Rolls-Royce Ghost VS Mercedes-Benz E63
- Unbelievable ride comfort
- Flawless quality
- Understated design
- Numb steering
- Vast turning circle
- Superb dynamics
- Ballistic acceleration
- Fiddly steering wheel controllers
- Tight rear door apertures
Rolls-Royce says its out-going Ghost is the most successful model in the company’s 116-year history.
No bad, when you consider the first ‘Goodwood’ Ghost has ‘only’ been around since 2009. And although the factory isn’t quoting specific numbers, that all-time best-seller claim means it’s surpassed the more than 30,000 Silver Shadows produced from 1965 all the way through to 1980.
Unlike the brand’s Phantom flagship, the Ghost is designed for owners who want to drive, as well as be driven. The aim is a less conspicuous, more engaging experience, and according to Rolls-Royce Motor Cars CEO, Torsten Müller-Ötvös, development of this new generation Ghost involved a lot of listening.
He says a team of “Luxury Intelligence Specialists” connected with Ghost owners around the globe to gain a clearer understanding of their likes and dislikes. And the result is this car.
While its predecessor’s engineering DNA included more than a few strands of BMW 7 Series (BMW owns Rolls-Royce), this all-new car stands alone on an all-RR alloy platform also underpinning the Cullinan SUV and Phantom flagship.
The factory claims the only parts carried over from the prior model are the ’Spirit of Ecstasy’ ornament on the nose, and the umbrellas slipped into the doors (the holders for them are heated, by the way).
We were offered the opportunity to slip behind the wheel for a day, and the experience was a revelation.
|Fuel Type||Premium Unleaded Petrol|
Feels like lately all the Mercedes-AMG buzz has been at the smaller end of the scale.
But here, we're doubling the cylinder count to eight, arranging them in a vee, and lighting the wick on AMG's powerhouse mid-size sedan, the recently upgraded E 63 S.
While the ferocious twin-turbo V8 and the rest of this beast's powertrain are unchanged, the car has been brought up to speed with some aero-focused styling tweaks, Merc's latest 'Widescreen' digital cockpit, as well as the MBUX multimedia system, and a tricky new multi-function sports steering wheel.
|Engine Type||4.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
You might see it as an obscene indulgence or a piece of engineering excellence, but there’s no denying the new Rolls-Royce Ghost is exceptional. Incredibly refined and capable, it’s arguably the most impressive ‘entry-level’ car in the world.
The E 63 S fills its niche in AMG's Australian line-up perfectly. More mature than the brand's four-cylinder hatches and SUVs, but not as overbearing as some of its bigger sedan, GT and SUV stablemates. And its ability to seamlessly switch between serene comfort and dynamic performance has nailed the objective for this 2021 update.
Rolls-Royce adopted what it calls a ‘post-opulent’ philosophy in development of the new Ghost’s design. Specifically, restraint, “rejecting superficial expressions of wealth.”
That’s because, as a rule, Ghost customers aren’t Phantom customers. They don’t want to make that big a statement, and prefer to drive the car as much as they might be chauffeured in it.
This Ghost is longer (+89mm) and wider (+30mm) than the outgoing model, yet it’s a superbly balanced shape, with minimalism the guiding design principle.
That said, the iconic ‘Pantheon Grille’ is bigger, and now downlit by 20 LEDs under the top of the radiator, with its individual slats polished even more carefully to subtly reflect the light.
The car’s broad surfaces are tightly wrapped and deceptively simple. For example, the rear guards, C-pillars and roof are fabricated as one panel, which makes sense of the absence of shutlines around the rear of the car (except for the boot outline, of course).
Rolls-Royce refers to the Ghost’s cabin as an ‘interior suite’ consisting of no less than 338 individual panels. But despite that number, the feeling inside is simple and serene.
In fact, Rolls says its acoustic engineers are experts in serenity. Sounds like Darryl Kerrigan needs a Ghost for the family road trip to Bonnie Doon.
