Sheikh, Rattle and Rolls: Another special Phantom for Abu Dhabi

Rolls-Royce Phantom Yas Eagle edition – Click above for high-res image gallery

If there's anywhere in the world where they know how to gild a lily, it's the Persian Gulf. The oil-rich emirates there seem to have an endless appetite for items of, shall we say... questionable taste. And Rolls-Royce seems to have no qualms about milking the region's appetite for all it's worth.




Along with the gold-dipped Drophead Coupe and the series of special editions exclusively for the Gulf, Rolls-Royce has crafted another special Phantom for the land where oil flows like water. Called the Yas Eagle, this special was actually released a few months ago to coincide with the inaugural Abu Dhabi Grand Prix, but details have only made their way onto the Intertubes now.

The package can be ordered on any of the three bodystyles in the Phantom range: sedan, coupe and DHC convertible. It consists of a two-tone white and cobalt blue paint scheme (think the original Viper GTS coupe, sans attitude), an interior done up in blue and red leather (with matching top for the Drophead Coupe), special blue-stained ash veneers, white instrument dials, blue carpets, a checkerboard stripe running down the waistline and across the fascia, an illuminated hood ornament and oh, so much more. Have a look for yourself in the gallery below.
[Source: Automotive Design Corner] autoblog.com

Rolls-Royce Phantom Coupe

Rolls-Royce Phantom Coupe – Click above for high-res image gallery

We were lucky enough to ride in the concept car two years ago, when the now Phantom Coupe was called the 101EX. Our words that day were "You have to build this car." And we've been waiting ever since the end of that sentence for this day to come. It was evident even as a concept that no other coupé -- with two syllables, please -- promised such a return to Jazz Age glamor, when a gentleman motored from Antibbes to Monaco in a Hooper bodied Phantom II to visit that Polish countess he'd had his eye on. So, when Rolls-Royce called with the invite to Goodwood to drive the new Phantom Coupe from England to Crozet, in the South of France, it would be our chance to see if the promise was delivered. Follow the jump to find out.



The Phantom Coupe is a large car. This is not surprising -- it's a Rolls-Royce, and it's based on the Phantom, which is an even larger car. But parked among other Coupes and Phantoms, it didn't seem so big -- not even when we had to stand on tip-toe to sit in the seat. But at one point, when we pulled into a gas station in France, we lined up for a spot between a Golf cabrio and a Renault, and all of a sudden it felt like we were trying to park the Death Star. Incredibly, even once we had slotted in, there was plenty of room to open the massive suicide doors and retrieve the French chocolate we'd been craving.

The sleight-of-car is due to the magic Rolls-Royce has in making its vehicles drive a lot smaller than they are. The Phantom Coupe has the same dimensions as the Drophead Coupe, at 18.5 feet long and 6.5 feet wide, but a half an inch lower due to the hardtop. For comparison, we drove the Phantom EWB right after getting out of the Coupe. The EWB is ten inches longer than a regular Phantom, which is itself ten inches longer than the Phantom Coupe, and there was practically no difference. You look in the rearview mirror and you can see that the guy in back is a lot further back... but the cars feel the same size. In the Coupe, at no point do you think you're driving a car that is 17 inches longer than a BMW 760Li. Speaking of length, though, that back seat isn't anywhere near as spacious at the one in the BMW, but there's room for an adult to be comfy long enough to get wherever you'll be going, which is probably from your penthouse to the club, or the yacht, or the Michelin three-star restaurant...

Since it sheds the convertible top, the Coupe also benefits from a gas tank and trunk that are both 25-percent larger than its droptop sibling. Filled up, the fuel gauge said we could go about 635 kilometers on the 100-liter (26.4 gallons), and we were told that you can fit four bags of clubs in the 395-liter boot.

