Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Gabriel Vega – June 07, 2024

First Drive: The 2025 Rolls-Royce Cullinan Series II

The Rolls-Royce Cullinan's 2018 debut marked a significant turning point for the British carmaker. For the first time in its 118-year history, nearly everyone who parted with the over $325,000 the Cullinan originally cost used it daily. Beyond covering more miles on average than any Rolls before it, most owners opted to drive, with fewer than 10 percent relying on a chauffeur. It didn't just shift customer habits; the Cullinan morphed the customer base itself, successfully attracting new and, crucially, younger buyers to the brand. So much so that from 2010 to 2024, the average age of a Rolls-Royce owner dipped from 56 to 43. Six years after its unveiling, the Cullinan is still by far the brand's best-seller. While booming demand for taller, more practical vehicles is partly responsible for the Cullinan's success, it's also a result of how closely Rolls-Royce tracks customer feedback. It's constantly in contact with buyers, noting what's important to them and implementing focused updates whenever it refreshes or introduces any new model. Considering not just how this SUV has impacted the brand but also how the carmaker moves to keep its recent record sales streak going, it is crucial to understand the refreshed 2025 Rolls-Royce Cullinan Series II and its Black Badge counterpart. On the surface, it's easier to discuss what isn't new than what is. The twin-turbocharged 6.75-liter V12 that powers it is untouched, as is its eight-speed automatic and all-wheel drive system. Besides a minor recalibration to account for larger 23-inch wheels, its industry-besting air suspension carries over, too. Instead, the Series II addresses the aforementioned customer feedback, implementing a modernized aesthetic, new interior materials, broader customization opportunities, and a thoroughly updated tech suite. It's also pricier, starting around $450,000 or roughly $500,000 if you want the Black Badge. The Series II's visual updates are plentiful and focused, although it may not seem so initially. The central theme here is verticality, drawing inspiration from traditional yachts and skyscraper designs. It's visible in the updated front's extended daytime running lights, which slope downwards and flank a now frameless and illuminated Pantheon grille. Like the Spectre, a prominent horizontal line sits atop its angled slats, connecting this bright centerpiece with those aforementioned LEDs. Enlarged lower air intakes with angled veins sharpen the lower sections of its front fascia. As a result, the Cullinan Series II has a considerably sportier aesthetic than its predecessor. While these angled veins and larger openings work in concert with the Black Badge's darkened trim (now offered with black door handles for the first time) and carbon touches, they appear somewhat anachronistic in the standard model, which more closely aligns itself with a traditional Rolls-Royce vibe. Beneath its tail lights, practically everything is new, including its bumper, larger exhaust tip surrounds, and extensive contrasting lower trim. However, you won't find many sharp lines to complement those upfront, making its two ends appear somewhat disconnected. Completing the list of updates is a new 23-inch seven-spoke wheel design with a fully polished or two-tone finish. The 2025 Rolls-Royce Cullinan Series II benefits from the vastly updated tech suite we first saw in the Spectre. A digital instrument cluster and an updated central infotainment display sit behind a massive pillar-to-pillar glass panel for the first time. An updated analog clock and a Spirit of Ecstacy figure sit beside the new screens, as does an illuminated passenger panel comprising over 7,000 laser-cut dots. Beyond the screens, all the wiring that powers them and their SPIRIT software is new, allowing for greater connectivity and broader customization options. Customers can now select unique color combinations for the cabin trimmings and digital elements. The most significant update to the Series II's cabin is the addition of a new Duality Twill fabric, replacing the leather-only the marque has relied on in recent decades. Made from bamboo fibers and incorporating an interlinked "RR" pattern, each cabin built with this new material will use more than 2.2 million stitches and 11 miles of thread, each taking around 20 hours to complete. While the carmaker plans to offer its base color in Lilac, Chocolate, or Black, buyers can pick from 51 available thread colors. Should leather be more your speed, the 2025 Rolls-Royce Cullinan Series II introduces a new Placed Perforation option. As its name suggests, it utilizes around 107,000 0.8 