Magus Cars India

Democratization is a relative term – in Rolls Royce parlance that directly translates to the ‘RR Ghost.’ At the Auto Shanghai show in 2009, BMW owned Rolls Royce announced that they would be making a baby Roller – again, a relative term since the Ghost is about 13 inches longer than a 7 series BMW, a car with which it shares 20% of its components, but about 16 inches shorter than the mighty Rolls Royce Phantom. And, at a crore less than the Phantom, the Ghost is considerably more affordable – did I mention that everything’s relative?

At 2.5 crores plus, you still need to be stupendously wealthy to afford one. And, while the Ghost may bring some new, but still well-heeled, buyers into the exclusive club of Rolls Royce ownership, it nevertheless has a lot to live up to. After all, the Silver Ghost from which it gets its name is perhaps the most famous and celebrated Rolls of all time. In fact, it was the car that led to the origin of the phrase, ‘Best car in the world,’ in 1907 – a phrase that the company has done its utmost to adhere to ever since.

So, what does it mean to be a baby Rolls? What we have here is one of the first Rolls Royce Ghost’s, delivered earlier this year, in the Asia Pacific region – so, we’re about to find out.

From the Outside

The Ghost may be considerably smaller than the Phantom, but it’s no less imposing on the road. However, it does appear to be a modern interpretation of styling that’s quintessentially Rolls Royce. The traditional front grille, for instance, is inset in the Ghost – versus the Phantom, in which it completely dominates the front end. The overall design, in fact, appears much more cohesive as compared with the Phantom, which, depending on your point of view, could be construed as being a little over the top.

Make no mistake, however, when people see the Ghost coming down the road, they still get out of the way – and very quickly too. Moreover, it does share a lot of cues from its bigger brother, such as the rear-hinged suicide doors, which Rolls refers to as ‘coach doors’ since they allow you to step in-and-out of the car with utmost grace and dignity. And, like the Phantom, the RR wheel centers always stay upright –also, the ‘Spirit of Ecstasy’ hood ornament can be electrically retracted into the grille if you tire of seeing her for some reason.

The car we tested was stunning in claret with a silver satin bonnet and 20-inch wheels. The bonnet isn’t brushed aluminium however, as it is in the Phantom Drophead Coupe and Convertible. Instead, it’s actually matte-finish silver, which you don’t polish, but apparently clean with Colin – another sign of this seemingly autocratic machine appearing decidedly democratic. That being the case, it takes but one look at the Ghost to see firsthand what five coats of paint and a layer of clear lacquer will do, which is give it a lustre that makes other, more pedestrian, road going vehicles appear unfinished in comparison. The 20-inch wheels, meanwhile, are quite needed – not least because the large wheels form an integral part of the proportion of a Rolls Royce, but also because they hold serving-tray sized brake discs underneath (a massive 16.1 inches in front, and 15.8 inches at the rear).

I, for one, just love the way the Ghost looks – it’s virtually as grand as the Phantom, and a lot more usable on a regular basis.

From the Inside

Exquisite is the only word that comes to mind. This particular car had moccasin leather, walnut veneer and lambswool carpets, but that’s not the point – like in the Phantom, absolutely everything looks and feels finely crafted. As you feast your eyes on the walnut, you can almost envision the craftsmen back at the factory applying coat-after-coat of veneer. And, like in the Phantom, there’s so much to take in, the attention to detail is phenomenal – such as the art deco roof lighting, the chrome plungers to open-and-close the AC vents, and the flawless black piano finish on the elegant large diameter, thin-rimmed steering wheel.

However, this is a new-age Rolls, which means that it’s also packed to the gills with the latest technology. For instance, it’s got a BMW iDrive-like interface, which can, of course, also be controlled from the rear seat. It also has a pair of DVD screens in the back, a USB-input in the glove box, a built-in hard disk to rip music to, and multiple reverse cameras that provide a phenomenal Google Earth-like aerial view of the car and its surroundings. And, like the Phantom, it has a button to close the rear door should you have to do so yourself – shudder the thought. On the more traditional front, it also has umbrellas mounted in the front doors. It most certainly is a ‘pukka’ Rolls Royce.

On the Road
The new baby Roller is powered by a not-so-baby-like 6.6 litre, twin-turbo, BMW derived V12 that produces 563 horsepower and 780Nm of torque – yes, you read that correctly, and yes again, it probably is enough to tow an ocean liner.

Now, the bigger Phantom has quite a bit in common with a sea faring vessel – it certainly costs as much as some, and also drives like a land yacht, albeit a very fast one. But the Ghost is not only smaller, but it also has an additional 100 horsepower. Moreover, it has an 8-speed ZF gearbox, adaptive air suspension (like the Phantom), active roll stabilization, four-wheel steering, double wishbones in front (which are incidentally stamped BMW), and does 0-100km/h in 4.9 seconds. Now that sounds like a car that’s been made to be driven. And boy has it ever.