A few details stand out. The open pore wood trim is a welcome, tactile change from highly finished veneers that often do their best to look like plastic.
The proper metal chromed trim elements around the cabin confidently say quality and solidity, and the steering wheel, as well as the buttons around the multimedia controllers are subtle throwbacks.
The wheel has a circular central pad, with ancillary buttons around its lower perimeter, which echoes the style of the 1920s and ‘30s. You half expect an ignition advance/retard lever to sprout from its centre.
And the buttons around the media controllers use a combination of shape, colour and typeface to conjure up thoughts of the same era. They could be made of Bakelite.
For those that way inclined, the signature ‘Starlight Headliner’, using untold LEDS to create a glittering night sky in the roof, now incorporates a shooting star effect. You can even option up the constellation of your choice.
The E 63 S has been massaged for 2021 starting with flatter headlights, AMG's now signature 'Panamericana' grille, and a high gloss black flap across the top of the curved 'Jet Wing' section defining the lower part of the nose.
At the same time, the vents on either end of it are larger and feature twin transverse louvers to guide cooling air to wherever it's needed.
It's all about what AMG calls 'optimised aerobalance' but the form is just as appealing as the function. The characteristic 'Power Domes' in the bonnet dial up the muscle, as do the fat wheel arches (+27mm each side), and 20-inch rims with distinctive aero inserts.
This car's optional exterior carbon package consists of a front splitter, side sills, a flash near the fender badges, the exterior mirror covers, the boot lid lip spoiler, as well as the lower apron around the redesigned diffuser and quad tailpipes.
New, intricately styled LED tail-lights are also flatter, but there's even more going on inside.
A new AMG sports steering wheel features three rounded twin-spokes with new switches on the bottom to control the car's dynamic set-up.
It also picks up a new take on the small touch-sensitive controllers used to adjust the instrumentation and manage other functions like phone calls, audio and the cruise control.
Not sure I'm in love with them at this stage. In fact, the words fiddly, imprecise, and frustrating come to mind.
Nappa leather covering the superb AMG sports seats, upper dash, and door beltlines remains standard, but the show-stopper is the 'Widescreen Cockpit' - twin 12.25-inch digital screens for the MBUX multimedia interface on the left and instruments on the right.
The instrument cluster can be set to 'Modern Classic', 'Sport' and 'Supersport' displays, with specific AMG read-outs such as engine data, gear speed indicator, warm-up status, car set-up, as well as a G-meter and 'RaceTimer.'
To borrow an official automotive design term, it looks schmick. Overall, with touches like open-pore black ash wood trim, and brushed metal highlights, the interior looks efficient but classy, with an obvious attention to detail in the layout and its execution.
The new Rolls-Royce Ghost is over 5.5m long, more than 2.1m wide, and close to 1.6m tall. And within that substantial footprint sits a 3295mm wheelbase, so no surprise utility and practicality are exceptional.
First, there’s getting in. The ‘coach’ or ‘clamshell’ doors will be familiar to current Ghost owners, but their “effortless” operation is new, a gentle pull on the door handle bringing welcome electronic assistance.
Once inside the rear of the car, as on the previous model, the press of a C-pillar-mounted button will close the door.
But up front, easing onto the generous driver’s seat is a breeze thanks to the Ghost’s sheer scale and a large door aperture.
There’s plenty of space for people and things in a thoroughly considered layout. A large glove box, big centre storage box (containing every connectivity option known to humankind) a lined slot for your phone and twin cupholders under a sliding timber cover. The door pockets are generous, with a sculpted section for bottles.
Then the rear. Obviously designed for two, the back seat will seat three. The sumptuous full-leather seats are multi-way electronically-adjustable, and NBA players (almost certainly prospective owners) will be happy with the leg, head and shoulder room provided.
Need even more room in the back? Step this way to the ‘Extended’ long-wheelbase version of the Ghost, measuring 5716mm long (+170mm), with a 3465mm wheelbase (+170mm), and stepping up in price to $740,000 (+$112,000). That’s $659 per additional millimetre, but who’s counting?