to 1.2 mm-sized holes to create unique patterns that buyers can customize through the brand's Bespoke program. A single person inspects these tiny perforations to ensure they're correctly done. The Black Badge takes things further by offering its unique Technical Carbon trim alongside an accompanying infinity logo, which can be embroidered into its headrests. Setting off in the Series II through the perfectly paved winding mountain roads that make up the Island of Ibiza, piloting the refreshed Cullinan feels like a strikingly familiar affair. As noted earlier, most of its oily bits carry over from its predecessor. In standard form, its twin-turbocharged 6.75-liter V12 produces 563 horsepower and 627 pound-feet of torque, while that output rises to 600 hp and 664 lb-ft for the Black Badge. This allows for a 4.9-second sprint to 60 mph and an electronically limited 155-mph top speed. Starting with the "standard" Cullinan, it's still striking years on how well its massive V12 feels virtually non-existent from behind the wheel. Even as you work deeper into the gas pedal, its cabin noise remains almost unchanged as it quickly but silently picks up speed. As with every car Rolls makes, its steering is effortlessly light and nicely isolated from unwanted vibrations. The same goes for its air suspension, which, despite the addition of larger 23-inch wheels and slimmer sidewalls, still manages to isolate even significant road imperfections perfectly. Jumping in the Black Badge model immediately after is perhaps the only way you'll be able to tell them apart. The extra 57 horses it develops are barely felt in the real world unless you select its "Low" mode, which sharpens its throttle response, finally bringing them into play. Despite the BB's sportier aesthetic and sharpened powertrain tuning, its air suspension is just as soft as the standard car's, meaning you'll pay no comfort penalties for the added performance. Only its slightly more aggressive exhaust mapping will stand out to the outside world, as inside the car, the difference is barely noticeable given its extensive sound deadening. Although pricing for the U.S. has yet to be announced, we know the 2025 Rolls-Royce Cullinan Series II will go into production sometime in August. The standard model will cost around $450,000, and the Black Badge will cost around $500,000. With deliveries expected to begin toward the end of the year, the carmaker's order books are currently open. With the Cullinan Series II, it's clear that Rolls-Royce is not only looking to work based on the feedback of its current customer base but also continues widening this SUV's appeal. By modernizing its exterior, introducing new materials, and vastly updating its tech suite, it isn't just interested in retaining its spot at the top of the SUV food chain and incorporating many of the systems and features its younger customer base expects. While aesthetically, not all of the Series II's exterior updates are equally successful, the same can't be said of its interior. From the addition of the new duality twill fabric and the placed perforations, the marque is focusing on offering more of the customization flexibility its customers yearn for without messing with the powertrain components they're already satisfied with. While options will likely push its out-the-door price well past the $500,000 mark, six years on, there's nothing to drive or ride in quite like the Rolls-Royce Cullinan. View All Cullinans For Sale

By Gabriel Vega – November 08, 2022

2023 Rolls-Royce Phantom Review: A Step Above The Rest

For decades, the Rolls-Royce Phantom has been the benchmark for how quiet, comfortable, and expensive a luxury sedan can be. It is one of few vehicles that doesn't have to consider value. With a starting price of $475,000, the new 2023 Roll-Royce Phantom is less about its individual skills and more about how they come together to deliver a unique driving experience. With its closest competitors costing half as much, this opulent machine can't just be good. It has to be the best. There's also rising competition on its home turf. Previously, the delta between a Ghost and a Phantom was significant, but with the introduction of the former's latest generation, that gap has closed dramatically. This recent innovation begs the question: is the brand's flagship still a step above the rest? I recently flew to Las Vegas for a drive into the Valley of Fire to find out. Photo: James Lipman Photo: James Lipman The eight-generation Phantom is now in its sixth model year, and Rolls-Royce recently refreshed it with the introduction of the Series II. If it looks strikingly similar to the car that debuted back in 2017, you're not wrong. This update is more evolutionary than revolutionary, focusing