The Ghost doesn’t feel at all intimidating from behind the wheel. In fact, the view out the front is just as good as in the Phantom – with the Spirit of Ecstasy leading the way. The only difference in this case is that it doesn’t feel as though the bonnet is in another zip code. And that means you’re very comfortable even on our incredibly congested streets. Like in the Phantom, the steering is exceptionally light. But, being a rack-and-pinion, it’s also very direct and provides great feedback. You can certainly feel the German influence – in a positive way, because everything feels responsive and immediate, which isn’t exactly easy to achieve in a car as large as this. It really is a Rolls that’s meant to be driven. The car darts into corners in a way that shouldn’t be possible within the laws of mass and inertia. The active roll stabilization and adaptive air suspension really does work. There’s minimal roll and the body control is amazing – and the power, my God the power.

My colleague, seated next to me during the drive, likened the acceleration of the Ghost, and the sensation it provides, to that of a commercial airliner taking flight. Courtesy of the 8-speed transmission, all 563 horses are at your beck-and-call absolutely all the time. And there’s just no sensation of speed whatsoever – simply a sense that the scenery appears to be flashing by ever so quickly, and the horizon, which was just a speck, is suddenly upon you. The most incredible thing of all, though, is that every time you look at the instrument cluster, even with the accelerator pedal firmly pressed, the power reserve meter typically indicates that you’ve got anywhere between 50-60% of the engines power still in reserve (like in the Phantom, the Ghost doesn’t have a tachometer, but a power reserve meter – although the gauges in this case are white, which I found avoidable). In fact, the only time you feel the considerable heft of this machine, is when you stand on the massive brakes. The brakes themselves are very impressive, it’s just that you realise quite how much this car weighs when you come to slow down again – especially if you have to do so in a hurry.

On the comfort front, the Ghost retains the trademark magic-carpet ride of a Rolls Royce. And, as per tradition, at 100km/h all you hear is the clock ticking. Actually, in this case, the clock doesn’t tick, so in fact all you hear is the AC blower. It’s not quite as eerily quiet as in the Phantom, but still sufficiently silent enough for you to virtually hear your heartbeat accelerate with the car. Incidentally, the name for the 1906 original originated from ghost like quietness – another legacy that’s certainly carried on even today.

Another feature that could be very useful in India is the height adjustable air suspension. You can manually raise or lower the car via a button on the center console. Alternatively, the car will do it for you automatically – it raises the ride height on its own when it senses you’re traversing rough terrain, and it also lowers the car when you approach cruising speed, which reduces drag and also improves road holding. The Ghost even has a button on the gear lever to engage a Rolls Royce version of ‘Sport’ mode. It sharpens throttle response, quickens shifts, and ensures that the transmission holds gears longer. It really does work, and while ordinarily it would be the first thing I’d do before setting off, in this case I left if off – in the Ghost, it didn’t seem dignified somehow.

Verdict

The baby Roller is truly an incredible car – it may not be quite in the same league as the Phantom, but it is a true Rolls Royce in very sense. From the drivers’ chair, it’s almost incomprehensible the way it really does sit on its haunches and head for the horizon. It’s a completely different feeling to anything you’ve experienced before – being thrown back into the plush seats that are covered in hide that undoubtedly comes from the most well bred cows on the planet. And in the rear, while it may not be as voluminous as a Phantom, which has a throne unlike any other, the Ghost at least has a chaise lounge that cossets you all the same. Being inside the Ghost is really an escape from the outside world, and, if you can’t afford one, like 99% of the earths’ inhabitants, it’s an escape from reality as well. But if you can actually afford to make this your reality, I strongly suggest you do. And to clear your conscience, you can at least contribute as much to charity as well.

So, is this the best car in the world? Well, it’s second only to the Phantom – fitting I suppose.

Historically, the Porsche crest has been synonymous with the rear-engined 911. In the 70s, however, Porsche expanded its line-up by offering a range of front-engined models. But the purists wouldn’t have it, and the so-called ‘future’ Porsches died a natural death one after the other.

Over the past two decades, however, Porsche has been able to consistently (and successfully I might add) expand its model range. The Boxster harkens back to one of most legendary Porsches of all time, the 550 Spyder – made infamous by James Dean. But that’s a mid-engined two-seat sports car – what we have here has four doors and four full size seats. Surely the purists are frothing at the mouth?

After all, the idea of Porsche making a family car is preposterous – it’s almost akin to the German sports car legend rolling out a diesel SUV. Oh wait, Porsche does make an SUV, and it can in fact be had with a diesel engine! And, come to think of it, the Cayenne is actually their best selling model worldwide. You see, in order to survive and thrive in the era of the conglomerate, Porsche seems to be following the ethos of, ‘Give the people what they want’ – while taking very good care of the purists as well mind you. So, if in fact you do want a four-door sports car, who better than Porsche to provide one for you – correct? Well, let’s find out.

