The Ghost was a line in the sand for Rolls-Royce when it appeared in 2009: the beginning of a transformation that took the company's annual production volume from hundreds of to several thousand cars per year.
Now in its second-generation, the Phantom's understudy has evolved substantially. Where the Ghost's mechanical underpinnings were once adapted from those of the BMW 7 Series, it now shares the same 'Architecture of Luxury' platform as the Culinary and Phantom. There are also innovations such as Rolls-Royce's mass dampers for the front suspension, and an active anti-roll bar for the rear axle, both of which help bring ride-quality closer than ever to that of the Phantom.
However, while the Phantom is very much a car in which to be driven, the Ghost was intended as a car for the well-heeled driver, and its dynamic character reflects that. Slighter tauter-riding and more agile than the Phantom (partly by virtue of its more compact proportions), it lends itself more readily to the cut-and-thrust of daily motoring on traffic-clogged UK roads than its bigger brother.
And yet in terms of interior space, luxury ambiance and sheer material quality, the car sits only the smallest of rungs below its bigger brother, adopting as it does Rolls-Royce new 'post-opulence' design approach both inside and out. It's a Neoclassical fortress on wheels, but a use able one.
The Ghost was a line in the sand for Rolls-Royce when it appeared in 2009: the beginning of a transformation that took the company's annual production volume from hundreds of to several thousand cars per year.
Now in its second-generation, the Phantom's understudy has evolved substantially. Where the Ghost's mechanical underpinnings were once adapted from those of the BMW 7 Series, it now shares the same 'Architecture of Luxury' platform as the Culinary and Phantom. There are also innovations such as Rolls-Royce's mass dampers for the front suspension, and an active anti-roll bar for the rear axle, both of which help bring ride-quality closer than ever to that of the Phantom.
However, while the Phantom is very much a car in which to be driven, the Ghost was intended as a car for the well-heeled driver, and its dynamic character reflects that. Slighter tauter-riding and more agile than the Phantom (partly by virtue of its more compact proportions), it lends itself more readily to the cut-and-thrust of daily motoring on traffic-clogged UK roads than its bigger brother.
And yet in terms of interior space, luxury ambiance and sheer material quality, the car sits only the smallest of rungs below its bigger brother, adopting as it does Rolls-Royce new 'post-opulence' design approach both inside and out. It's a Neoclassical fortress on wheels, but a use able one.
The Ghost was a line in the sand for Rolls-Royce when it appeared in 2009: the beginning of a transformation that took the company's annual production volume from hundreds of to several thousand cars per year.
Now in its second-generation, the Phantom's understudy has evolved substantially. Where the Ghost's mechanical underpinnings were once adapted from those of the BMW 7 Series, it now shares the same 'Architecture of Luxury' platform as the Culinary and Phantom. There are also innovations such as Rolls-Royce's mass dampers for the front suspension, and an active anti-roll bar for the rear axle, both of which help bring ride-quality closer than ever to that of the Phantom.
However, while the Phantom is very much a car in which to be driven, the Ghost was intended as a car for the well-heeled driver, and its dynamic character reflects that. Slighter tauter-riding and more agile than the Phantom (partly by virtue of its more compact proportions), it lends itself more readily to the cut-and-thrust of daily motoring on traffic-clogged UK roads than its bigger brother.
And yet in terms of interior space, luxury ambiance and sheer material quality, the car sits only the smallest of rungs below its bigger brother, adopting as it does Rolls-Royce new 'post-opulence' design approach both inside and out. It's a Neoclassical fortress on wheels, but a use able one.
The Ghost was a line in the sand for Rolls-Royce when it appeared in 2009: the beginning of a transformation that took the company's annual production volume from hundreds of to several thousand cars per year.
Now in its second-generation, the Phantom's understudy has evolved substantially. Where the Ghost's mechanical underpinnings were once adapted from those of the BMW 7 Series, it now shares the same 'Architecture of Luxury' platform as the Culinary and Phantom. There are also innovations such as Rolls-Royce's mass dampers for the front suspension, and an active anti-roll bar for the rear axle, both of which help bring ride-quality closer than ever to that of the Phantom.