Underneath, the car features the 6.75-liter V12 that well heeled customers have not stopped loving. Chassis-wise, it's the stiffest Rolls-Royce in the lineup, and utilizes different spring rates, stiffer dampers, a thicker rear anti-roll bar, and steering tuned for more response. The car also sports a 49:51 weight ratio. With all that, its 453-HP and 532 lb-ft pulls 5,798 pounds of car from 0-60 in 5.6 seconds, on to a governed 155-MPH top speed. Imagine being able to sit on the back of a white rhino and hit the gas, you'll get the feeling.

Inside, the car is pure Rolls-Royce: an uncluttered, leather-stuffed, organ-stop- and violin-key-ornamented suite. There isn't really much going on, but it's almost all there. Some of it is hidden, like the seat controls under the center armrest, which is a minor issue, and the media screen controller, which is a good thing. The dash is little more than a speedo in the center, a gas gauge to the right, and a Power Reserve meter to the left, which we guarantee you will never have cause to look at, unless you're drag racing Astons up Mont Ventoux.
But let's get to the pièce de resistance inside the car: the starlight headliner. Sadly, the northern latitudes of our locations meant daylight came so early and stayed so late we were never in the car at night. The darkest it got while we were actually driving the car was during the Chunnel ride from Dover to Calais. We turned on the headliner in our boxcar, and frankly, it wasn't that impressive. It made us go "Ah, neat... lights..." On the last night, however, Paul Farraiolo, president of Rolls-Royce NA, swiped some keys so we could experience the headliner in the dead of the Alpine darkness. And then it made us go "Ah. I see. Lights!"

There are 1,600 fiber optic lights placed in the headliner, each one created by one woman -- by hand. It comes with what was called a "rheostat," but what laymen would call a "dimmer switch." At its lowest setting the headliner is twinkle, twinkle little star. At its highest setting, there's a lot of light. It's soft light, not like the klieg lights in some other luxury cars, and probably bright enough to read the paper by. It really will be good for more than a few oohs and ahhhhs. It was a tad odd to be sitting in the driver's seat at 2 am and have the car lit up like the dining room. Rest assured, though, that that Argentine model you're taking to dinner next week is going to love it.

We asked a Rolls-Royce honcho on the first day, when we'd drive from the factory in Goodwood to the Champagne region in France, what he really wanted us to get from the car. They wanted us to see how easy the Phantom Coupe is to drive over long distances. With six hundred kilometers ahead of us, we'd have plenty of time to find out if he was right.

Well, he was. In fact, he was almost too right. The car is so easy to drive, so comfortably over long distances, so uncluttered in presentation, and asking nothing in return, that, dare we say it, at one point... cruising effortlessly at speeds you don't want to know about down the French autoroute... the car... ceased to feel special. That's right. It felt so much like driving our living room that we began to feel as special as we do in our living room... and although we like our living room... it just doesn't make me feel all kingly.

How can we say this? Let us count the ways: the car doesn't register anything but the mightiest of bumps, lumps, and holes; the steering is just-right responsive for a big luxury tourer, requiring neither laser focus to keep things straight, nor being so lax that you need to turn the wheel before you actually want to turn the wheels; the only thing there is to play with are the climate control knobs, which, not being digital, could involve a bit of finessing to get the temperature you want; and the last thing: when the windows are up, the outside world ceases to exist.

The windows on the car are two slabs of glass that sandwich a thick slice of glazing material. Journos at another publication wrote that they noticed the windshield wiper motor noise. And we noticed it too, as well as the furious amounts of wind gliding around the massive front end and A-pillars. But all wiper motors make noise, and all vehicles feature some sound effects from wind. The reason you notice them so much in the Coupe is that there is nothing else to hear. The car is so well insulated, and the windows are so thick, that there's no road noise, you don't hear cars and trucks next to you. It's you, the wind noise around the A-pillar, and... the crickets. That's it. So when you roll down the windows, the volume inside the car jumps a noticeable number of decibels, and you remember, "Oh yeah, there's, like, stuff out there." Yeah. It's called the Earth.

