Rolls-Royce Ghost review

You don’t drive a Ghost so much as finesse it along the road. 

Okay, what’s it like to ‘finesse’?

Seamless flow. That could also describe the way the Ghost moves. In keeping with its name, there’s an almost ethereal quality to the way it comports itself. Rolls-Royce doesn’t make anything as humble as a mere car; these are bespoke luxury mobility experiences. The Ghost’s steering wheel is arguably a touch chunkier than it should be, but the drive selector is as slender as ever, its functionality blissfully simple to use. 

You might’ve thought that because Rolls-Royce didn’t invent a new type of active damper or up the power for the 2025-onwards Ghost, that it was resting on its laurels, or not really trying. That’s hogwash. The fact is this was and is a sublime car to travel in, fast or slow, and nothing really needed to change.

In fact, because it’s just as dignified and stately as a Phantom but wieldier in a tight spot, you could argue the Ghost is more relaxing more of the time. We would. Until we hired a chauffeur. 

How comfy is it?

We’re talking almost mystical levels of compliance and control. There’s double wishbone suspension at the front and a multi-link set-up at the rear, air springs all-round and adaptive dampers, although there’s only one set-up and nothing configurable. That’s not the R-R way and the car has no need of software tweakery (you can’t manually interfere with that velvety smooth transmission either). 

The secret of the Ghost’s sumptuous road manners is something R-R calls the Planar Suspension System. This adds a mechanical mass damper on the upper wishbone on the front suspension to enhance body control, and it works in tandem with the existing Flagbearer system which reads the road ahead using cameras so that the surface imperfections are erased before they’re even allowed to gatecrash the occupants’ gilded world.

Even braking is perfectly considered. Gliding to a perfectly smooth arrested stop without spilling the champers is a true Rolls trademark, and they calibrate it better than anyone.

What about peace and quiet?

On top of that, R-R promises a car of unfeasible tranquillity and well-being. In another of its splendid catchphrases, the company calls it the Formula for Serenity. As well as utilising the latest sound-deadening material (100kg of it) and expertise, R-R’s acoustic engineers have identified ‘hidden inputs’ and examined every component to determine whether they create a sound that’s deemed unacceptable. 

The result is what R-R calls a ‘near-silent’ soundstage, and it really is hushed. It’s also harmonised to avoid discombobulating the occupant: the quieter the environment, the more likely any sort of noise is to irritate (think mosquito buzzing round an otherwise silent bedroom). 

Tyre noise is well suppressed, and the engine’s presence is theoretical 90 per cent of the time, and not even that pronounced on full throttle (there’s a distant but cultured roar, 0-62mph taking 4.8 seconds, top speed limited to 155mph). The barn door-sized door mirrors make a bit of a kerfuffle, but nothing untoward. 

What about the Black Badge? Worth the upgrade?

We haven’t yet driven the facelift BB, but the first one was by no means an overegged pudding. You’ll spot one thanks to darker chrome plating for the Spirit of Ecstasy and Pantheon Grille, while the 21-inch wheels are BB Ghost-specific and made up from a carbon-fibre ‘barrel’ with a forged aluminium hub bonded to the rim with “aerospace-grade titanium fasteners”. 

Under the skin there’s a bump of 29bhp to 592bhp and an extra 37lb ft of torque for a total of 664lb ft. “More voluminous air springs help to reduce body roll under more assertive cornering,” while the braking bite point has been raised slightly and pedal travel decreased – although the braking system remains the same as standard Ghost, albeit with the new option of bold colours for the brake calipers. 

Where it gets mildly more exciting is when you hit the ‘Low’ button on the gear-selector stalk. This amplifies the engine through an entirely new exhaust system, although if you’re expecting this to uncork a crackling Italian V12 soundtrack… sorry, the difference is subtle. It also unlocks the full 664lb ft of torque from 1,600rpm, increases gearshift speeds from the eight-speed ZF auto by 50 per cent, and sharpens up the throttle mapping. Again, restrained tweaks, nothing raucous.