But back to the rear of the standard wheelbase car. Fold the large centre armrest down and twin cupholders pop out the front. Then, a wood-trimmed lid on the top flips forward to reveal a rotary multimedia controller.
Behind that, a beautifully trimmed storage box offers generous space and 12V power, and behind door number three (a pull-down leather panel in the back of the armrest aperture) is a small fridge. What else?
The rear of the front centre console houses individual climate-control outlets as well as USB and HDMI sockets.
Touch a discreet chrome button and small desks (RR calls them picnic tables) fold down from the front seat backs, faced in the same open pore wood as the dash, console, steering wheel, and door trims, and finished off with flawless chrome.
The entire interior benefits from a ‘Micro-Environment Purification System’ (MEPS), and rather than bore you with the details, let’s just say it’s exceptionally efficient.
Boot volume is a solid 500 litres, with an electrically-assisted lid and plush carpet lining. Of course, the air suspension system can lower the car to make loading heavy or awkward objects that little bit easier.
At just under 5.0m end-to-end the E-Class sits in the upper range of the mid-size luxury spectrum. And almost 3.0m of that is accounted for by the distance between the axles, so there's plenty of space inside.
The driver and front passenger are provided with heaps of room to breathe, and there's a surprising amount of space for those in the back as well.
Sitting behind the driver's seat set for my 183cm (6'0”) position I had more than adequate head and legroom. But access to and from the back is a struggle for full-size adults.
The rear doors open out a long way, but the limiting factor is the size of the aperture, necessitating excessive contortion of the head and limbs to fold in and out of the car.
Connectivity runs to two (power-only) USB-C sockets in the front centre storage bin, as well as another USB-C (for power and multimedia) and 12-volt power outlet in the centre console.
Speaking of the front centre storage bin, it's a decent size and has a padded split lid so it can double as an armrest. There are two cupholders in the front console, a generous glove box, as well as long door compartments with recesses for large bottles provided.
There's a pair of USB-Cs along with another 12-volt socket in the back, sitting under the climate control panel with adjustable vents in the rear of the front centre console. Nice.
The fold down centre armrest incorporates a lidded (and lined) storage box as well as two pop-out cupholders. Again, there are bins in the doors with room for smaller bottles.
The boot offers 540 litres (VDA) of volume, and is able to swallow our three-piece hard suitcase set (124L, 95L, 36L) with room to spare, or the substantial CarsGuide pram, or the largest suitcase and pram combined! There are tie-down hooks to help secure loads, too.
Don't bother looking for a spare of any description, a repair/inflator kit is your only option. And the E 63 S is a no-tow zone.
Price and features
Good value is open to broad interpretation in this rarefied part of the new car market. On the surface, value could relate to standard equipment; the features that make life with a car safer, more comfortable, and efficient.
It might also have you lining up the competitors, to determine how much sheet metal, rubber and glass you’re getting for your money. Maybe a Mercedes-Maybach S-Class, or Bentley Flying Spur?
But peel away those layers and you’re getting closer to the heart of the Rolls-Royce value equation.
A Rolls-Royce is a statement of wealth, confirmation of status, and indicator of success. And that will be enough for some. But it also delivers value to those who appreciate the last few percentage points of creativity and effort that deliver exceptional results.
Sounds like a bit of a gush. But once you dip into the background of this car’s development and experience it first-hand, it’s hard not to.
We could produce a separate story on the Ghost’s standard features, but here’s the highlights reel. Included are: LED and laser headlights, 21-inch twin-spoke (part-polished) alloy wheels, electrically-adjustable, ventilated and massaging seats (front and rear), an 18-speaker audio system, electrically-assisted ‘Effortless Doors’, a head-up display, full leather trim (it’s everywhere), multiple digital screens, active cruise control, adaptive air suspension, and there’s lots more.