less on exterior updates and more on available interior options. According to Rolls-Royce, the Series II is far more customizable than the car it replaces. This new focus hasn't stopped the British carmaker from implementing some exterior changes. These include new wheel options, a tweaked headlight design complete with laser-cut starlights, and an updated Pantheon grille. A clear indicator that you're looking at a Series II is the new horizontal line that starts in the headlights and matches up perfectly with the updated grille. It accentuates the front end's already squared-off design. Photo: James Lipman The newly available wheel options don't rely on a business-as-usual approach to styling. Take the 22-inch Forged Painted Disk Wheel option as an example, a nod to 1920s design. This $13,000 set represents a real risk given how visually striking they are, yet their chunky design fits seamlessly with the Phantom's proportions. There's a similar adventurous theme going on in the interior, where a new limited Platino trim offers a fully silk interior. These new extras aim to increase the number of one-off cars rolling off the production line. According to Rolls-Royce, the goal isn't to sell more cars but higher-value ones. While Rolls-Royce did not engineer the Phantom with speed in mind, that doesn't stop it from being properly quick. A 563-horsepower twin-turbocharged V12 sends ample power to the rear wheels via an eight-speed automatic transmission. Thanks to its 664 foot-pounds of torque output, even this 5,700-lb sedan can reach 60 mph in 5.1 seconds. However, these on-paper stats give little insight into how the Phantom actually drives. What makes the Phantom's driving experience is just how smooth it is, regardless of the driver's inputs. Clever tuning delays throttle response so that this sedan doesn't wake up and dash even if you mash the gas. Instead, it progressively delivers power as its speedo climbs. The same goes for its eight-speed transmission, which shifts nearly imperceptibly in the background, even during wide open throttle. There's no way to change gears manually, and unlike the Black Badge Ghost or Cullinan, there isn't a "Low" mode to extract a more aggressive demeanor. There's a pleasant disconnect from the road. Even as you cross triple-digit speeds, no wind or road noise permeates the Phantom's cabin. It is startlingly quiet behind the wheel, easily dulling out a 130 mph run and making it feel more like 65 mph. The only proper indication of acceleration is a muffled bark from the sizable V12 up front. Even this subtle reminder of internal combustion will vanish shortly as the 9th-gen Phantom will be fully electric. Quietness aside, the Phantom is easily the most comfortable vehicle I've ever tested. To say it glides over pavement is an understatement. There are moments behind the wheel where you eye a pothole coming up, brace for it, and nothing happens. It is almost as if the car flattens the road ahead. This is all thanks to the Phantom's self-leveling suspension, which scans the pavement's surface and adjusts the car's dampening accordingly. Also Read Rolls-Royce Ghost Black Badge Road Trip: 1000 Miles In A Billionaire’s $500,000 Daily Driver The Phantom's steering is effortless. Its weight is unusually light like you could almost blow on it and turn. Rotating the wheel by grabbing onto its thin spokes is like waving your hands underwater. Even if you want quick and sharp movements, you get a dampened, slowed-down experience. It doesn't translate any of the road's imperfections. Instead, it builds on the foundation set by the sound deadening and suspension to disconnect you from the outside world. Phantom owners spend most of their time puttering between fancy restaurants and five-star resorts, likely in congested cities across the globe. This is where Rolls-Royce's rear-wheel steering system comes into play. It effectively shrinks the car's wheelbase, allowing it to dominate tight spaces, making it feel much more like a standard large sedan than the luxury land yacht it truly is. The Phantom is a car its owners will want to drive. Despite being a sizable luxury sedan, it isn't best enjoyed from its back seats. Whether crossing a crowded city, tackling a large highway, or even on a scenic winding road, the Phantom offers a rewarding driving experience. Read More Of Our Exotic Car And Supercar Reviews The Phantom's seemingly endless interior customization options make each car's character unique. Whether it be a more classic take with wooden panels or a more modern interpretation with glossy finishes, each Phantom is a clear reflection of its owner's creativity. With the introduction of the Series II, nearly every panel, surface, and material are