Rolls-Royce Ghost Series II first drive

Supposedly, this Rolls-Royce Ghost is the entry-level model in Rolls-Royce’s range, although that has to be a relative term here.

The Ghost has, if not transformed the fortunes of Rolls-Royce then at least helped it to more than treble its sales volumes, turning the Goodwood manufacturer into a maker of more than 3500 cars a year since it was introduced in 2010.

Yet an increasing number of customers have approached Rolls to say that they’d like what you could loosely term this base model, but want things a little more bespoke – a little more personalised. 

In that respect, Rolls operates above the normal environs of the motor industry. The way that it sells vehicles is the way that you sell any super-luxury product, more than the way that you traditionally sell a car.

Among the most notable things about this Series II Ghost is the number of ways in which customers can specify things they want. Trims, woods, options that go above and beyond the norm. This might be the easiest way into a Rolls-Royce, but it is still a Rolls-Royce. A large proportion of buyers visit the factory to spec their car when they order. 

Next most notable are some exterior design differences. The swage line along the side is a touch more dynamic, the indicator repeater has been raised and the front end has been reprofiled slightly, with more horizontal lines to accentuate breadth and beef. The LED headlights are a new shape, while the grille top and Spirit of Ecstasy mascot are higher, to be more visible from the cabin.

Elsewhere, changes are slight, which is unsurprising, because Rolls volumes are sufficiently small that it’s hard to justify a major re-engineering raft – especially given that this car’s development is in many ways tied to that of the BMW 7-series, whose architecture, you’ll recall, it shares. 

BMW and Rolls would rather you didn’t recall that too often, you understand. They go to great lengths to hide it, in fact – mostly successfully. Only a few button styles or trim pieces (the mirror in the sunvisor, for example) will the spotter pick out, plus some of the general layout, and the iDrive system, which still has its Rolls-Royce wallpaper. That’s fine. It’s a class-leading system.

Other interior changes amount to more supportive front seats and rear seats that angle passengers barely noticeably towards each other to make conversation easier. They’re still exceptionally comfortable, and it’s incredibly spacious back there.

Mechanical changes? Not many. The 6.6-litre bi-turbo V12 remains and retains its 563bhp output, and it is still mated to an eight-speed automatic gearbox. Only the shift software is altered.

All Ghosts have revised rear axle bearings, said to reduce cabin intrusion while improving stability. Although it has been a long while since I drove a Series I Ghost, there was precious little that’s unimpressive about it. The ride stays flat and there’s admirable control of its body over undulations. 

There’s some ride intrusion over smaller bumps, but seldom does the Ghost feel less than a Rolls-Royce should. Ditto steering wheel kickback, which is still present, but slight. There’s a driver’s package if you mind it less still; we haven’t tried it, but the dampers are meant to keep slightly keener control of the body.