THE notion that “every-thing has a price” may be applicable to the costs associated with achieving your ambitions but, in the pursuit of exclusivity, money isn’t always an object. Eagle-eyed readers may have noticed that, contrary to our usual inclusion of two competitors in the match-up section, we’ve listed only the Bentley Continental Flying Spur, aged as it is, and in few criteria a worthy competitor, as an alternative to the Rolls-Royce Ghost. For various reasons, some measurable – price, size and performance – and other wholly subjective – charisma, status appeal, value for money – the CAR team could not agree which other vehicle, if at all, a potential Ghost buyer would consider.
But then, overt status appeal has always been one of the persuading factors in purchasing a Rolls; it appeals to those super wealthy individuals for whom no timepiece other than a Patek Philippe would do, or whose manicured feet are wont to slip into only Testoni brogues. To rationalise the purchasing decision for a Ghost is to risk missing the point entirely. Yes, an Omega reads time as accurately, Hugo Boss arguably doesn’t make inferior footwear and a Mercedes-Benz S600L matches the Ghost blow-for-blow.
But rationalise we must. This is a consumer-oriented magazine and as such we should evaluate a car on both its measurable and immeasurable qualities, of which the former include its ability to smooth away the worst road scars while ensconcing its pampered occupants in a cocoon of silence, supreme comfort and utter luxury.
If ever a manufacturer needed to get these elements just-so, it was Rolls. Based as the Ghost is on the steel monocoque of the BMW 7 Series, a seriously impressive vehicle that is almost undermined by its firm ride, we had misgivings about the Ghost’s ability – with apologies, Mark Twain – to make a pig sing. Our suspicions were founded.
Drive the Ghost on smooth asphalt or at high speeds and you’ll revel in its ability to instil an impression of breathing with the road surface but never feeling wallowy. It displays astonishing straight-line stability (we tested the Ghost in inclement weather in the Cape but it refused to yield its path in gusty conditions) and, unlike most air-suspended vehicles, dismisses cats’ eyes and expansion joints with aplomb.
However, the Ghost falters slightly when you turn off the highway. The discreet 19-inch wheels (with RR badges that are bottom weighted and so always stay vertical) are wrapped in 255/50 R19 run-flat tyres, which seem the most likely culprits owing to stiff sidewalls and comparatively low profiles. Because the vault-like cabin of the Ghost is otherwise so serene, some bumps and lumps are both heard and felt, and we regularly noticed slight kickback through the steering wheel. That said, with the exception of some wind rustle generated by the enormous side mirrors at high speeds, the Ghost excelled at suppressing tyre and wind noise – even at 224 km/h, a speed at which the Ghost crossed the one-kilometre marker during our performance testing.
We have a final point of criticism that’s best dismissed before we get to the good stuff. Slide into the lofty driver’s pew (you don’t lower yourself into it; the front seats are set at a level that places you in the line of sight of compact SUV drivers) and you’ll find only minimal planes of adjustment. The squab length and bolster thickness are all set, and neither front seat offers a massaging or cooling function. This paucity of equipment extends to the rest of the cabin. Adaptive headlamps, radar-guided cruise control, a surround- and/or reverse-camera system and multi-adjustable rear seats all reside on the lengthy options list. We have to question Rolls-Royce’s decision not to offer these items as standard when Rolls-Royce buyers would surely desire a comprehensive specification.
That said, what the cabin lacks in luxury items it counters with some of the best materials we’ve experienced in any test car. From the genuine burr walnut inlays to the silken hand-cut and -stitched leather and lambswool mats (again, optional), the cabin exudes an air of opulence, as if the manufacturer spared no expense in creating it. The driving position is optimal and all controls are logically sited, right down to the elegant steering-column-mounted shift lever and Rolls-ified iDrive system. The dainty black on off-white dials are easy to read (no rev counter here, only a “reserve power” meter), while the intuitive climate-control interface, aided by traditional organ-stop vent controls, requires only the minimum of twiddling to establish the ideal temperature.
Upon ingress of the rear of the cabin through the weighty rear-hinged second set of doors (they can open 83 degrees and each contains a RR-branded umbrella), passengers are cosseted in an environment that leaves no doubt that their comfort is paramount (Rolls claims the Ghost is for people who want to drive their cars and not laze in the rear; we remain sceptical…). The bench just feels right. The squab lengths, angle of the backrest and padding are ideal, and there are oodles of leg-, head- and shoulderroom.
Underneath the 5,4-metre long saloon body (heaven knows how the British carmaker managed to make a vehicle of such bulk appear comparatively compact and beautifully proportioned in the metal), beats the 760Li’s twin-turbo V12, in this case enlarged by 620 cm3 to 6,6 litres. It is mated with a ZF-developed eight-speed automatic gearbox.
With peak outputs of 420 kW and 780 N.m of torque at a low 1 500 r/min, the Ghost is the most powerful production-spec Rolls-Royce in the company’s history and the V12 goes about its business unobtrusively but with enough verve to never raise doubt about its suitably for a car with the (retractable) Spirit of Ecstasy on the peak of the grille.
During its performance test, we managed to coax the close-to 2,4-tonne Ghost from standstill to 100 km/h in a mere 5,37 seconds before crossing the kilometre marker at 24,07 seconds, at which time the aerodynamic inefficiency of the bluff frontal area had started taking its toll by softening acceleration considerably.
The braking system, equipped with 410 mm ventilated discs fore and 402 mm items aft, stopped the Ghost from 100 km/h at an average of 3,05 seconds and the brake pedal felt solid and progressive underfoot. In fact, the weighting of the major controls is one of this vehicle’s triumphs. The steering is slick and direct, allowing the pilot to place this behemoth with inch-perfect precision, even in congested city driving. The transmission calmly exacts gear changes under normal driving conditions but, when called upon to produce a turn of speed, will respond with the necessary vigour and intent.
Rolls-Royce hasn’t miraculously turned the Ghost into a driver’s car, however. It’s simply too heavy and comfort-oriented to ever enjoy being hustled. When required, the test unit briskly threaded together a series of corners aided by the excellent steering and progressive roll rates of the air-sprung suspension setup, but the exercise seemed glaringly incongruous with the nature of the British limousine.
Test Summary
The Ghost is imperfect, yes. The occasionally lumpy ride and mean standard specification are arguably inexcusable at the price.
But, the manner in which Rolls-Royce has managed to distance the Ghost from its German counterpart is nothing less than triumphal. Furthermore, its drive- and powertrain differs so completely from the Phantom, yet the smaller Rolls manages to feel (almost) as special as the carmaker’s bespoke flagship. Like a Patek Philippe or a pair of Testonis, the Ghost is a hedonistic buy that often asks more questions than it answers. Yet, for something that encapsulates the indescribable and is conspicuous by design, the Ghost is priceless.