But let’s pick a few of those out for closer inspection. The audio system is designed and produced in house, featuring a 1300W amp and 18-channels (one for each RR built speaker).
In fact, there’s a team dedicated to audio performance, and it’s made the entire car an acoustic instrument, calibrating resonance through its structure to optimise clarity. Not the work of five minutes, requiring complex collaboration with the design and engineering teams, not to mention the bean counters.
And yes, there’s leather everywhere, but it’s of the highest quality, analysed to (literally) a granular level to ensure it makes the cut for use in this car. Even the stitching is set to a particular (longer than typical) length to minimise visual noise.
How about RR personnel travelling the globe to measure rain drops to make sure the roof rain channels perform as well as they can (true story). Or the 850 LED ‘stars’ in the dash fascia, backed by a 2.0mm thick ‘light guide’ with 90,000 laser-etched dots to disperse light evenly, yet add a twinkle.
You get the idea. And as much as they say, ‘If you have to ask the price, you can’t afford it’, the cost-of-entry for a 2021 Ghost, before any options or on-road costs, is $628,000.
Depending on your perspective, a stupendous sum that will by 42.7 entry-level Kia Picantos, a car every bit as capable of transporting you from A to B as the Ghost. Or alternately, brilliant value, in that it buys the ultimate attention to detail applied to this car’s design, development and execution. You be the judge, but for what it’s worth, I’m in the latter camp.
So, first of all, let's get the price out of the way. At $253,900, before on-road costs, this car's competitive set is a bruising, all-German trio comprising the Audi RS 7 Sportback ($224,000), BMW M5 Competition ($244,900), and Porsche Panamera GTS ($309,500).
And no surprise, it's loaded with all the luxury features you'd expect in this part of the market. Here are the highlights.
On top of the standard performance tech and safety equipment fitted to the E 63 S (covered later in this review), you'll also find: Nappa leather trim (seats, upper dash, upper door cards, and steering wheel), MBUX multimedia (with touchscreen, touchpad, and 'Hey Mercedes' voice control), 20-inch alloys, three-zone climate-control, interior ambient lighting, auto LED headlights (with 'Active High Beam Assist Plus'), eight “energising comfort programs” (with 'Energising Coach'), an 'Active Multicontour' front seat package, the 'Air Balance' package (including ionisation), and keyless entry and start.
Also included are the the 'Widescreen' digital cockpit (twin 12.25-inch digital screens), 13-speaker Burmester audio with digital radio, Apple CarPlay and Android Auto, a panoramic sunroof, adaptive cruise control, a head-up display, augmented reality satellite navigation, 'Parktronic' self-parking, electric front seats, seat cooling and heating front (heated rear), heated front centre armrest, a power-adjustable steering column, auto rain-sensing wipers, a wireless device charger, illuminated door sills, as well Amazon Alexa, etc, etc, etc.
And our test car also featured a couple of tasty options. An exterior carbon package ($7500), and AMG's professional grade ceramic composite brakes ($15,900), for an as-tested price of $277,300.
Engine & trans
The new Ghost is powered by an all-alloy, direct-injection, 6.75-litre, twin-turbo V12 (also used in the Cullinan SUV) producing 420kW (563hp) at 5000rpm, and 850Nm at 1600rpm.
The ‘six-and-three-quarter-litre’ V12 has a distant link to BMW’s ‘N74’ engine, but Rolls-Royce is at pains to point out this unit stands on its own two feet, and that every piece of it bears a RR part number.
It runs a Ghost-specific engine map, and permanently drives all four wheels through a GPS-guided eight-speed automatic transmission.
That’s right, the GPS link will pre-select the most appropriate gear for upcoming bends and terrain with the aim of producing “a sense of one endless gear.” More on that later.
Thanks in no small part to direct injection and a pair of twin-scroll turbos (located in the engine's 'hot vee' to optimise throttle response), this all-alloy unit produces 450kW (that's 612hp) from 5750-6500rpm, and 850Nm from 2500-4500rpm.
