Rolls-Royce

6.75L naturally aspirated V12 with 453hp. 6-speed automatic (ZF). RWD. 5834mm length. Extended Wheelbase 6092mm. Wheelbase 3570mm. EWB wheelbase 3820mm. Weight 2560kg. 0-60 mph in 5.7 seconds. First Rolls under BMW ownership. Aluminum space frame. Coach doors (suicide). Starlight headliner. Spirit of Ecstasy mascot. Bespoke program. Drophead Coupe convertible. Coupe two-door variant.

6.75L twin-turbo V12 with 563hp and 664 lb-ft. 8-speed automatic (ZF). RWD. 5762mm length. Extended Wheelbase 5982mm. Wheelbase 3552mm. EWB wheelbase 3772mm. Weight 2560kg. 0-60 mph in 5.1 seconds. Architecture of Luxury platform. Magic carpet ride suspension. Gallery dashboard artwork space. Laser headlights. Satellite aided transmission. Whisper quiet cabin. 130kg sound insulation. Privacy suite option.

6.6L twin-turbo V12 with 563hp. Ghost Series II with 563hp (2014). 8-speed automatic (ZF). RWD or AWD (later). 5399mm length. Extended Wheelbase 5569mm. Wheelbase 3295mm. EWB wheelbase 3465mm. Weight 2435kg. 0-60 mph in 4.7 seconds. Baby Rolls positioning. More driver focused. BMW 7-Series platform base. V-Spec with 593hp. Black Badge with 603hp.

6.75L twin-turbo V12 with 563hp and 627 lb-ft. 8-speed automatic (ZF). AWD standard. Four-wheel steering. 5546mm length. Extended Wheelbase 5716mm. Wheelbase 3295mm. EWB wheelbase 3465mm. Weight 2490kg. 0-60 mph in 4.6 seconds. Architecture of Luxury platform. Planar suspension system. Illuminated grille. Illuminated fascia. Post opulence design philosophy. Minimalist aesthetic. Flagbearer laser headlights.

6.6L twin-turbo V12 with 624hp and 590 lb-ft. Black Badge with 632hp. 8-speed automatic (ZF). RWD. Satellite aided transmission. 5269mm length. Wheelbase 3112mm. Weight 2360kg. 0-60 mph in 4.4 seconds. Most powerful Rolls ever (at launch). Fastback coupe design. Coach doors. Starlight headliner. Bespoke audio. Driver-focused luxury. Kryptos Collection special edition.

6.6L twin-turbo V12 with 563hp. Black Badge with 593hp. 8-speed automatic (ZF). RWD. 5285mm length. Wheelbase 3112mm. Weight 2560kg. 0-60 mph in 4.9 seconds. Soft-top convertible. Six-layer fabric roof. 20-second operation up to 30mph. Four-seat configuration. Coach doors retained. 80% unique body panels vs Wraith. Bespoke commissioning. Silver Bullet Collection limited edition.

6.75L twin-turbo V12 with 563hp and 627 lb-ft. Black Badge with 592hp. 8-speed automatic (ZF). AWD permanent. 5341mm length. Wheelbase 3295mm. Weight 2660kg. 0-60 mph in 4.8 seconds. Architecture of Luxury platform. Magic carpet ride air suspension. Viewing suite tailgate seating. Coach doors. Off-road capability. Wading depth 540mm. Electronically controlled dampers. First production Rolls-Royce SUV ever.

Dual electric motors with 576hp and 664 lb-ft. 102kWh battery. Single-speed reduction gear. AWD permanent. 5453mm length. Wheelbase 3210mm. Weight 2975kg. 0-60 mph in 4.4 seconds. 260 miles EPA range. 320 miles WLTP range. Architecture of Luxury platform. Planar suspension. Split headlights design. Illuminated Pantheon grille. 23-inch wheels. Coach doors. Starlight doors (first ever). Decentralized intelligence. Spirit of Ecstasy redesigned for aerodynamics.