I’ve actually owned, and loved, a front-engined Porsche before – a 1988 944 Turbo – so it’s not an entirely alien concept. And Porsche claim that the DNA of the Panamera is very much in keeping with the 911. They better be right because there are no second chances in this market. Moreover, it’s one that’s about to get a lot more competitive.

BMW has announced that they’ll produce a four-door coupe by 2012. Apparently Lamborghini is once again seriously considering rolling out a car with four-doors – their most recent attempt was on display in concept form at the Paris Auto Salon in 2008, and it was drop-dead gorgeous. Maserati already makes the stunning Quattroporte, and Mercedes the CLS, while Aston Martin has entered the fray with the Rapide. It’s all getting very serious indeed!

From the outside

On account of its looks, the Panamera got mixed reviews at its launch. In designing a four-door sports car, so to speak, some challenges are inherent. And that’s clearly evident in the rear three-quarter view of the Panamera – with its full size rear doors and extended hatch. That apart, I actually found that the Panamera looked a lot better in the flesh than its photographs suggest. With the massive 20-inch rims on our test car, it looked very purposeful on the road. It may not be pretty in the traditional sense, but it has enormous presence. Even in a city like London, with Aston Martins aplenty, people point and take photographs. The 14-inch front brake discs and huge 6-piston calipers certainly add to the sense of purpose. And, of course, it has the ubiquitous LED lights in front to add a sense of drama as well.

Porsche has certainly done what it can to make the Panamera fit in within its family of vehicles. The front end and silhouette is 911-esque. The big square jaw up front and the large rounded rump at the rear actually gel quite well together after all – in a tenuous sort of way. At the rear, which looks quite stout when viewed directly from behind, there’s an integrated spoiler that deploys at speeds above 90km/h. At 205km/h, it takes on a more extreme angle to provide greater downforce – how very German in its engineering detail. Another thing that piques your interest is the actual key, which is shaped like the car itself. And while that’s quite a novel idea, once the novelty wears off you do notice that the key itself is actually a little large.

All things considered, though, I grew to quite like the way the Panamera looked after I got accustomed to it.

From the inside

Here’s where the Panamera has to prove itself. After all, there’s no point being a four-door Porsche if it’s only got marginal room in the rear. Clearly put, it’ll be worthless if the rear isn’t comfortable. Luckily, however, being inside a Panamera – front or rear – is exceedingly comfortable. It truly is a full size four-seater.

Rear seat passengers get their own excellent Porsche bucket seats. They also get rear AC vents and controls – just to bring home the point that this is very much a Porsche for those in the rear. Not that the driver and co-passenger are left out however. The front features a beautiful center stack that has an array of buttons that makes it look like a keypad from an exorbitantly priced, but very well made, Vertu phone. There’s also acres of leather and alcantara, a fair amount of carbon fibre, and a smattering of aluminium. All of which adds up to a beautiful cabin indeed. In fact, I loved the alcantara headliner – despite being all grey, it gave the cabin a very warm feeling.

The driver meanwhile gets 16-way adjustable buckets that allow you to even set the level of side bolstering you desire – both for the seatback, as well as the seat bottom. Combine that with quite good visibility despite the steeply raked rear hatch, and you can sit low in the car with the seats holding you firmly in place like a sports car, or you can adjust your seat to sit high up and somewhat more leisurely, like in sedan.

The driver also faces a traditional cluster of individual hooded gauges with a large analogue rev counter dead center in true Porsche fashion. In this case, however, one of the gauges is actually a digital display that gives you on-board information, driving directions, and even a complete GPS map directly in your line of sight. All of which can, of course, be mirrored on the much larger screen on the center console.

All in all, it is a fantastic cabin. And regardless of whether or not you like the Panamera from the outside, I assure you that you’ll love it from the inside.

On the road

Porsche may have got the Panamera right on the inside, but it’s not out of the woods just yet. The critical question that’s still unanswered is whether or not it actually drives like a Porsche.

Propelling this beast is an appropriately mammoth 4.8 litre, direct injection V8 that produces 400 horsepower. And said engine is a true powerhouse. The grunt it provides is both explosive and effortless in equal measure. On start-up, it growls at you as it fires into life. After that, however, it’s barely audible as you drive down the road – to a fault almost. However, there are a couple of buttons on the center console that can change that if you so desire. Press the button to engage sport mode, as well as the one to turn on the sports exhaust, and the Panamera quickly transforms from mild mannered mare to Triple Crown winning thoroughbred.

