Luxury Review: 2022 Rolls-Royce Ghost

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Upon hearing of my impending nuptials, the affable and roguish John Cox, dealer principal of downtown Toronto’s Grand Touring Automobiles, graciously offered to lend me a Rolls-Royce for the weekend. It wasn’t a new model, but a nine-year-old, somewhat leaky Silver Shadow — painted a not-particularly-pleasing shade of brown — he had taken in as a trade. But, hey, it was a lovely and unexpected gesture by Cox, with whom I had recently struck up a friendship, and it was a Roller, a car I had never driven before. I was touched.

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Minus a few months, that was 40 years ago. And, until now, I had not driven another Rolls-Royce since that weekend. That I found myself behind the wheel of a brand-new Ghost, plying the slushy back-roads of Quebec’s Laurentian Mountain region on a cold but brilliantly sunshine-y day, came down to somewhat nebulous reasoning on the part of Rolls-Royce Motor Cars to hold a media event entitled “Ghost on Ice,” using the charming ski resort area of Mont Tremblant as the backdrop. (And I don’t mean “nebulous” in any negative way; think instead of an excuse something along the lines of “because we can, and we want to.”)

It might be reasonable to ask why the Ghost and not the Cullinan, Rolls’ first foray into the sport-ute segment and its best-selling vehicle. After all, the upscale resort area was awash in skiers and boarders of all shapes and sizes, driving SUVs of all shapes and sizes. And, unlike Southern Ontario, which, until the end of January, had seen only trace amounts of the fluffy stuff, Tremblant was a veritable winter wonderland of pristine white powder.

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But the second-generation Ghost, which debuted in late 2020, is no fair-weather dilettante. Unlike its rear-wheel-drive predecessor, the truly full-size sedan — as in more than 5.5 metres in length — is built on the same aluminum spaceframe architecture as the Phantom and Cullinan, and incorporates both all-wheel-drive — a much re-engineered version of BMW’s xDrive — and all-wheel steering.

Fitted with winter rubber, as required by the province of Quebec, the big four-door, looking very formal swathed in deep black paint, was well-suited to handle the greasy road conditions. No, not “handle” — that should read “snicker” at the roads on a short trip from the ski resort to the village of Montebello, on the Ottawa River. As part of the BMW Group for the past 25 years, Rolls-Royce’s product line brims with the sort of technology that ensures a calming, serene ride no matter the road or weather conditions faced.

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And the rural roads, although better than what I remember from my youth, are still no great shakes, at least for mere mortal transportation. The Ghost, however, boasts something it calls the Planar Suspension System, which enhances the car’s Magic Carpet Ride (the capitalization and somewhat grandiose naming convention is Rolls’). Other capitalizations include the Upper Wishbone Damper unit, the Flagbearer system, and the Satellite Aided Transmission.

Without overloading you with techy details, other than to explain that the Flagbearer system uses cameras to read the road ahead and prepare the self-levelling air suspension and the transmission for any changes in road surface, know that the Ghost does not completely isolate driver and passengers from all tarmac irregularities. No, you feel what’s going on underneath you, it’s just that the ride is never bothersome or unpleasant. The ethos of Rolls-Royce founder Sir Henry Royce – “Take the best that exists and make it better” – is on full display here.

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Any trepidation of driving a $460,400 (to start) über-luxury sedan for the first time, one only slightly shorter in length than a Chevy Suburban, disappeared in mere minutes, the Ghost driving “smaller” than its actual dimensions. The steering is light but communicative, the roundabouts dotting Mont Tremblant and environs were tackled with aplomb, this despite the Rolls’ 2,553-kilogram bulk. While one often identifies Rolls-Royce with a chauffeur-driven experience, the Ghost’s personality is more dynamic — yes, a driver’s car, as unlikely as it might initially seem.

Certainly, it’s not lacking under the hood. I had despaired when Aston Martin retired its beastly 5.9L V12 in favour of a Mercedes-AMG-sourced V8 that I would never again hear the mellifluous tones and silky smoothness of 12 cylinders at full song. Thus, to discover the Ghost is motivated by a twin-turbo 6.75L V12 gladdened my heart. Bespoke engine mapping was created to ensure “ample” performance for the sedan, “ample” translating into 563 hp and 627 lb ft of torque to the drivetrain. Black Badge models see the V12 boosted to 592 hp. “Commensurate with clients’ expectations,” notes the company, “maximum torque is available from just 1,600 rpm — only 600 rpm above tick-over.”

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The second-generation Rolls-Royce Ghost is no fair-weather dilettante, incorporating both all-wheel-drive and all-wheel steering

Kick the throttle and the Ghost responds with a surprising amount of verve, as in a gentle push into the seat with seemingly linear acceleration. As déclassé as it might be to engage in stoplight drag races, the big brute will, according to the company, take a mere 4.8 seconds to achieve 100 km/h.

The downside of a robust avoirdupois and ample performance is extravagant fuel economy, as in 19.9 litres per 100 kilometres in the city; and 12.7 L/100 km highway, according to NRCan’s figures. Oh, and the engine is “designed” for 95 octane gasoline; however, “it may be run on fuel with a minimum octane grade of 91.”  Well, that’s a relief! Now, Rolls-Royce Motor Cars lets on that the most owners of one of their fine products also have at least another six vehicles in their multi-car garage, so maybe, as a form of penance for profligacy, one of them is a Prius or, more likely, a Tesla.

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In contrast to the blingy hedonism of Bentley interiors, Rolls-Royce takes a more restrained interior aesthetic with the Ghost’s cabin, although it is more than happy to undertake bespoke personalization in accordance with client wishes. My ride, a four-seater fitted with all the modern conveniences, not to mention only the finest leathers, wood, and shiny bits, was nonetheless tastefully reserved.

I also spent time in the back seat, the heat and massage functions gently caressing my backside. Looking up, I took in the available Starlight Headliner, replete with 850 “stars” (actually tiny LEDs) that mimic a constellation at night. Decadence, meet bliss.

As hard as it might be to fathom when talking about a $550,000-plus (as-tested) car, the Ghost is actually Rolls-Royce’s least expensive model — the gateway to the brand, as it were. Its relevance as automakers transition to electric vehicles might be in short supply — the company will release its first full-size “ultra-luxury electric super coupé,” the Spectre, later this year. In the here and now, however, in terms of opulence and as a conspicuous symbol of wealth, the Ghost has the required presence to impress those with the means to own one — and those who just wish they could.

Check out details about the latest Ghost via our online shopping tool.