Enhanced power across all models. Ghost Black Badge 592hp. Wraith Black Badge 632hp. Dawn Black Badge 593hp. Cullinan Black Badge 592hp. Dark chrome Spirit of Ecstasy. Darker aesthetic throughout. Black Badge infinity symbol. Carbon fiber components. Bespoke technical carbon. More dynamic driving character. 21-inch forged wheels. Enhanced exhaust note. Darkened metallics. For permanent disruptors.

6.75L twin-turbo V12 with 563hp. 8-speed automatic. RWD. 5800mm estimated length. Wheelbase 3550mm estimated. Weight 2700kg estimated. Only 3 units made. $28 million each (most expensive new car ever). Coachbuilt department creation. Four years to develop. Nautical inspiration. Hosting suite with parasol. Champagne cooler. Timepiece by Bovet. Mother of pearl inlays. Tailored to individual clients. Royal blue exterior. Unique butterfly rear opening.

5.4L BMW V12 with 322hp. 5-speed automatic (BMW). RWD. 5393mm length. Wheelbase 3116mm. Weight 2350kg. 0-60 mph in 7.0 seconds. Last Crewe-built Rolls. Platform shared with Bentley Arnage. BMW engine partnership. Park Ward long wheelbase option. Traditional craftsmanship. Bridge between eras. Limited production run.

6.75L naturally aspirated V12 with 453hp. 8-speed automatic. RWD. 5600mm length. Wheelbase 3570mm. Weight 2600kg estimated. Single unit produced. $13 million reported price. Phantom VII based. Four years development. 1920s-1930s inspiration. Coachbuilt aluminum body. Panoramic glass roof. Swept tail rear design. Briefcase storage. Ultimate personalization. Client's superyacht inspiration.

The legendary powerplant that earned Rolls-Royce its 'Best Car in the World' accolade through peerless refinement and reliability. This 7,036cc side-valve inline-six featured a massive cast-iron block with seven main bearings, each nearly 3 inches in diameter for absolute crankshaft stability. The cylinder head used a unique 'T-head' design with intake and exhaust valves on opposite sides, operated by two camshafts running in thirteen bearings. The ignition system employed dual magnetos with automatic advance, while the carburetion used a massive Smith 5-jet updraft carburetor with heated water jacket to prevent icing. The crankshaft was a five-bearing forging with integral counterweights, while the connecting rods were H-section steel forgings. With just 4.5:1 compression, it produced 48 hp at 1,500 RPM, but its true genius was its 1,100 RPM idle speed that was virtually inaudible. The engine's party trick was running with a shilling balanced on the radiator—a vibration-free demonstration that became company legend.

The exclusive straight-eight built only for royalty and heads of state, representing the ultimate in pre-war smoothness. This 5,675cc inline-eight featured nine main bearings in a cast-iron block, with crankshaft journals polished to 4-microinch finish for silent operation. The valve train used a single overhead camshaft driven by a vertical shaft and bevel gears, operating 16 valves through finger followers. The ignition system used twin coils and distributors with vacuum advance, while fuel delivery was via twin SU carburetors with dashpot dampers. The cooling system employed a centrifugal pump moving 240 gallons per hour through a fin-and-tube radiator. With 7.0:1 compression and full-pressure lubrication, it produced 125 hp at 3,800 RPM. The engine's masterpiece was its harmonic balancer and torsional vibration damper that eliminated the inherent secondary vibrations of straight-eight configurations, achieving 62 dB cabin noise at 60 mph—a record that stood for decades.