customizable. Tech-wise, the Phantom II remains mostly unchanged and follows a similar layout to what we see in the Ghost and Cullinan. In front of the driver sits a 12.3-in digital instrument cluster with three gauges and a 10.25-in retractable infotainment screen in the center. New to the Phantom is the Rolls-Royce Connected system, which interacts with the brand's private Whispers app to deliver vehicle data such as location and condition. Photo: James Lipman Photo: James Lipman Whether you sit in the plush chairs behind the wheel or recline in the second row, the Phantom offers heating, cooling, and various massage settings for all. The rear seats can be productive with their retractable picnic tables or comfort-focused with optional elevating footrests. Buyers can also choose between a standard row of seats or two individual ones. Given its level of customization, the Phantom can now be more expensive than ever. Despite its $475,000 base price, the two cars I tested and rode in cost $628,300 and $651,450, respectively. However, more than enough options are available to get even closer to $700,000. Given its higher level of customization and substantial pricing increase, this is how the Phantom now differentiates itself. Photo: James Lipman Like the Phantom, the Ghost is also an opulent, quiet, and comfortable sedan. It gets most of the way there to what a Phantom offers from a driving perspective. However, the fine details allow the Phantom to achieve a level of disconnect from the real world like no car I've ever tested. Be it road imperfections, weather, or city noises, the Phantom dissolves them all. It's as if the outside world doesn't matter. With the Series II, the Phantom further reinforces itself as the head of its household. It already delivers the most luxurious drive of any sedan on sale today. With its new customization options and one-off opportunities, it dives deeper into the heightened level of luxury that defines it. After all, what allows the Phantom to be a step above the rest is not what it does, but how it makes you feel. View All Rolls-Royce Phantoms For Sale Photo: James Lipman

By Gabriel Vega – June 02, 2022

Rolls-Royce Ghost Black Badge Road Trip: 1000 Miles In A ...

Rolls-Royce Road Trip: 1000 Miles In A Billionaire's $500,000 Daily Driver Living in Los Angeles can really mess with your perception of wealth. Spend any amount of time around Beverly Hills, and you'll see every Rolls-Royce imaginable parked outside of expensive restaurants and five-star hotels alike. Having only lived in LA for a few months, this phenomenon is still quite striking. However, after watching these six-figure ultra-luxury vehicles exclusively crawling around the city, I couldn't help but feel they were being misused in a way. Suppose you distill a Rolls-Royce to its essence. In that case, you get a tremendously comfortable vehicle with world-class suspension and enough noise isolation to make even police sirens sound no louder than a notification on your phone. While these attributes make a Rolls-Royce ideal for navigating urban environments in your personal detached bubble, they should also make it the ideal machine for a road trip. To put this question to the test, I reached out to the folks at Rolls-Royce with a simple idea: a round trip from Los Angeles to San Francisco. Considering that the average lease deal for one of these cars gives its drivers less than 3,000 miles to drive per year, I wasn't very hopeful I'd get a positive response. However, to my surprise, Rolls-Royce agreed and scheduled me into one of its latest creations, the Ghost Black Badge. Now, this wasn't my first encounter with the Ghost Black Badge. I attended its launch event in San Diego late last year, where I managed to score a couple of hours behind the wheel. With this road trip idea brewing, that first drive made it clear that the Ghost Black Badge was the right car for the job. The Car: The 2022 Rolls-Royce Ghost Black Badge serves as the continuation of the brand's Black Badge line, which began with the Wraith back in 2016. In short, the package gets you a darker aesthetic, a sportier drive, and the clever use of carbon fiber throughout. It all starts with the chrome. Unlike a standard Ghost, the Black Badge's chrome trim has been darkened. Instead of painting these shiny bits, the British carmaker tweaked its chrome plating process, delivering this car's ominous dark finish. The main benefit of this new process is that there's no paint to chip away through time, a must since this Ghost has black chrome seemingly on every surface. The most significant changes are found in the engineering department. For starters, the 6.8-liter twin-turbocharged V12 powering this super sedan now develops 591 horsepower