It was day two in the car that returned the feeling of privilege to us. We had another 600 kilometers, but this time it would be over back lanes and B-roads. And it was then that we discovered the "S" button on the steering wheel, also called "The Roundabout Button." It doesn't do much: it changes the gearbox programming, dropping you down a gear immediately, and then kicks down gears faster, holds gears longer, and increases accelerator pedal response. But it has a much larger affect on the car than those changes would imply. Come to twisties, and the car jumps out of corners and bolts for the next one. Imagine that white rhino mentioned earlier, after doing 0-60 in 5.6 seconds in its basic guise, then put on a pair of gold Nikes like the kind Michael Johnson wore in the 1996 Olympics, and gave you a look like "Let's get it on!" It's hard to believe, even while doing it. If anything -- or rather, if there are any other Coupe buyers who drive like us -- we can imagine a few of them ending up in walls and ditches. The car hurtles out of turns and down straights, but there is still the issue of 6,000 pounds needing to enter and get around the next turn, and you could end up having so much fun that you forget about a silly little thing called physics. By the end of that day, all was rosy in the world again, and we felt as just special as we thought we should.

There are things I could complain about, like the BMW 7-Series key and the finicky iPod integration. But I won't. People buying this car simply don't care. Issues like that are on the list entitled "Things Phantom Coupe Buyers Don't Give One &%$#@! About," and just after gas prices and insurance premiums, they are numbers "Whatever" and "Did you say something?"

What you need to know is this: the car is supercalifragilisticexpialidocious. All promise has been fulfilled, and it has all the grace, presence, manners, and gawk factor that you would expect from any Rolls-Royce. What's more, when you decide to give it the Big-Brown-down-the-back-straight treatment, the car goes. It's big and drives small. It's massive and goes fast. It's luxurious and uncomplicated. It looks great and will get you looks -- and crowds -- all day. And remember, get a model close to that starlight headliner and it's a done deal. The only catch is that you'll need $400,000 before taxes, options, models, and Polish countesses. But honestly, is that too much to pay for a leather-lined ticket to the promised land? As far as we're concerned, no. In fact, we'll still take two, thank you.

One last note: Rolls-Royce had a few words to say about the RR4, the first being "Don't call it a baby Rolls-Royce. It will be noticeably larger than a 7-Series, and it will be more expensive than any Bentley." When Tom Purves, CEO of Rolls-Royce, was asked "Even the Arnage?" his answer was "Any Bentley." So there.
source by autoblog.com

2007 Rolls-Royce Phantom

2007 Rolls-Royce Phantom – Click above for high-res image gallery

The Rolls-Royce Phantom is one of those things that breathes air so rarefied, one's imagination runs wild. It's not hard to envision a factory perched atop Mount Olympus that's staffed by gods turning solid blocks of unobtanium into these individualized rolling spectacles. Remarkably, the Phantom is actually the work of mere mortals. Some are in Germany, the rest in England at Rolls-Royce's Goodwood factory where these cars are hand-assembled with an incomprehensible attention to detail. Massive in form, decadently appointed, stratospherically priced and absolutely, positively



unmistakable, each Rolls-Royce exiting this facility is an event in and of itself. The experience is reserved for the select few who can cover the significant cost of entry, but sometimes there are exceptions. Like me, for example. The Car Gods (and the good people at Rolls-Royce Motor Cars North America) saw fit to place a two-tone silver Phantom in my care for a weekend. When it pulled into my driveway, I couldn't help thinking my life had turned into a rap video.
Okay, maybe an otherwise very boring rap video. After all, I have no entourage of yes-men and bikini-clad dancers, no motorcade of Escalades and G-Wagens on standby, and no paparazzi giving chase. Nor are any of those things required. The Phantom transfers instant demi-celeb status to its driver and passengers. A car longer than a Chevy Suburban with a sticker price equal to a substantial mortgage tends to have that effect. Plus, the Phantom is awesome to behold, carrying with it a unique road presence, to say the least. If someone were to say that it had its own gravitational pull, we'd simply nod and avoid driving near shopping carts. Then, for kicks, we'd head to the seashore and investigate whether we could alter tidal patterns with a few drive-bys.