The first V8 in Rolls-Royce history that maintained traditional refinement while doubling available power. This 8,225cc 90° V8 featured a cast-iron block with five main bearings and wedge-shaped combustion chambers. The valvetrain used hydraulic lifters and pushrods operating 16 valves, with valve rotators to prevent carbon buildup. The aluminum cylinder heads featured crossflow design with 1.875-inch intake valves. The fuel system used twin SU HD8 carburetors with automatic choke, while the ignition employed Lucas distributor with centrifugal and vacuum advance. With 9.0:1 compression and 4,000 RPM redline, it produced 172 hp at 3,800 RPM and 500 lb-ft at 2,800 RPM. The engine's innovation was its torsional vibration damper with viscous coupling that eliminated low-frequency boom, while the exhaust system used straight-through mufflers with resonator chambers tuned to cancel specific frequencies between 1,000-2,000 RPM.

The naturally-aspirated V12 that returned Rolls-Royce to its traditional displacement leadership with modern emissions compliance. This 6,749cc 60° V12 featured aluminum block and heads with dual overhead cams and 48 valves. The valvetrain used Valvetronic variable lift on intake valves plus double-VANOS variable timing on both camshafts. The fuel system employed direct injection operating at 2,900 psi with piezoelectric injectors. The block used a bedplate design with cross-bolted main bearings, while the crankshaft was a forged steel unit running in seven bearings. With 11.0:1 compression and a 5,350 RPM redline, it produced 453 hp at 5,350 RPM and 531 lb-ft at 3,500 RPM. The engine's masterpiece was its acoustic encapsulation with triple-layer insulation and active engine mounts that cancelled 98% of vibration transmission to the chassis. The intake system featured Helmholtz resonators that eliminated high-frequency induction noise while maintaining airflow.

The twin-turbocharged V12 that represents the current pinnacle of silent power and seamless delivery. This 6,749cc 60° V12 features twin twin-scroll turbochargers mounted between cylinder banks, with electronically controlled wastegates and water-cooled bearing housings. The valvetrain employs Valvetronic III with 18mm of continuous intake valve lift variation plus double-VANOS on all four camshafts. The fuel system combines direct injection (2,900 psi) with port injection (58 psi) for optimal combustion across all load conditions. The block uses closed-deck construction with plasma-coated cylinder bores, while the crankshaft is a forged steel unit with twelve counterweights. With 10.0:1 compression and 18.9 psi of boost, it produces 563 hp at 5,000 RPM and 664 lb-ft from 1,700 RPM. The turbo system's innovation is its electronically controlled bypass valves that remain partially open below 1,500 RPM, creating a natural aspiration effect while eliminating turbo lag. The cooling system uses three separate circuits with 28 liters of total coolant capacity.

The experimental three-cylinder that demonstrated Rolls-Royce's capability to achieve ultimate refinement even with minimal displacement. This 1,499cc inline-three featured a counter-rotating balancer shaft with computer-optimized counterweights that cancelled 99.7% of primary and secondary vibrations. The turbocharger used a specially developed twin-scroll BorgWarner unit with electronic wastegate and ball-bearing core for instant response. The valvetrain employed Valvetronic variable lift plus double-VANOS variable timing, while the fuel system used direct injection at 2,900 psi. With 11.0:1 compression and 22.0 psi of boost, it produced 201 hp at 4,700 RPM and 221 lb-ft from 1,250 RPM. The engine's masterpiece was its acoustic engineering—the intake system used multiple Helmholtz resonators and quarter-wave tubes tuned to cancel frequencies between 100-400 Hz, while the magnesium alloy cam cover incorporated tuned mass dampers to eliminate structural vibration. Despite its small size, it achieved 58 dB cabin noise at 60 mph—matching the serenity of much larger powerplants.

