Rolls-Royce Cullinan vs BMW X Models

What's the difference?

The truly great thing about great wealth - I mean like, drop $1 million on a new Rolls-Royce with a casual yawn and a mouse click wealth - would be how great it is not having to do anything for yourself.

Personally, I would hire a chef, so I’d never have to cook again, and a pilot to fly my private jet, so I’d never have to catch pneumonia while flying 34 hours to Ibiza with strangers to do my weird job (oh, and if I was rich I wouldn’t have to work anyway), and in theory I might even hire a chauffeur for those odd times when I didn’t want to drive myself in one of my fleet of beautiful cars. 

All right, so I can’t even imagine that last one, but the most interesting fact I gleaned while in Spain, tirelessly testing the new Rolls-Royce Cullinan Series II, is that even the ridiculously rich are falling out of love with not driving these days.

Perhaps, being tech-savvy types, they can see the end of driving and the rise of autonomy coming and they want to make the most of it while they still can. But according to Rolls, the percentage of its buyers who sit in the back rather than in the driver’s seat has flipped entirely over the past 15 years.

Back in the day, 80 per cent of Rolls owners were back-seat passengers, blowing cigar smoke at the back of a chauffeur’s head, while 20 per cent actually drove their expensive motors.

Today, the number who drive themselves has soared to 80 per cent, and apparently that’s not just because it would feel weird being chauffeured around in what is now the most popular Rolls-Royce by far - the Cullinan SUV.

The other big change, apparently, is that the average age of a Rolls-Royce buyer has also dropped, from 56 to the low 40s. And that means more buyers with kids, and gold-plated prams and other associated dross, which means they need bigger Rolls-Royces, family-sized SUV ones, which again helps to explain why the Cullinan now makes up as much as half of all the brand’s sales in some markets.

And why the arrival of this, the facelifted, tweaked and twirled Series II version of a car that was greeted cynically by many in the media when it arrived (“one group was not sceptical, and that was our clients,” as a Rolls spokeswoman delightedly pointed out) is such a big deal.

When the BMW iX first showed up a few years ago, it was a promising look at what BMW seemed capable of when it comes to electric cars.

While mildly flawed, the iX was fast, comfortable and felt properly premium. Now it’s had a decent update, with the iX xDrive45 M Sport here to replace the former entry-level xDrive 40.

BMW claims among other mechanical and tech updates a power increase of 25 per cent, a 30 per cent greater energy content for the battery, a 38 per cent increase in driving range and a 17 per cent faster charging rate.

But in the time since the iX launched, there have been big strides in the premium electric SUV space, including new arrivals from European opposition like the Polestar 3; even a new American in the form of the Cadillac Lyriq.