However, while the Phantom is very much a car in which to be driven, the Ghost was intended as a car for the well-heeled driver, and its dynamic character reflects that. Slighter tauter-riding and more agile than the Phantom (partly by virtue of its more compact proportions), it lends itself more readily to the cut-and-thrust of daily motoring on traffic-clogged UK roads than its bigger brother.
And yet in terms of interior space, luxury ambiance and sheer material quality, the car sits only the smallest of rungs below its bigger brother, adopting as it does Rolls-Royce new 'post-opulence' design approach both inside and out. It's a Neoclassical fortress on wheels, but a use able one.
The Ghost was a line in the sand for Rolls-Royce when it appeared in 2009: the beginning of a transformation that took the company's annual production volume from hundreds of to several thousand cars per year.
Now in its second-generation, the Phantom's understudy has evolved substantially. Where the Ghost's mechanical underpinnings were once adapted from those of the BMW 7 Series, it now shares the same 'Architecture of Luxury' platform as the Culinary and Phantom. There are also innovations such as Rolls-Royce's mass dampers for the front suspension, and an active anti-roll bar for the rear axle, both of which help bring ride-quality closer than ever to that of the Phantom.
However, while the Phantom is very much a car in which to be driven, the Ghost was intended as a car for the well-heeled driver, and its dynamic character reflects that. Slighter tauter-riding and more agile than the Phantom (partly by virtue of its more compact proportions), it lends itself more readily to the cut-and-thrust of daily motoring on traffic-clogged UK roads than its bigger brother.
And yet in terms of interior space, luxury ambiance and sheer material quality, the car sits only the smallest of rungs below its bigger brother, adopting as it does Rolls-Royce new 'post-opulence' design approach both inside and out. It's a Neoclassical fortress on wheels, but a use able one.
The Ghost was a line in the sand for Rolls-Royce when it appeared in 2009: the beginning of a transformation that took the company's annual production volume from hundreds of to several thousand cars per year.
Now in its second-generation, the Phantom's understudy has evolved substantially. Where the Ghost's mechanical underpinnings were once adapted from those of the BMW 7 Series, it now shares the same 'Architecture of Luxury' platform as the Culinary and Phantom. There are also innovations such as Rolls-Royce's mass dampers for the front suspension, and an active anti-roll bar for the rear axle, both of which help bring ride-quality closer than ever to that of the Phantom.
However, while the Phantom is very much a car in which to be driven, the Ghost was intended as a car for the well-heeled driver, and its dynamic character reflects that. Slighter tauter-riding and more agile than the Phantom (partly by virtue of its more compact proportions), it lends itself more readily to the cut-and-thrust of daily motoring on traffic-clogged UK roads than its bigger brother.
And yet in terms of interior space, luxury ambiance and sheer material quality, the car sits only the smallest of rungs below its bigger brother, adopting as it does Rolls-Royce new 'post-opulence' design approach both inside and out. It's a Neoclassical fortress on wheels, but a use able one.
The Ghost was a line in the sand for Rolls-Royce when it appeared in 2009: the beginning of a transformation that took the company's annual production volume from hundreds of to several thousand cars per year.
Now in its second-generation, the Phantom's understudy has evolved substantially. Where the Ghost's mechanical underpinnings were once adapted from those of the BMW 7 Series, it now shares the same 'Architecture of Luxury' platform as the Culinary and Phantom. There are also innovations such as Rolls-Royce's mass dampers for the front suspension, and an active anti-roll bar for the rear axle, both of which help bring ride-quality closer than ever to that of the Phantom.
However, while the Phantom is very much a car in which to be driven, the Ghost was intended as a car for the well-heeled driver, and its dynamic character reflects that. Slighter tauter-riding and more agile than the Phantom (partly by virtue of its more compact proportions), it lends itself more readily to the cut-and-thrust of daily motoring on traffic-clogged UK roads than its bigger brother.
And yet in terms of interior space, luxury ambiance and sheer material quality, the car sits only the smallest of rungs below its bigger brother, adopting as it does Rolls-Royce new 'post-opulence' design approach both inside and out. It's a Neoclassical fortress on wheels, but a use able one.
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