Rolls-Royce Ghost vs Volkswagen California

What's the difference?

In a disruptive era when the coachbuilder has pivoted to SUVs like the Cullinan, a sort of London black cab that’s been dipped in opulence, and succeeds despite itself, and the brand’s grand, million-dollar EV, the Spectre, the Ghost is a safe and familiar space. 

A beautiful, long, broad, immaculate land boat. It’s a space Rolls inhabits with relish. 

The Ghost Series II feels nothing like a track-day option when you’re behind the wheel. But it might do if you were stepping out of a Phantom. Or a Cullinan. Or a Wraith. Especially if you’re stepping out of the back doors. 

It’s the perfect driver’s car. As long as all your other cars are also Rolls-Royces. 

A van like this is the envy of campgrounds, and with a fully warranted set of cosy extras, it’s ready to roll from day one, too.

As a weekender the California Beach is ideal, and one of its most appealing attributes is how easily it can also be packed up and used for day-to-day duties when you’re not out adventuring on the road.

Keep in mind for longer term touring you’ll need a fair bit of extra kit to make this California as capable as some rivals, and there’s always Trakka waiting for you if you want to spend more coin.

Yes, its exterior is more monolithic than before. The previous iteration was hardly fiddly, but the (apparently client driven) evolution here edges ever so gracefully towards what Rolls-Royce might secretly think of as brutalism.

The Ghost Series II’s generous 2148mm width is further emphasised up front, stretched across its upright prow, with slimline headlights adding definition and — surprisingly — a touch of villainy.

New, Spectre-inspired tail lamps and a discreetly inscribed double ‘R’ monogram add a reserved flourish from behind, and buyers can choose from two new 22-inch, nine-spoke wheel designs.

It’s subtle, no doubt. But it’s also impeccable.

The California Beach does offer an iconic slice of VW’s historic Kombi aesthetic, modernised to its current range. While the two-tone paint is a remarkably expensive option, it does seal the #vanlife deal.

Two-tone paint or not, though, you could do much worse in terms of aesthetics than the Transporter 6.1, which is about as graceful as commercial vehicles come with its now-giant chrome embossed grille, matching painted bodywork, appealing little alloy wheels, and with the LED light package fitted, a contemporary shine profile at night.

The California Beach also hides its status as a camper well, blending in with other people movers and commercial vehicles in traffic with the slight hint given away by its branding and the awning hanging off one side.

The pop-up tent option in our test car is invisible from the outside, and with the seats in their default position, it could be any passenger-oriented van on the road.

More on that later, but the interior, too, brings much of the comfort and aesthetic from the rest of VW’s passenger car range.

Those who want to use this as a multi-role vehicle when they’re not camping will be pleased by its up-to-date interior appointments, with the pragmatic but attractive leather-bound VW wheel shared with other current products, as well as the option of the ever-impressive ‘Digital Cockpit’ dash.

The seats are aesthetically pleasing, with the only giveaway this is a commercial vehicle being the hard plastics with a more rugged pattern across the dash and doors in place of the usual soft materials which adorn Volkswagen passenger cars.

As subtle and sensible as the California may be though, there was no doubt it was instantly recognised at the campground, with owners of other Transporters, Trakkas, and other campervans coming to have a look at a model they clearly knew of.

Inside, yes, there are bonkers touches in this most refined of automotive spaces, such as upholstery pinpricked by 107,000 'Placed Perforations' of 1.2mm in diameter, each individually examined, that replicate the shape of some clouds spotted over Rolls-Royce's Goodwood HQ. 

Beside those flourishes of lunatic opulence, the more practical features feel pedestrian, but they’re comprehensive. The wireless Apple CarPlay and Android Auto, the seamless 'Central Information Display' and the 18-speaker 1400-watt audio, the upgraded Wi-Fi hotspot and the unobtrusive USB-C ports. The rear-seats flush with giant, streaming-optimised screens and heated and ventilated massaging seats.

Rolls acknowledges the generational movement of its clientele from back seat to front, with over 90 per cent of buyers now opting to — gasp! — steer themselves in a Ghost. But with back-seat savoir faire in its DNA, Rolls simply extends its hospitality to every seat.

Interior space in this camper is one of its key highlights. As a van it has a huge and versatile cargo area behind the front seats, with the fold-down rear row on rails to maximise cargo capacity if need be.

A rear shelf at the back can be used for all your storage needs, with a compact space underneath for securing everything from camping equipment to shopping bags on the day-to-day and there are even little draws underneath the sliding seat row for the storage of small items (it was handy to use these for the awning’s winder and pegs, the luggage net which we weren’t using, and other things you don’t want to lose.

VW doesn’t quote a VDA number for the total luggage space given how versatile the load area is, although it does state there is 4.3 square metres of space in the cabin.