And as per standard AMG practice for its Vee engines, this car's powerplant was built from scratch by a single engineer in Affalterbach. Thank you Robin Jäger.
AMG calls the nine-speed transmission used in the E 63 S an MCT, which stands for Multi-Clutch Technology. But it's not a dual-clutch, rather a normal auto transmission using a wet clutch as opposed to a conventional torque converter, to connect it to the engine on take-off.
Drive goes to all four wheels via Merc's '4Matic+' AWD system, built around an electromechanically controlled clutch connecting the permanently driven rear axle (with locking diff) variably to the front axle.
Rolls is currently quoting European Regulation (NEDC) fuel consumption numbers for the new Ghost, which for the combined (urban/extra-urban) cycle is 15.0L/100km, the big V12 emitting 343g/km of CO2 in the process.
On the launch drive, covering around 100km of urban pottering, B-road cornering, and freeway cruising, we saw a dash-indicated figure of 18.4L/100km.
Premium 95 RON unleaded fuel is recommended, but if circumstances (presumably in the back-of-beyond) demand it, standard 91 unleaded is usable.
Whichever you choose, you’ll need no less than 82 litres of it to fill the tank, at our average fuel use, enough for a theoretical range of 445km.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 12.3L/100km, the E 63 S emitting 280g/km of CO2 in the process.
That's a pretty hefty number, but in line with this car's proportions and performance potential.
And Merc-AMG has gone to great lengths to minimise fuel use. As well as the standard 'Eco' stop-start function, in the 'Comfort' drive program cylinder deactivation becomes active, the system able to drop four cylinders anywhere between 1000 to 3250rpm.
There's no physical hint of half the cylinders leaving the party. The only clue is a blue icon on the dash indicating a temporary shift to V4 operation.
Despite all that effort, however, we saw a dash-indicated 17.9L/100km over a mix of urban trundling, highway cruising, and some spirited dynamic assessment.
Recommended fuel is 98 RON premium unleaded (although it'll run on 95 at a pinch), and you'll need 80 litres of it to fill the tank. That capacity translates to a range of 650km according to the factory claim, and 447km using our real world result.
So, if this Rolls is designed to be driven, what’s it like behind the wheel? Well for a start, it’s plush. As in, the front seats are big and comfortable, but surprisingly supportive and endlessly adjustable.
The digital instrument cluster tips its hat to classic RR dials, and despite thick pillars (especially the bulky B-pillars) vision all around is good.
And if you’re thinking 2553kg is a lot of Ghost to get moving, you’re right. But there’s nothing like applying 420kW/850Nm of twin-turbo V12 muscle to the task.
Peak torque is available from just 1600rpm (600rpm above idle) and Rolls-Royce claims 0-100km/h in 4.8sec. Plant the right foot and this car will calmly have you at throw-away-the-key speeds in the blink of an eye, the eight-speed auto shifting imperceptibly all the way. And even at full throttle, engine noise is relatively subtle.
But aside from that prodigious thrust, the next eye-opener is unbelievable ride quality. Rolls calls it ‘Magic Carpet Ride’, and it’s no exaggeration.
The bumpy road surface disappearing under the front wheels just doesn’t compute with the unruffled, perfectly smooth progress you’re experiencing. It is unbelievable.
I’ve only had that sensation once before, behind the wheel of a Bentley Mulsanne, but this was possibly even more surreal.
Rolls-Royce’s ‘Planar’ suspension system refers to, “a geometric plane which is completely flat and level”, and it works.
The set-up is double wishbones at the front (incorporating a unique to RR upper wishbone damper) and a five-link arrangement at the rear. But it’s the air suspension and active damping that create the magic Rolls calls “flight on land.”
A ‘Flagbearer’ stereo camera system in the windscreen reads the road ahead to proactively adjust the suspension up to 100km/h. It’s name recalls the early days of ‘motoring’ where a person waving a red flag walked in front of cars to warn unwary pedestrians. This slightly more sophisticated approach is just as arresting.