As mentioned earlier, ours was decked out in a classy two-tone silver finish -- dark on the bottom, lighter on top, with subtle contrasting pinstripes running along the coachwork's upper swage line. The car's mammoth physical proportions are best appreciated in profile. Despite a hood that looks expansive enough to support naval flight operations, the car's front overhang itself is actually very short. A rakish windscreen climbs up to a roofline that's taller than the angled side glass would suggest, and it arcs back down into the Phantom's signature, ultra-thick C-pillar. A longer rear overhang accommodates a spacious trunk, which RR says will swallow four golf bags. There are no unsightly antennae marring the Roller's bodywork -- they're all hidden beneath the radio-transparent composite front wings (that's "fenders" to you, my fellow Americans). The chrome 21-inch wheels' always-upright "RR" center caps are spaced 140 inches apart. Let that sink in for a moment, and then realize that this is the "short" wheelbase Phantom.

Moving forward, the car's expressive front end coolly sizes you up through its narrowed "eyes," which actually house the high-beams and turn signals. The round, low-mounted lamps are the Phantom's Xenon headlights, and they flank the iconic, Pantheon-shaped radiator grille. That highly-polished edifice is topped, as always, by the Spirit of Ecstasy, and when the sun hits it straight on, playing off the vertical slats and that flying lady, we're pretty sure it's visible from the International Space Station. The car's uncluttered rear is the only area that can be accused of coming up short in terms of visual drama. Aside from a substantial chrome trim plate on the bootlid, there's little flash to be seen back there, and the subtly detailed taillamps look small against the rest of the package. That stated, it doesn't matter. There are cars that make an impression when they arrive, and then there's this. This, dear friends, causes a commotion. And if the outside isn't impressive enough, opening the doors to the cabin introduces you to new, absurdly fabulous levels of luxury.

If you're the driver, a pull on the front door's chrome handle grants you entry into a cockpit that is a visual and tactile feast. Sliding into the the Consort Red leather seat, the first thing to cross my mind was, "so this is what 'no expense spared' looks like." How else can one react to the ambiance Rolls-Royce has created? Before you, the instrument panel is finished in splendid, warm Elm, which also dresses up the wide spokes on the thin-rimmed multifunction steering wheel and the lid to the front seat cupholders. Three round white-on-black gauges tell you what you need to know. In lieu of a tach, Rolls-Royce uses a Power Reserve % gauge. At idle, the needle sits at 100%. Give the car gas, and it creeps leftward as the engine uses more of its available power. You quickly learn that the Phantom always has a healthy power reserve available. It never breaks a sweat.

A 160-mph speedometer sits front and center, and to its right is a combination fuel/temperature gauge. A pair of small rectangular displays house the warning light cluster and the digital multifunction readout (fuel consumption, trip odo, etc.), completing the set of primary instrumentation. A handsome analog clock takes up the middle space, and tumbles out of sight to reveal the main LCD screen if the hidden iDrive controller is popped open (a nice touch) or if the "organ pull" located to its left is pressed. More often than not, I kept the LCD screen tucked away, preferring the classic look the clock bestows. The nav display isn't the only thing that's hidden, either. The power seat controls are placed out of view under a front-hinged leather lid in the center console.

While iDrive is required for a number of the car's myriad techno features like the navigation system and Tomahawk missile launcher, the things you're most likely to adjust while underway can be set with old-fashioned dash-mounted controls. (We're kidding about the TLAM, by the way. It's not standard, but we're sure Rolls can accommodate you via the Bespoke program.) The controls at hand (or on the steering wheel) let you tune the radio, change audio sources and manage the HVAC system without delving into a menu. Oh, and all that switchgear is high quality, too. Everything from the little "violin key" nubs used to control a variety of different functions (window lifts, radio presets, sunroof -- the list goes on), to the fan-control dials and HVAC temperature selectors have a robust feel. The same goes for the round air vents, which are heavy to the touch and, like everything else in this rolling salon, simply ooze sybaritic quality.