and 664 pound-feet, marking a 28 hp and 37 lb-ft increase over the standard Ghost. To make the most out of this added muscle, Rolls-Royce gives its Black Badge models "Low" mode. Essentially, this is the brand's equivalent of a sport mode, giving you faster shifts by up to 50 percent with the throttle pressed past 90 percent, sharper throttle response, and stiffer suspension calibration. The result of the Black Badge's sporty pursuits is a 5,500-lb sedan that can reach 60 mph in just 4.5 seconds before continuing to its electronically limited top speed of 155 mph. To keep this speed in check, the Black Badge carries over the standard Ghost's enormous brakes while adopting larger air springs that can stiffen enough to help mitigate body roll. With all its significant options, such as the Black Badge Package for $43,850, Burnout Grey exterior paint for $15,900, and immersive seating for $10,775, my testers $393,500 MSRP quickly shot up to an as-tested price of $492,250. The Route: Setting off from my home in Pasadena, I had three routes to choose from, two of which took me through the middle of nowhere, CA. After about 10 seconds of internal discussion, I picked the US-101 North as my way up, taking in plenty of mountain passes and ocean views along the way, the perfect place to test the Black Badge's split personality. However, the pretty route comes with considerable penalties. For starters, this way added an extra 54 miles and over an hour of driving, totaling just over seven hours before reaching my hotel in downtown San Francisco. The way back would be much simpler. Forgoing all prettiness, I chose I-5 South as my way home. While its views would be bland, an empty open highway seemed like the ideal place to let the Ghost Black Badge stretch its legs and embrace its sportier persona. In total, the chosen route would take roughly 12 hours and 35 minutes with a total distance of 818 miles. However, with countless stops for food, photos, and filming, I managed to rack up a total of 1031.4 miles over three days. While it's safe to say I was the only person putting that many miles on a Rolls-Royce over those three days, it became clear that most owners are missing out by not doing so. Day 1: With Los Angeles' snow-capped mountains in the rear-view mirror, I began my seven-hour drive north with the Ghost and its enormous trunk filled to the brim with luggage, cameras, tripods, and enough snacks to feed a village. Since Rolls-Royce was kind enough to drop off my tester with a full tank of gas, there was nothing to do except hitting the road. Immediately once I hit the highway, I was glad I had chosen a Rolls-Royce for this trip. Living in LA, it's easy to get used to just how bad the roads are. You learn to dodge the biggest potholes while accepting that a bumpy ride is inevitable. Thankfully, the Ghost was not concerned with even significant imperfections. Initially, I was worried the Black Badge's larger air springs would stiffen up the suspension too much, taking away from the comfortable driving experience. However, I was quickly proven wrong as the Black Badge glides over the road like you'd expect a $500,000 sedan would. With 10-way adjustable heated and cooled seats upfront, it's almost impossible not to feel comfortable in the Ghost's massive front chairs. If that's not fancy enough, my tester also had the massage feature, which features three intensity levels for a dozen or so configurations. Additionally, there are tons of leather-wrapped surfaces to rest your arms, elbows, and knees as you find your ideal position. The long open highways didn't last very long as we crossed into San Luis Obispo and the Black Badge encountered some curvy mountain roads. With "Low" mode engaged, I began to pick up the pace. While my wife and her opened water bottle certainly didn't appreciate quickened shifts, I did. With its "sport mode" engaged, the Black Badge gains a surprising amount of urgency. Slam your foot down, and the Ghost picks up speed so quickly that the rear-end squats considerably, pointing the Spirit of Ecstasy to the sky. Additionally, while the larger air springs desperately try and keep body roll in check, there's no stopping the lateral movement of a 5,500-lb sedan without spoiling the ride, so I'm glad Rolls-Royce didn't. It leans considerably, but it's not stiff by any means. After about 20 minutes of hustling the Ghost around, we settled into the extended highway portion of the drive as we crossed what seemed like hundreds of small farms. At this point, I decided to engage the Ghost's adaptive cruise control feature, set at the closest following distance possible. As traffic began to pick up throughout the day, this system's tuning began to shine, speeding up with restrained