Spectre’s simplicity extends to your options as you drive: or, more accurately, the absence of them. Most modern cars offer a bevy of drive modes, suspension adjustment, steering weight, and more. Here, it’s pretty much a decision of “Do you like how a Rolls-Royce drives, or do you want to visit a different dealership?”
It’s difficult to explain just what Rolls-Royce’s preferred “Magic Carpet Ride” dynamic is like. The automaker’s own description is dichotomous: all the information of the road, yet disconnected from the environment outside of the car. It’s certainly nowhere near firm, but neither does Spectre wallow. About the closest I can get is the sensation of a big yacht cruising through gentle seas, surging through cresting waves with neither dive nor shimmy, but instead always level and settled.
Rolls-Royce
Vast quantities of engineering have gone into delivering that singular feeling, of course. Spectre’s aluminum construction is hugely stiff — it’s 30% more torsionally rigid than Ghost, for instance — helped by building the sizable, low-slung battery pack directly into the cabin. That firmness means the active roll bars can focus on comfort rather than preventing twist.
There’s four-wheel steering, all-wheel drive, adaptive dampers, and the largest air suspension system Rolls-Royce has ever used, all murmuring behind the scenes through Spectre’s brand-new electrical architecture. What arguably makes the biggest difference, though, is an intentional decision to eschew what for most electric car-makers is the biggest selling point of their EVs.
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