Rolls-Royce Wraith Driving Experience

What is the pinnacle of automotive engineering? To enthusiasts, the likes of Ferrari and Lamborghini often come to mind, or even more left-field no-holds-barred makers such as Pagani or Koenigsegg. Look away performance mountain however, there is another peak to scale, namely that of sheer unrivaled luxury.

It is a peak that Rolls-Royce has occupied for years and have never met any other car maker that comes quite close to its own dedication to perfection. In other words, there are no shortage of car makers, big and small, each with its own subtle nuances, that offer their take on delivering the ultimate in sporty driving performance; but the ultimate in opulence? No one does it like Rolls-Royce.

Following its messy divorce from Bentley in the protracted takeover battle between Volkswagen and BMW, present-day Rolls-Royce models have no connection to their forebears beyond their names. Engineering patents that underpinned Rolls-Royce models of the 20th century now belong to the VW Group. From the Phantom in 2003, every new Rolls-Royce model have been scratch developments by Goodwood but christened by names with steep traditions in the brand’s history.

The Wraith, for example, revives a name first used in 1938, and today it identifies a two-door coupe that is claimed to offer the most dynamic and involving driving experience in Rolls-Royce’s century-long history. It is also claimed to offer this dynamism without sacrificing the unrivaled style and grace innate to every Rolls-Royce.

Specifications

As the cliche goes, if you have to ask the question of price, chances are it’s because you won’t be able to afford it. Still, in the interest of a complete review, we shall disclose that you’ll need close to RM3 million to your name before you can get your hands on one of these, and that’s just for starters. If, like more than 80 percent of Rolls-Royce buyers, you decide to go berserk on Bespoke customization options, you could well double the purchase price.

If you’re wondering what sort of options are on offer, the answer is whatever you can think of. Most of these relate to selection materials and colours on the bodywork and cabin. There is the famous starry-night sky option which lines the roof with thousands of LEDs to simulate the appearance of stars at night. If you want those stars to resemble, say, your favourite constellation, Rolls-Royce will have that sorted out for you. Your wishes can be as elaborate or as fickle as you wish, so long as you’re willing to meet the asking price.

Buried deep inside its veneer of luxury is an extensive redevelopment of the same platform that also underpins the Ghost. It is based only very loosely on the architecture that underpins the BMW 7 Series; Rolls-Royce claims that no more than 20 percent of the Wraith’s components are common with mainstream BMW products. Most notable shared component is the ZF 8HP automatic transmission, which incorporates satellite-aided shifting in its control software.

Pumping power into the transmission to be sent astern is a 6.6-litre V12 that nominally shares its architecture with BMW’s 6.0-litre N74 engine powering the outgoing F01 760i. Lined with Rolls-Royce-specific internals, the twin-turbocharged direct injection powerplant churns out a muscular 624hp and 800Nm, enabling a 4.6-second century sprint at full pelt. Claimed consumption on the combined cycle is 14.0 l/100km – Rolls-Royce Kuala Lumpur personnel claim to have seen averages as low as 13.0 l/100km on the trip computer when driven gently enough.

Exterior

Despite not having any engineering links to olden day Rollers, it is difficult to accuse the new BMW-led administration of Rolls-Royce Motor Cars as being unfaithful to the brand’s heritage. The Phantom, Ghost, and now Wraith all uncannily carry that unmistakable Rolls-Royce look with all the relevant design cues present and accounted for.

The Wraith’s bodystyle follows a fastback configuration, which describes a very specific variation of the two-door coupe with C-pillars that slope gently all the way to the vehicle’s rear edge. American muscle cars are perhaps the most famous genre of vehicles that wear this shape, although Rolls-Royce might not be particularly enamoured at the relatively blue collar comparison here.

A uniquely distinguishing design feature of the Wraith is its pair of rear-hinged doors. From the outside, they are opened and closed manually; from the inside, however, they are closed at the press of buttons situated at the bases of both A-pillars. More than just a luxury, this feature is an ergonomic necessity simply because the door handles are beyond easy reach of the occupants when the doors are fully opened.

Although our test vehicle pictured in this review wears a monotone Diamond Black colour, the Wraith’s bodywork is in fact sculpted with two-tone paint jobs in mind, a feature which Rolls-Royce claims to hint at a nautical theme. Even its rims, sizes ranging between 20- and 21-inches, are offered with bi-colour options.