throttle application while lightly tapping the brakes to slow down, preserving the car's comfortable driving experience. While Rolls-Royce's interpretation of BMW's iDrive system is excellent, I stuck with the available wireless Apple CarPlay option. The 12.3-in screen was a highlight, delivering punchy colors via a very high-definition touchscreen display. While I liked interacting with it via touch, the rotary dial in the center console is better suited for navigating multiple menus. Speaking of menus, we stopped for lunch in the most California place possible, In-N-Out. As I chowed down on my double-double, I noticed it was about to rain, a perfect time to bust out my tester's $1,675 set of color-matched umbrellas. Unfortunately, the sky decided to hold back its tears, and we decided to do our first fuel stop instead. Since the Ghost requires premium fuel, I topped it off with 15.3 gallons at $5.29 each for a total of $81.45. Up until this point, we had been averaging around 15 mpg, thanks in large part to my earlier stint through the mountains. However, ease up on the throttle, and 20 mpg is more than achievable. As San Francisco sat just an hour away, I noticed numbness in my lower back, likely from sitting so long. While not even some of the most comfortable seats I've experienced could save me from wear and tear, the Black Badge had an ace up its sleeve. Within its massage menu, there's a feature called "Activation Massage," which, as its name suggests, applies pressure to activate your various body parts. With it set to its most aggressive setting, the Ghost did an excellent job of revitalizing my back. After about 10 minutes of the system being engaged, I felt utterly refreshed for the final charge into the city. After seven hours on the road, I ran straight into a significant problem. While my hotel had assured me of secured valet parking, I noticed that, like most hotels, they leave their most expensive cars upfront. Since I was responsible for my near $500,000 tester, I decided not to risk leaving it outside overnight. Instead, I called a friend who lived nearby and parked the car in a secure garage. The McLaren MP4-12C and Porsche 911 GT3 Touring flanking the Ghost reassured me of the garage's safety. Day 2: Rising just before the sun, I ran over to the garage and fired up the Ghost to snap some photos of it. Naturally, the Golden Gate Bridge was the top location on my list. A bit basic? Sure, but a classic, nonetheless. While this was the shortest driving day of the three, it was the first time I finally got a good look at the car and its grey, purple, and black aesthetic. On paper, my tester's Burnout Grey exterior finish for $15,900 wouldn't have been my first pick. While it's an elegant finish, it's a bit flat, lacking in depth and sparkle, especially for the money. However, for us picky folks, Rolls-Royce offers over 44,000 "stock" color options, although they'll paint your car in whatever color you can think of. After snapping a couple of photos, my tune on the color changed dramatically. While the car may look showroom fresh, I purposely didn't wash it after my first seven hours on the road, leaving my new collection of bugs all over the car's front end to showcase the drive. To my frustration, the exterior finish does a tremendous job of hiding dirt and road grime, retaining its classy look despite being properly filthy. One thing that's hard to display through photos is just how giant the Ghost truly is. At 218.3 in long and 84.6 in wide, this luxury sedan has a larger footprint than a Chevy Tahoe with a sizable turning radius to match, even with all-wheel steering. Despite its size, everything on the Ghost is proportional, from the Pantheon grille up front to the 21-inch wheels, massive windows, and enormous trunk. All its styling elements tie in nicely, resulting in an instantly recognizable shape that looks equal parts classy and expensive. While those 21-inch wheels may seem par for the course, they're unique. That's because Rolls-Royce opted to give the Black Badge carbon fiber barrels. Essentially, they took 22 carbon fiber layers and folded them to create 44 total layers. The lightweight wheels make sense on a supercar as they reduce unsprung mass. However, in a 5,500-lb sedan, they don't do much for the driving experience. Regardless, they demonstrate attention to detail and great use of composite materials. My tester's exterior had just one major flaw, and that was the set of red brake calipers. The color clashed considerably with the flat gray finish and the black and purple interior with no other red elements anywhere on the car. They would've completed the car nicely if they featured purple paint to match. With photos completed, it was time for more fuel. I