The power delivery, and its accompanying soundtrack, is simply amazing every time you so much as feather the throttle pedal – it puts a smile on your face every time. And when you want more power, it’s just there – it simply doesn’t matter what your current speed may be, or what gear you might be in. The Panamera just appears to have an unending supply of seamless forward propulsion. And the shifts from the double-clutch gearbox are so smooth that they’re virtually indistinguishable. In fact, combine the quick shifts with its tractable V8, and it almost feels as though you’re getting drive not so much from an engine and transmission, as much as from the forces of gravity – drawing you towards the horizon at light speed.

But really, it’s the versatility more than the raw power that stands out. Most of the time, you can potter around town in 7th gear at 1000rpm with no problems at all. The engine truly is that smooth – in fact, at 100km/h on the highway, its barely turning over at 1600rpm. Plus, you can put the air suspension in comfort mode, and the ride in the city really isn’t bad at all – despite the 20-inch rims. You can even manually raise the ride height if the road surface demands it. And then, when you come across an inviting bit of road, you simply press sport and literally shoot off into the distance with no hesitation whatsoever. When you ask it to, the Panamera responds immediately – it just downshifts and goes.

Driving in the city is made somewhat economical by the addition of an automatic start-stop system. In theory, the use of start-stop should give you an additional .5 kilometres to a litre of fuel. And surprisingly, the Panamera is actually quite economical – on 1,000 kilometres of highway and city driving, it returned a quite respectable average of 10 kilometres to a litre of 97 octane. Push it hard, however, and you can literally see the fuel needle chart an inversely proportionate course to that of the rev counter. Nevertheless, the start-stop system not only provides real mileage benefits in the city, but it also makes you feel better when you’re sitting in traffic – which is to say, at idle, with the car off, you’re neither wasting fuel nor spewing exhaust fumes. The system is quite intelligent as well. For instance, if you lower the AC temperature, the engine is turned on automatically to provide better cooling in the cabin.

There are a few small issues however. At low speeds, the power delivery can be a little abrupt at times, which is a common symptom for a dual-clutch gearbox. The biggest problem, however, comes when you want to change gear for yourself. The gearbox itself may be near perfect, but the driver interface to institute a gear change is anything but. Porsche insists on persisting with buttons on the steering wheel to manually affect a gear change. They do offer proper paddles on some models, and I would recommend paying extra if paddles were offered as an option in the Panamera, but they’re not. The upside in this case is that you don’t really need to change gears for yourself. Even when you’re on a mountain road, the gearbox always seems to be in the right gear. The downside is that you can’t really enjoy changing gears yourself. On the other hand, you can change gears using the gearlever as well, but it’s just not as satisfying as proper steering column mounted paddles.

That apart, the Panamera is truly the perfect blend of sports car and GT car. It really does feel a lot like the 911 – albeit a much larger one. It’s certainly not as visceral as a 911 though, nor as delicate as a Cayman, but it’s still unmistakably Porsche. It is a wide car though, and you do notice that on narrow country roads. As a result, you expect it to be a little lazy on change of direction – but it’s just not. There’s simply no flex at all. It just responds immediately, with no roll whatsoever. Moreover, the grip levels are tremendous. I tried my best to get it unstuck on the road, but the electronics kept the massive 295/35 ZR20 Michelin Pilot Sport tires completely glued to the road no matter what. And there are a lot of electronics, which have the combined effect of making a car with the girth of a baby elephant glide like a fleet footed Gazelle. Porsche Traction Management (PTM) provides all-wheel drive control, Porsche Stability Management (PSM) provides stability control and brake assist, Porsche Active Suspension Management (PASM) provides continuous shock absorber control, and Porsche Dynamic Chassis Control (PDCC) reduces roll. Despite all this, however, the Panamera can get a little unsettled over bumps at speed. Plus, there are instances on rough terrain where you do discern a slight delay in the power being transmitted to certain wheels. Nevertheless, most of the time, the electronics are seamless, and work with you to hasten forward progress.

Let’s just say, if you need a car to cover continents – this would unequivocally be it.

Verdict

So, should Dr. Ferdinand Porsche be turning in his grave? Well, not exactly. You see, Dr. Porsche was an engineer – probably one of the most gifted automotive engineers in the history of the motorcar – and the Panamera is an engineering masterpiece. Everything about the car has pure Porsche precision – both in the way it feels, and in the way it’s built.

On the road, it really is hard to get your head around the fact that something this large can feel like an actual sports car – while still retaining all the qualities of the perfect GT car. So, as a technological marvel, it’s up there with the best of them. On a personal level, though, it just didn’t keep me up at night – as perhaps the 911 or Cayman would have done. I’m awestruck by what Porsche have been able to achieve, but its more clinical appreciation rather than head-over-heels lust.

But, is it the perfect tool known to man with which to transport your family and their belongings not only at light speed, but also in the lap of luxury? Another unequivocal yes.