Now that we've established that the front seat's a nice place to be if you're driving, let's head to the back. Entering the rear passenger cabin is inherently dramatic. Tug the handle and the rear-hinged coach door opens wide. Light spills into the compartment and exposes the gorgeous, curved rear lounge. If you know to look for it, the "RR"-embossed handle of the Phantom's standard-issue umbrella sparkles at you from its in-door holster (there's one for each side). The contrasting black leather trim on the door panel itself accentuates the red primary leather beautifully, and a chromed lid hides a substantial ashtray. In a Rolls-Royce, your vice is accommodated without having to check an option box and give up a cupholder.

The reasoning for the "suicide" doors in back is obvious the moment you step into the car. That's because you really do just step into the cabin. There's no need to maneuver around the door once you open it, so entry is easy. After your tush is planted on the rear seat, you can take a moment to appreciate your surroundings. Your feet rest on an impossibly thick lambswool rug. It's so lush, in fact, that friends and passengers instinctively kick off their shoes to better appreciate it. It's easy to get lost in the moment at this point, when you realize that you forgot to close the door. From the rear lounge, this would be a long and inelegant reach, massive door pulls notwithstanding, as you're positioned behind the doorframe when seated comfortably. No worries. There's a button on the window pillar beside you. Hold it down and the motorized door glides shut with a satisfying thud. This is usually followed by surprised laughter and exclamations of "No %$#@ing way!" from the rear occupants.

Pulling up on the front seatback reveals an exquisitely detailed snack tray. When it's stowed, the part facing the passengers is the same red leather as the seat. When opened, it's presented in the same veneered wood finish as the rest of the interior trim, and it's held up by sturdy, highly-polished hinged supports. The pièce de résistance, however, comes when you then lift the front edge of the snack tray and it slides up, revealing a 12" LCD display (one of a pair -- each seatback has one). This impresses folks as much as the power rear doors. The screen automatically blinks to life, briefly displaying "Rolls-Royce - Goodwood" and then defaulting to the onscreen menu and currently-selected entertainment source. An iDrive controller built into the hideaway center armrest lets the passengers choose what they want to watch or listen to. Those options include AM, FM, Sirius, TV (there's an OTA antenna built-in), CD or DVD. The audio is delivered through the fabulous fourteen-speaker Lexicon audio system, which makes the opening theme from "Shaft in Africa" sound particularly awesome with the volume cranked.

With the interior tour complete, lets talk about how the Phantom drives. Dock the Bimmer-style fob in its slot to the left of the steering wheel, apply the brakes, press the white Start/Stop button above it, and the 6.75L V12 awakens with a muted thrush then instantly settles into a quiet idle. Pop the car into gear via the column-mounted shifter and you're off. The first thing you notice when underway is the almost total silence that envelops you. Rolls-Royce didn't play around, and the occupants are ensconced behind double-pane glass in a compartment surrounded by sound-deadening materials. The attention to detail here shouldn't be overlooked. The wheel wells, for example, are fully-carpeted. Preserving the serenity of the cabin environment was clearly a top priority, and the Rolls-Royce engineers did a predictably good job. Around town, all you'll hear inside is the occasional thump from a pronounced road imperfection. What you won't do is feel it, as the Roller's suspension sucks up just about everything thrown at it. Get out on the highway, and the car remains quiet despite its blocky shape. You do get some wind noise around the rearview mirrors when you get the car's speed up, and it's probably exaggerated by the fact that everything else is so damned quiet. A flick of the stereo volume will blot it out entirely, and the rear seat passengers won't even notice it to begin with.