This time around the Ghost is all-wheel drive (rather than RWD) and it puts its power down brilliantly well. We dared to push it fairly aggressively on a twisting B-road section and all four fat Pirelli P Zero tyres (255/40 x 21) kept things on track without so much as a squeal.
A 50/50 weight distribution and the stiffness of the car’s aluminium space-frame architecture help keep it balanced, planted and under control. But on the flip side, steering feel is almost completely MIA. Numb and overly light, it’s the missing link in the Ghost’s otherwise impressive dynamic performance.
Drop into a freeway cruise and you become aware of the impossibly low noise level. But it’s not as quiet as it could be. Rolls says it’s able to achieve near silence, but adds that becomes disorienting, so it introduced an ambient “whisper”... “a single, subtle note.”
To achieve this level of calm the bulkhead and floor have been double-skinned, interior components are tuned to a specific resonance frequency, and there’s 100kg worth of acoustic damping materials within nearly half the architecture of the car, in the doors, roof, double-glazed windows, even inside the tyres.
The four-wheel steering system helps with agility on the highway (where the front and rear axles steer in unison), but comes into its own at parking speeds (where they counter-steer), because even with numerous cameras and sensors, parking this 5.5m long, 2.5-tonne machine is quite an undertaking. Turning circle is still 13.0m, though, so beware. If all else fails, the car will park itself, anyway.
Beefy ventilated disc brakes front and rear wash off speed progressively and without a hint of drama.
Other highlights? The multimedia system is the only thing openly borrowed from BMW, but that’s not a problem because the interface is great. And that 1300W, 18-speaker 18-channel audio system absolutely cranks!
AMG's major goal with this upgrade of the E 63 S was to maintain its dynamic response and ferocious performance, but dial in the extra comfort customers had said they wanted.
So, the 4Matic+ AWD system has been fine-tuned for more smoothness as has the Comfort option in the dynamic set-up. But we'll investigate that shortly.
First, that 4.0-litre turbo V8 in the nose is claimed to slingshot this roughly 2.0-tonne sedan from 0-100km/h in just 3.4 seconds, and it feels every bit that fast.
With 850Nm available from 2500-4500rpm and nine gear ratios to help keep you operating in that Goldilocks band, mid-range thrust is monumental. And thanks to the bi-modal sports exhaust it sounds beautifully brutal.
The nine-speed auto's wet clutch, as opposed to a conventional torque converter, is designed to save weight and optimise response. And while some will tell you an auto with one input shaft is never going to be as fast as a dual-clutch with two, shifts are rapid and direct. The wheel-mounted shift paddles are larger and set lower, as well.
The AMG 'Ride Control+' suspension with multi-chamber air suspension and adaptive damping is amazingly good. The underlying set-up is by multi-links front and rear, and despite riding on big 20-inch rims wrapped with low-profile, high-performance Pirelli P Zero rubber (265/35 fr - 295/30 rr) the Comfort setting is incredibly... comfortable.
Slip into 'Sport' or 'Sport+' and the car immediately feels tauter but far less compliant and forgiving. An impression reinforced by the engine, transmission, and steering shifting to a more buttoned-down mode at the same time.
The standard dynamic engine mounts play a big part here. Able to make a soft connection for maximum comfort, but switch to a rigid link when required.
But no matter which mode you're in, the car is well damped and feels beautifully balanced in quick cornering. And the E 63 S's electro-mechanically-assisted variable-rate steering is progressive, feelsome, and accurate.
The 4Matic+ AWD system is built around an electromechanically controlled clutch connecting the permanently driven rear axle (with locking diff) variably to the front axle.
Torque distribution happens imperceptibly, the big V8 putting its power down emphatically, with various electronic systems tieing up the loose ends as you aim up for the next corner.
There's even a 100 per cent RWD Drift mode available in the Race setting, but without a race circuit at our disposal this time around that'll have to wait for another time.