As already mentioned, the key advantage of this camper over others is its ease of use. Setting it up and packing it down is a 10 minute affair, allowing you the flexibility to be ready to camp or explore the local area in a pinch.

The California we tested sits five and even has ISOFIX mounts on the outer rear seats, but for larger families, there’s also a seven-seat option, with the extra seats folding down to make for a larger bedding area.

The awning itself is manually operated with a winder and pop-out legs. The front two seats are ‘captain’s chairs’ which can rotate 180-degrees to face back into the cabin.

It’s a neat and sometimes necessary addition to allow for a seating area if the bed is deployed, but they are a little fiddly to operate.

To swivel them, you need to fully fold the steering column away, move the seat all the way forward, rotate it half way, then move it forward again to clear the wheel in the driver’s position.

Practicality for the driver and front passenger while on the move is excellent, with two sets of huge cutaways in the doors for the storage of objects, cupholders seated atop the dash, a big bay for books or laptops which also houses a 12V outlet, and there are adjustable-height armrests attached to the seats.

The seats and wheel are also very adjustable, and the roof is high allowing plenty of space for people of all heights.

A small issue I ran into was the awkward lack of a place to put my phone. The most obvious location seemed to be the cupholder next to the shift lever, especially since this is where the USB-C connections were located, although it was a bit awkward, and my phone and wallet would easily fall out onto the floor, from where they could simply disappear into the rear of the cabin under acceleration.

The exact van we’re looking at for this review is the Volkswagen California Beach TDI340 4Motion.

This means it’s the middle of three variants in the California Beach range, which kicks off from $90,990, before on-road costs, for the base front-wheel drive, $94,990 for this all-wheel drive version we’re testing, or $100,990 for the more powerful TDI450 version.

Our mid-spec also had a long list of attached options, including the Kombi-style two-tone paint ($4050), upgraded interior package which includes microfleece seat trim, heated front seats, and the improved digital dash suite ($3690), an electric pop-up roof ($3050), LED headlights ($2050), adaptive chassis control ($2010), the 'Off-Road Pack' (includes a rear diff lock and downhill assist - $1720), power sliding doors (both sides, $1640), fog lights with cornering function ($770), 'Park Assist' ($460), 'Light Assist' ($320), and the no-cost option of a silver-coloured awning.

The list of extras (valued at a total of $19,760) brought the price as-tested (and still before on-roads) to a substantial $114,750.

In concept then we’re left with a van which has pretty much all the creature comforts of a Volkswagen passenger car with two beds (one in the pop-up roof, the other consisting of the fold-out rear seats).

In isolation, this may seem reasonable for such a custom camping solution, but the issue arrives when you consider competitors.

Trakka’s most direct rival, the Trakkadu, can be had from $137,422 and offers such luxuries not even optionally available on the California Beach, like an improved power system (to support 240V outlets), a kitchenette, fridge, plenty of additional storage, and a water supply.

Your $94,990 California Beach in base form then is essentially a Multivan with an awning, interior shades and lighting, a rear fold-out bed and bench, and a set of two chairs and a table.

While it’s very nice to have custom fit blinds on every window and fully adjustable built-in interior lighting, you’ll then need to go and spend more on a power system and possibly plumbing if you want it to be a truly luxurious long-distance tourer. It’s too bad we miss out on higher-spec vehicles available overseas.

Rolls doesn’t like acceleration figures — too gauche, darling — but armed with that proven 420kW and 850Nm V12, the Ghost Series II has serious heft. Delivering max torque from 1600rpm — just 600rpm above idle — the effect is genuinely of one endless surge, a wafting cloud of momentum that subtly slips between gears as it exudes itself across the countryside.

The Black Badge edition, like all of its, er, ‘disruptive’ ilk offers a ‘Low’ button (‘Low’ means ‘Sport’ in Rollspeak), which bumps gearshift speeds by 50 percent when you plant your foot, and delivers a distinctly non-Rolls-like pop and burble on overrun. It also provides an extra 21kW and 50Nm, because Black Badge is mean and tough.

The version of the California Beach we tested for this review was the mid-grade TDI340 4Motion.

This means it is powered by a 2.0-litre, four-cylinder, turbo-diesel engine producing 110kW/340Nm. It’s paired with a seven-speed dual-clutch automatic, and in the case of this model, is capable of driving all four wheels.

It’s not much for power, but with the large amount of torque available, pulls strongly even when loaded up.

While it’s nice to have the all-wheel drive for loose surfaces and the like, clearance is limited so I wouldn’t venture into the rough stuff, even with the optional differential lock.

For those looking to fit further enhancements, or tow, the California Beach’s GVM is 3080kg leaving 623kg for payload, and it can tow 750kg unbraked or 2500kg braked.

Provence is not entirely a driver’s paradise, with every stretch of slightly twisty tarmac only a counterpoint to a motorway lined with Marseille lorries, Depardieu-esque men in tractors who refuse to move to the verge, and small villages where each kerbside corners sit millimetres from the foot of an adjacent boulangerie.

