is explicit that hybrid models will keep combustion-powered luxury cars viable through the transition to full electrification. The manufacturer has already explored plug-in hybrid V8s in the Continental GT and Flying Spur; the Bentayga is a strong candidate to receive similar twin-turbo V8 PHEV treatments.
Bentley also offers a 3.0-litre V6 (EA839) plug-in hybrid in some packages, but the marque could expand the range with higher-output V8 hybrid options. Potential benchmarks include Porsche Cayenne Turbo E-Hybrid-level outputs around 729 hp and even Lamborghini Urus SE territory approaching 789 hp — numbers that illustrate how hybridization can deliver both performance and improved efficiency.
Market reality bites
Bentley’s retreat from a 2030 BEV-only goal is an admission of the market realities facing luxury automakers: electrification is not a one-size-fits-all proposition when price sensitivity, charging infrastructure, and buyer preferences vary widely across regions. High purchase prices for luxury BEVs, residual-value uncertainty, and inconsistent consumer demand mean a phased approach — hybrids first, targeted BEV launches later — is the pragmatic route.
Highlights:
- First Bentley production BEV now scheduled for Crewe, 2027.
- Company goal shifted from 2030 to 2035 for BEV-only lineup.
- One new hybrid or electric model expected annually until 2035.
For enthusiasts, the reset offers a mix of reassurance and curiosity: combustion fans get an extended role through advanced hybrids, while EV supporters will watch closely to see whether Bentley’s forthcoming luxury urban EV can deliver the refinement and range buyers expect without the massive weight penalty. Either way, Bentley’s strategy underscores a bigger industry lesson — electrification timelines will be determined by market demand and engineering trade-offs, not boardroom dogma.
Source: autoevolution
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