The optional ceramic brakes feature huge rotors and six-piston front calipers, and stopping power is immense. And the good news is they operate quickly but progressively at normal pottering around town speeds. No warming up required to get them in an optimal temperature zone (as can be the case with other ceramic set-ups).
Rolls-Royce doesn’t submit its cars for independent safety assessment, so no ANCAP rating for the new Ghost, unless, of course, the local testing authority chooses to purchase one. Enough said...
The previous Ghost was limited by its ageing 7 Series platform when it came to the latest active safety tech, But this version, sitting on a bespoke RR chassis, brings the entry-point Roller up to speed.
Included are AEB, incorporating ‘Vision Assist’ (day and night wildlife and pedestrian detection), active cruise control (with semi-autonomous driving mode), cross-traffic warning, lane-departure and lane-change warning, as well as an ‘Alertness Assistant.’
There’s also a four-camera system with panoramic and helicopter view, as well as a self-park function, and a hi-res head-up display
If all that’s not enough to avoid an impact, passive safety includes eight airbags (front, front side, full-length curtain, and front knee).
There are also top tethers and ISOFIX anchors on the two outer rear seat positions for safely securing child restraints for kids fortunate enough to be travelling in this kind of style.
The three-pointed star's white-coated boffins have gone to town on the E 63 S, and the car is as good as it currently gets in terms of active and passive safety technology.
You could argue this car's dynamic ability is its strongest contributor to crash-avoidance. But a broad suite of features, specifically designed to keep you out of trouble includes, forward and reverse AEB (with pedestrian, cyclist, and cross-traffic detection), traffic sign recognition, 'Attention Assist', 'Active Blind Spot Assist', 'Active Distance Assist', 'Active High Beam Assist Plus', 'Active Lane Change Assist', 'Active Lane Keeping Assist', and 'Evasive Steering Assist.' That's a lot of assists.
There's also a tyre pressure monitoring and pressure loss warning system, as well as a brake priming function (monitors release speed on the accelerator pedal, moving pads factionally closer to the discs when required), and brake drying (when the windscreen wipers are active the system periodically applies just enough brake pressure to wipe water off the brake rotors to optimise wet weather efficiency).
But if an impact is unavoidable the 'Pre-Safe Plus' system is able to recognise an imminent rear-end collision and fire up the rear hazard lights (at high frequency) to warn following traffic. It will also firmly apply the brakes once the vehicle is stationary to minimise the risk of whiplash injuries if the car's then hit from behind.
If the potential crash is coming from the side, 'Pre-Safe Impulse' inflates air chambers in the side bolsters of the front seat backrest (within a fraction of a second) moving the occupant to the side towards the centre of the car, away from the impact area. Amazing.
As well as that, there's an active bonnet to minimise pedestrian injuries, an auto emergency call function, 'Crash Response Emergency Lighting', even a first aid kit and hi-vis vests for all occupants.
For the record, the current E-Class received a maximum five-star ANCAP assessment in 2016.
Rolls-Royce covers its Australian range with a four year/unlimited km warranty, but that's just the tip of the ownership iceberg.
The mysterious ‘Whispers’ owners portal, a “world beyond”, is claimed to offer the opportunity, “to gain access to the inaccessible, to discover rare finds, to connect with like-minds.”
Plug your car’s VIN into the app and you’ll be on the receiving end of curated content, event invitations, news and offers, as well as access to your own ‘Rolls-Royce garage’, plus a 24/7 concierge. All complimentary.
What’s more, service is recommended every 12 months/15,000km, and it’s free-of-charge for the duration of the warranty.
All AMG models sold in Australia are covered by Mercedes-Benz's five year/unlimited km warranty, with 24-hour roadside and accident assistance included for the duration.
Recommended service interval is 12 months or 20,000km, with pricing for a three-year (pre-paid) plan set at $4300, a $950 saving overall relative to its three year, pay-as-you-go 'Service Solutions' capped price program.
And if you're happy to fork over a little more up-front, there's a four-year service deal at $6300, and five years coming in at $7050.