scored a slightly cheaper gas station this time, taking just $61.12 to fill this big body sedan up from about a half tank left. From there, I went to check out SF's Millennium Tower, a 58-story skyscraper that's slowly sinking due to shady construction, before eventually sticking the Ghost back into the garage for the night, this time next to a Model S Plaid and a Mini Cooper JCW GP. Day 3: As the sun rose on the third day, my San Francisco trip was coming to an end. While I loved the city, I was more excited for the six-hour drive home. At this point, I was utterly enamored by the car, actively looking for get-rich-quick schemes to be able to buy one. While I had driven it through the mountains, a big city, and the coast, I hadn't had a chance to open it up and see how it performs at higher speeds. With Apple Maps set to the middle of nowhere, CA, we set off towards Los Angeles. As soon as we hit I-5 South, it was a ghost town with only a few big trucks hugging the slow lane. I re-engaged "Low" mode and decided to put my foot down. While the Black Badge and its 591 hp V12 have tremendous power, its delivery is smooth, progressive, and seemingly never-ending. Despite this big number on the dash, the car's excellent sound isolation and suspension mean you don't feel the speed. My wife didn't even notice we crossed triple digits when usually she'd holler if I went past 65 mph. After my wife caught on to my pace, I mellowed out and started poking around the interior. My tester featured a combination of black leather with purple accents throughout, a nice compliment to the flat exterior gray finish. However, the star of the show is Rolls-Royce's bespoke carbon fiber pattern featured on the dashboard, center console, door panels, and rear tray tables. Instead of adopting a typical carbon fiber weave, the British carmaker utilizes a diamond pattern with metallic fibers. The result is an interior that looks less race-ready and more sparkly and expensive. Everything you interact with inside this car features leather, carbon fiber, or metal. I couldn't find a single cheap-feeling surface in this interior. Despite its close ties to BMW, Rolls-Royce does a great job of making even basic switches and buttons feel as expensive as they should. As the thirsty Ghost began asking for more go-juice, I encountered one of the negative aspects of driving such an expensive car. After stopping in a small gas station in the middle of nowhere, I was approached by several sketchy characters, asking about the car, and consequently, for money. To get out of there quickly, I filled up $72.12 worth of 91 octane fuel and kept it moving. Up until this point, I had never felt unsafe behind the wheel of this $500,000 sedan. But in a split second, it became clear that driving such a recognizable sign of wealth has its drawbacks. Thankfully, as we rejoined the highway, we had an uneventful final drive to Los Angeles, pulling into my neighborhood just as the sun was setting. Despite yet another long day of driving, I still felt refreshed, as if I could've carried on for another six hours. After three days, here are the stats: Total Distance: 1031.4 Miles Average Speed: 62.50 MPH Fuel Consumption 13.6 MPG Fuel Stops: 3 Total Fuel Cost (est): $215 After more than 1,000 miles behind the wheel of the 2022 Rolls-Royce Ghost Black Badge, it's clear that this car excels at walking a fine line between a genuinely sporty sedan and a traditional luxury land yacht. With its ominous aesthetic, sporty drive, and well-appointed tech-filled interior, this Ghost is more Millennial than Boomer. As a 26-year-old born in an area where the average household income hovers around the poverty line, I'm by no means this car's target audience. Yet somehow, its appeal is hard to resist. Whether it be the allure of driving an instantly recognizable icon or a true appreciation for this car's tremendous engineering achievements, the Ghost Black Badge tugs at my heartstrings in the same way an exotic poster car does. Oddly enough, the stats show that I'm not alone. The average age for Rolls-Royce customers has been plummeting as of late, from the mid-50s to the low 40s. With the addition of the Black Badge and more young millionaires than ever before, I wouldn't be surprised if that average age dipped into the 30s relatively soon. Regardless of how old you are or which of Rolls-Royce's 44,000 "ready to wear" colors you choose, if your pockets are deep enough to afford one of these machines, don't be afraid to put some serious miles on it. The Black Badge is nearly faultless as a road trip machine, delivering a driving experience only a $500,000 super sedan can. See All Rolls-Royce Ghosts For Sale

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