The car's 450 horsepower and 531 lb-ft of torque conspire to make driving at any speed a completely relaxed endeavour. Most of that torque is available at 1000 rpm, and unless you drop the hammer from a stop, the Phantom will launch in second gear, floating away gently, leaving its passengers unruffled. If you're cruising on the highway and dig into the throttle to put some space between yourself and the unwashed masses, the V12 responds instantly and effectively. Don't pay attention, and you'll find yourself humming along at speeds where the explanation, "Seriously officer, it only felt like I was going around 70" will likely be met with great skepticism and a hefty fine -- one the local constabulary will assume you'll have no trouble swallowing, at that. (Fortunately, I don't report this from experience.) Oh, and fuel economy? Not that the Phantom owner cares, but we observed between 9 and 10 mpg over the 4 days it was with us.

Behind the wheel, the 50/50 weight distribution lends a real sense of balance, the steering effort is light but never feels overassisted, and the big Roller goes where you tell it to with no unwanted drama. Comparisons to Aladdin's magic carpet are apt, only the Phantom's a lot better-equipped. The tradeoff for this almost complete lack of road-induced cabin turbulence is some notable body roll if you try and fling it into a turn too aggressively. Of course, if you expect the handling of an Elise in a 19-foot-long, 5,500-lb car appointed like the Queen Mary 2, you're really not being a very reasonable person. At a relaxed clip, the Phantom glides through those corners in the dignified manner an owner would expect. Brakes that could halt a locomotive corral the Phantom with ease and complete the overall dynamic package.

Forward visibility is good, but getting used to the long hood might take a little time for some. Rear visibility is obviously impacted by the massive c-pillars, but if you use your mirrors like they taught you to in driver's ed, you won't encounter any problems. Still, the car's length can create situations that are initially vexing. For instance, while taking my Dad for a ride, I came to a stop sign where the quiet local road I was on intersected with a busier, more-trafficked route. Even though I had the car's nose lined up with the sign, I was set so far back, I couldn't get a clear read on what was coming from either direction. This was slightly unnerving, as blindly driving a car that cost more than my house into oncoming traffic didn't seem like such a hot idea. My dad, riding shotgun and thinking he had discovered a weak spot, weighed in with, "Aww, come on. You can't see the road."

"Watch this," I replied, knowing something he didn't. I flipped the clock back, bringing the LCD display into view. Then I pulled back on the short stalk poking out of the steering column's left side -- the same one used to flash the high-beams. In this case, however, that action activated a little dual-lensed camera mounted in the center of the front bumper. A split-screen image showing me views up the intersecting road in both directions popped onto the display. With this extra assistance, I was able to easily judge when it was safe to pull out of the side street. My Dad's jaw has yet to return to a fully-closed position. It's the littlest details that blow people away.

Dropping jaws are a common sight outside the Rolls, too. You see, in-the-wild sightings of Phantoms are kind of rare for the average Joe, and while you might be able to slip by quietly if no one's looking, the Rolls is a commotion-in-waiting for those whose field of vision it does cross. It's not something you miss when it comes into view, and be prepared to host impromptu Q&A sessions if you're ever fortunate enough to have one for a spell. A routine trip to Starbucks became a lengthy affair, as it took me an extra 10 minutes just to walk into the shop while I chatted with folks sitting at the outdoor tables. As this went on, a steady stream of people in the shopping center approached the parked Roller, peering into the windows and giving it a thorough walkaround. I think the entire kitchen staff of the local pizzeria came out before it was over. A nighttime trip to Dairy Queen saw several local kids' eyes turn into saucers as they comprehended what just cruised into their hangout. And after a trip to pick up some sushi, the denizens of a local cruise night -- and these were people with some seriously nice cars themselves -- all tracked the Rolls as it drove out of the shared parking lot, heads on swivels. Everywhere the car went, it became the focus of attention. People stopped me. They asked questions. I let them check things out. They smiled at the peek-a-boo hood ornament when she ducked into the grille on command, and walked away happy. Sometimes astonished. Mostly delighted.