Which is to say it’s neither a place for economy runs, nor a location at which to run up the consumption numbers with a madcap series of impromptu hill climbs.

Our Ghost II drive returned around 16L/100km, which feels about right with that gorilla-in-a-tuxedo 6.75L V12, and is only slightly above the official figures of 15.8L/100km. Not great, could be worse.

The California Beach TDI340 4Motion has an official combined fuel consumption figure of 7.5L/100km and a relatively large 80-litre fuel tank, allowing for a healthy cruising range for those more distant camping locations.

Our camping journey (a roughly 600km return trip) meant the California travelled mostly freeway kilometres on our week with the car, and it produced an overall figure of 7.4L/100km. It takes diesel and also has a 13-litre AdBlue tank.

The Ghost Series II drives like a magic carpet, serene and untroubled; in almost any stable other than that of Rolls, calling it a ‘driver’s car’ would have you throttled by their skunkworks. Everything is relative.

Still, it hides its considerable dimensions well. There’s never any doubt that you’re in a large saloon, as you white-knuckle the Ghost’s impeccably appointed steering wheel, but there’s always enough power to deliver creamily instant throttle response, even in the case of initially misjudged cambers. 

Nor can the Black Badge hide the shimmy of that characteristic ‘flight on land’ body drift. The upside is that its manners are impeccable, even through the worst possible pieces of corrugation Provence can deliver. 

If anything, the Ghost Series II’s big-hearted bulk adds to the fun factor, especially in some of Rolls-Royce’s more garish colour options, when gasping South of France MAMILs stare in amazement as a bright yellow, five-and-a-half metre Rolls passes them on the outside, scattering their various baguettes and garlands of onions.

One of the California's more appealing features is the way its camping features can be minimised. Unlike some fit-outs which feature built-in fittings, once you pack the rear bed away and fold everything up, it makes for an appealing five-seat van for driving around in day-to-day traffic.

The diesel engine offers a rugged soundscape but plenty of pulling power once you overcome a moment of turbo-lag for cargo, people and equipment, and visibility is great out the front and sides.

The dual clutch transmission behaved well in my time with the van, although like many cars which use this transmission it can occasionally cost you a second at an intersection as it combines with the stop-start system to make for a moment of delay.

The California is a relatively easy van to park and live with when you’re not out on the road, and features a nice organic steering tune to give you plenty of confidence in the corners, bolstered by the addition of all-wheel drive in the van we tested.

The ride when empty is quite rough, like many vans in this segment. With the diesel engine, this can make for a bit of a noisy experience on coarse-chip freeways, and especially gravel roads. Potholes can also be cringe-inducing.

 As always one of the biggest advantages of VW commercial products is how closely they can be specified to VW’s passenger vehicles.

With the right option boxes ticked, for example, our car had the very welcome digital dash, and the multimedia suite.

While not the latest fully touch unit you can experience in cars like the Golf 8, it has the welcome addition of tactile shortcut buttons and dials for ease-of-use while driving.

With the fold-away roof, the California also isn’t bigger than a regular Transporter van. At 1990mm high it should fit in most parking lots and garages.

The California has a decent set of standard safety inclusions, like city-speed auto emergency braking (it’s important to note this is not the usual freeway-speed system which ships on most VW passenger cars), blind spot monitoring with rear cross traffic alert, driver attention alert, and adaptive cruise control.

It doesn’t have lane support systems, but does additionally score tyre pressure monitoring (good for those gravel trails), front and rear parking sensors and a decent rear view camera, hill start assist, and even crosswind assist.

In terms of more passive safety items it scores only driver and passenger front and side airbags, something to keep in mind when transporting passengers in the rear.

For touring it’s hard not to recommend the optional LED headlights for those poorly-lit and far-flung roads, and thankfully the California comes with a full-size steel spare should you end up with a flat in the middle of nowhere.

For a commercial-based vehicle the safety suite is not bad, but when compared to a passenger vehicle, it could do better.

Expect just a four-year servicing and warranty offer for Australian customers of this vehicle. So that means an unlimited-mileage warranty, including all services, for the first four years. 

The California Beach is covered by a five year and unlimited kilometre warranty like the rest of the Volkswagen passenger car range, which includes one year of roadside assistance.

The prime advantage of buying a first-party Volkswagen camper is the entire vehicle is covered by this warranty, as opposed to needing to deal with two warranties if you were to buy from a brand like Trakka.

There is also the option of a five or three year service plan. At the time of writing, the five year service plan was running at the price of a three year plan, valued at $1850 for this 4Motion variant, or just $370 a year for the life of the warranty.

This is a claimed saving of $2302 over the cost of regular scheduled maintenance. Visits to the workshop are required once every 12 months or 15,000km, whichever comes first.