Interior

With an overall length just short of 5.3 metres, the Wraith’s dimensions eclipse the latest BMW 7 Series even in the latter’s long wheelbase configuration. Its 3,295mm wheelbase is also a good 85mm longer than that of the lengthened variant of Munich’s flagship. Those generous dimensions were put to good use to create the kind of roominess one would not expect of a two-door vehicle, Rolls-Royce or otherwise.

Despite having access to the vast parts bin of the BMW Group, Rolls-Royce is mindful to avoid giving its customers a glitzy rebadge of the 7 Series. The only overt connection to a mainstream BMW product you’ll find the Wraith’s cabin is BMW’s iDrive infotainment appropriately clothed in a more expensive rotary knob and different-looking screen wallpaper – the system’s actual functionality is no different from what you would find in a regular BMW, but that’s no criticism in this case.

Overall control layout of the Wraith is one that seemingly errs in the direction of minimalism. Quintessential Rolls-Royce quirks such as the ‘Power Reserve’ meter in place of the usual rev counter and various very expensive looking switch gear dominate the cabin to create an atmosphere that is nothing less than sheer opulence. It is a cabin that looks and feels appropriately unique, but underneath that veneer of luxury is a a subtle yet unmistakable BMW influence in its control layout – making it simple, intuitive, and easy to use.

There is no need for us to elaborate on aspects such as material selection and build quality. It’s a Rolls-Royce, handbuilt by some of the best craftsmen in the business: it’s therefore very good, and you can take our word for that. If we really must have one criticism of the cabin, we will gripe that the signal and wiper stalks are obscured by the spokes of the steering wheel.

Driving Experience

Whilst this may be the most dynamic and most powerful vehicle Rolls-Royce ever built, the Wraith is not the car for you if you’re the type that expect high performance to be accompanied by a corresponding dose of showmanship. What the Wraith does very well instead, is delivering its performance in a refined and cultured manner that is noteworthy for being utterly lacking in drama and fuss.

Rather than hammer you with a hard-hitting punch, the Wraith builds up speed with a steady and relentless head of steam. On our one-day drive session from Petaling Jaya to Port Dickson, we never saw the need to push the pointer of the Power Reserve meter to anywhere near 60 percent. Most of the time, we hardly needed more than 20 percent of the engine’s reserves, and even that was more than enough to push all two and a half tonnes of metal and human to less than legal speeds.

We often lament at cars that fail to engage us with chatter and feedback, but such an accusation would seem churlish if applied to Rolls-Royce, considering the fact that the company made its name in, among other things, isolating external disturbances from its occupants. A Rolls-Royce sets out to eliminate sensations from the outside; if we blame it for exuding a sense of detachment, we are then blaming it for being effective at its job, one that it charges a hell of a lot of money for doing.

At low speeds, the Wraith’s steering is dialed with a very generous degree of power assist, to the point where it feels almost unnatural for its size. It does weigh up at speed, however, and you definitely feel more of the road through your finger tips compared to, say, the Ghost, but not quite Toyota 86 or Mazda MX-5 levels of chatter.

Don’t mistake a lack of engagement on the Wraith’s part for incompetent handling, although one still needs to be mindful of limitations imposed by the laws of physics when executing changes of direction. Feed your throttle and inputs in measured fashion, and the car shall reward you with accordingly smooth transitions. Remember that this is a car engineered not for adrenaline-inducing action but rather for effortless delivery of performance.

Conclusion

Whilst the prevalent idea of a Rolls-Royce is that of a chauffeur-driven vehicle, the concept of a two-door coupe is not exactly breaking new ground for the brand, claims of ‘most dynamic Rolls-Royce ever’ not withstanding. There is the Phantom Coupe that still remains on sale and in its pre-BMW past life, there were the Camargue and Corniche that sought to put their owners at the driver’s seat a little bit more often.

To bring out a common cliche in our circles, the Wraith is made with far greater emphasis to ‘driver focus’ than its stablemates, but enclosed within the caveat that core tenets of the Rolls-Royce brand, which is to carry itself with effortless grace and understated elegance. Indeed, effortless pretty much sums up the entire driving experience – the Wraith is a very fast car, but works to make that speed easy to access yet imperceptible on the move.