There's a reason for that. The Rolls-Royce Phantom is rare and special. There are, at this moment, around 1500 of them in the United States. In most neighborhoods, you'll never eyeball one. You cannot buy one (a new one) without spending upwards of $330,000. That figure, gaudy though it may be, is perhaps its most irrelevant statistic. For the shopper considering a Phantom, our tester's $372,600 sticker might as well read $3,726. The Phantom shopper has the money -- it isn't even a consideration. For example, I had a Phantom for a weekend, but there are plenty of Phantom owners who keep a spare one at their weekend homes. Now, I now know why. The Rolls-Royce Phantom is one of the best cars in the world -- some would say it's the best. Exquisite detail, an effortless but rewarding drive, and an unparalleled, magnetic street presence make the Phantom unique, giving credence to that point of view. People often asked if I was intimidated by it. The answer is no. I embraced it for what it is and drove it everywhere I would drive my own car. source by autoblog.com

2010 Rolls-Royce Ghost is smaller in size, still larger than life

2010 Rolls-Royce Ghost - Click above for high-res image gallery

Rich people are different from the rest of us. Their wants and needs involve parameters and details completely foreign to the proletariat. While we use our vehicles for transportation, utility and sport, the rich view their automobiles as a necessary accoutrement to their elevated lifestyles.




For the ultra-wealthy, an appropriate equivalent might be an original Remington bronze or Picasso painting. And just as they need art in their mansions, they need beautiful transportation. The 2010 Rolls-Royce Ghost lives up to those lofty requirements by simultaneously being a rolling work of art and a status symbol beyond reproach.

Like access to the Queen, our time with the Ghost was strictly limited, so comprehensive driving impressions will have to wait. But what we did get was a rare glimpse into what the world's richest inhabitants will enjoy when the Ghost goes on sale this year. And as you'd expect, life is good on this side of the financial Bell Curve.
In the world of automobiles, there are better vehicles than the 2010 Rolls-Royce Ghost. Some may feature more complex and innovative engineering. Others may provide more performance. There are certainly more expensive and exclusive cars.

But none of these facts matter. To those attracted to the newest, smaller Roller, what matters more is how the Ghost goes about its business of enhancing a well-off individual's life.

Certainly, the engineering is solid. It's what you'd expect of Rolls-Royce's caretakers at BMW. Approximately 20-percent of what's used in the Ghost is related to the current and previous generation BMW 7 Series. In other words, Rolls-Royce started with premium stock and went no where but up.



Certainly, the 2010 Ghost has more street presence than BMW's flagship. The differences are so great that most would never know the two were related, even with the knowledge that the hallowed British marque is under German control.

The Ghost's lines are artfully drawn, not a bit fussy or over done. They are simple and elegant, and impart a sense of solidity. Important details such as the coach doors (otherwise referred to as "suicide" doors by the unwashed masses) allowed designers to make a single element of the front and rear door handles. The design simply looks right. Tiny details reinforce the aura, including the "RR" centers that spin freely within the wheels so the logo remains upright at all times.

While there's not much to set the Rolls apart at the rear – those chromed exhaust tips are a $3,200 option – up front the car's heritage is unmistakable. Set off by the optional $5,000 Silver Satin Bonnet finish, the smaller-than-on-the-Phantom recessed grille looks appropriately updated and none-too-large given its surroundings. The strong horizontal shape of the Xenon headlamps (with integrated running LEDs) accentuates the fenders and provides another familial styling cue. A single line of turn signal LEDs rest directly below the main lamps, and standard foglights would apparently be gauche.



And, of course, one cannot overlook the Spirit of Ecstasy. She's been the brand's mascot since the very beginning, and looks remarkable for being 99 years old. She first adorned a Rolls-Royce in 1911, and has been used in various poses ever since. To protect against theft and in the event of a collision with a pedestrian, she quickly retracts into the faux radiator shell. Find her image in the gallery and look at how lovingly she was sculpted. If you look close enough, you can see how her young eyes look eagerly ahead. While setting a good example for all, her eager attitude is warranted given the performance available from the Ghost.

