What We Don’t Like: Why must the W-12 act so insecure, always trying to impress us with its mighty thrust? Initial throttle response is laggy when attempting to drive gently, and then the power comes barreling on far too strongly. There’s a sag during the 1-2 upshift, and then it delivers another unruly surge. Although complaining about price may seem a little too obvious, suffice it to say that the law of diminishing returns kicks in well before the Bentayga’s $235,525 opening price. Even with the extraordinary initial ask, Bentley charges extra for everything from interior contrast stitching ($1980)—the same on the steering wheel costs an added $210—to rear-seat entertainment ($7155), an 18-speaker Naim stereo upgrade ($4690), a seat that folds out of the cargo area ($3200), and the four-seat configuration ($11,015), not to mention a $7870 package of electronic safety aids such as lane-keeping assist, adaptive cruise control, night vision, and a head-up display. Even a heated steering wheel costs $455 extra. And at our $285,114 as-equipped price, the Bentayga lacks a power headrest adjustment, its lane-centering system annoyingly dithers the steering wheel, and the plasticky shift lever was creaking in our car. This Bentley also doesn’t ride as well or feel as structurally solid as the Q7, despite a high-tech adaptive suspension, and we prefer Audi’s MMI infotainment as well. Also, in terms of practicality, the Bentley struggles to measure up, holding only nine carry-on-size bags behind the second row, one less than the much smaller Ford Escape. Choose the four-seat option and the second row doesn’t fold, either. Those rear seats have a princely high seating height but not a lot of stretch-out room, some of which must be further sacrificed by sliding the seats forward if occupants want to enjoy much of their reclining capability.