Based on the twin-turbo V12 from the fourth-generation E66 7-Series, the Ghost's engine has been stroked from 6.0 to 6.6 liters and produces 563 horsepower at 5,250 rpm with 575 pound-feet of torque at just 1,500 rpm. The gearbox is based on a unit spreading through BMW's ranks, the excellent ZF eight-speed automatic.



The suspension is unique to the Ghost, and uses a double-wishbone arrangement up front with a multi-link setup out back. Air springs work in concert with variable dampers and plenty of electronic algorithms to provide uncanny handling for a car that weighs nearly three tons (5445-pounds without occupants). The example we drove was shod with optional 20-inch wheels and tires (another $5,000 option). The doughnuts measured P255/45R20 in front and P285/40R20 in the rear, so there's no need to wonder whether the Ghost possesses the physical means necessary to exercise great mechanical grip. The brakes were equally large, with the front discs measuring over 16 inches.

While substantially engineered, most Ghost owners think as much about horsepower as they do about the enriched soil used in their rose gardens. What they care about is the aforementioned exterior style and how the interior speaks to their inner Richie Rich.



Unlike the exterior, which seems to be a more cohesive design statement, the interior is a mash-up of old-world charm and modern-day technologies. Matched wood veneers (all pieces from the same tree) and beautiful hides (some 10 pampered bovines give their all for each Ghost) coexist with an 10.2-inch LCD screen and a version of BMW's iDrive. It feels a bit like having a microwave oven in the kitchen of a historic British castle.

Most of it works just fine, but some of the fussy design details seem intent on pandering to perceived luxury, not luxury itself. The chromed buttons on the steering wheel, for instance, are so shiny that it's nearly impossible to identify their function.

For those familiar with BMW's biggest sedan, the amount of shared components inside is obvious. The operation of the entertainment and NAV systems is identical, and controls set into the rear armrest are nearly very close to the 7 Series. It's likely most owners won't notice.



One of the pieces we thought wonderfully elegant was the power-closing rear doors activated by an interior switch. The wide openings (we're told they come out to 83-degrees, but we didn't bring a protractor) make elegant and demure entries and exits from the rear seats a breeze. Flash-prone pop stars might not appreciate it, but society ladies will.

Representatives of Rolls-Royce say that the Ghost is designed to be driven by its owner. (Sorry, Jeeves.) Provided the owner isn't a rabid fan of the Audi R8 or Ferrari California, he'll think the Ghost is something pretty special when it comes to chassis dynamics. The acceleration will certainly get your attention, as the engine's ability to hustle the massive slab of sedan to 60 mph in around four seconds is enough to make you reach for a pricy aged scotch (but not while driving, of course).



Our driving experience in the Ghost was limited to about an hour on the surface streets in and around Philadelphia, PA. In these confined environs, the Ghost gathered speed so quickly it felt like we were being whacked forward by a massive velvet sledge hammer.

The adjustable suspension did a commendable job of managing the huge throttle and brake inputs, but while the body movements were well controlled, the ride was more Lexus/Mercedes-Benz than BMW. The adjective "wafting" is not quite accurate – it's actually more of a semi-waft.

As you'd expect, the Ghost was supple and road noise was commendably subdued. However, the ride was not substantially more comfortable than the 760iL we had a chance to drive later the same day. As with so many other qualities, this isn't likely to matter.

The reality is that with the narrowing of the mean as it relates to overall vehicle quality and performance, a Rolls-Royce isn't that much better than other ultra-premium luxury sedans in the dynamic and comfort departments.

But this Ghost – priced at $297,325 – is not about miniscule differences in handling, power or features. This car is all about presence and statement-making. And it does these things remarkably well in the rarified air most of us will never breathe.
  source by autoblog.com