The all-electric powertrain that marks Rolls-Royce's future while maintaining traditional values of silent operation and seamless power. This system features two liquid-cooled permanent magnet synchronous motors producing a combined 577 hp and 664 lb-ft. The front motor uses an axial flux design for packaging efficiency, while the rear motor employs a radial flux design optimized for high-speed operation. Both motors feature hairpin windings with 97% slot fill factor and neodymium magnets arranged in a V-shape for optimal flux concentration. The power electronics use silicon carbide MOSFETs switching at 40 kHz in an 800V architecture. The cooling system employs direct oil cooling through stator windings and rotor shafts, with separate circuits for each motor and the power electronics. The system's innovation is its 'Planar' suspension system that uses satellite-aided prediction to prepare the powertrain for upcoming road conditions, while active noise cancellation generates inverse sound waves to eliminate high-frequency motor whine. The complete system delivers 0-60 mph in 4.4 seconds while maintaining the traditional Rolls-Royce 'magic carpet' acceleration character.

The robust electronic four-speed automatic that marked Rolls-Royce's brief partnership with General Motors, used exclusively in the Silver Seraph. This transmission featured adaptive electronic controls that learned driving patterns and adjusted shift timing for maximum smoothness. The torque converter used a computer-controlled lockup clutch that operated in third and fourth gears, while the gear ratios (2.48:1, 1.48:1, 1.00:1, 0.75:1) were carefully selected to complement the BMW-sourced 5.4L V12's power delivery. The transmission was programmed for exceptionally smooth shifts, with torque management during gear changes that made transitions virtually imperceptible. The cast-iron case provided the mass needed to absorb vibrations, while the internal components were balanced to Rolls-Royce's exacting standards for silence. Despite being a relatively conventional design, the 4L80-E was transformed through calibration and ancillary systems into a transmission worthy of the Rolls-Royce name, demonstrating that refinement comes not just from hardware but from meticulous tuning and integration.

The state-of-the-art eight-speed automatic that has become the standard across the modern Rolls-Royce lineup, extensively modified for Rolls-Royce's specific requirements. While based on the ZF 8HP series, Rolls-Royce engineers completely reworked the transmission's software and internal components to achieve unprecedented levels of refinement. The torque converter uses a centrifugal pendulum vibration absorber that allows early lockup strategies without transmitting engine vibrations to the cabin. Shift times are deliberately extended to over 500 milliseconds to ensure complete smoothness, with torque management during gear changes that makes transitions virtually undetectable. The transmission features satellite-aided shifting that uses GPS data to anticipate hills and curves, pre-selecting the optimal gear before the driver demands it. The internal gears undergo a specialized polishing process that reduces gear whine to levels below human hearing thresholds, while the lubrication system uses a secondary accumulator to maintain perfect pressure during the engine stop-start sequence. This transmission represents the pinnacle of luxury automotive gearbox technology, making gear changes so seamless that occupants remain entirely unaware of the transmission's operation.

The robust three-speed automatic that defined the Rolls-Royce driving experience for over two decades, known for its near-silent operation and exceptional durability. This transmission used a conventional hydraulic control system without electronic intervention, relying instead on precisely calibrated governor weights and vacuum modulators to determine shift points. The torque converter was specifically tuned for the Rolls-Royce 6.2L and 6.75L V8 engines, with a stall speed that provided smooth launches without any sense of urgency. Gear ratios (2.48:1, 1.48:1, 1.00:1) were widely spaced to minimize the number of shifts during normal driving, while the shift quality was deliberately softened to the point of being almost imperceptible. The cast-iron case provided excellent noise isolation, and the internal components were balanced to aircraft standards. This transmission was renowned for its reliability, with many units exceeding 300,000 miles without major repairs. Its operation was so discreet that many owners were unaware their cars had automatic transmissions at all—exactly as Rolls-Royce intended.

The first electronically controlled automatic used by Rolls-Royce, bringing modern electronic management while maintaining the brand's signature smoothness. This transmission used a basic electronic control unit that adjusted shift points based on throttle position and vehicle speed, while the torque converter featured a lockup clutch that operated in third and fourth gears for improved efficiency. The gear ratios (2.48:1, 1.48:1, 1.00:1, 0.75:1) provided both strong acceleration and relaxed highway cruising, while the shift programming was deliberately conservative to prioritize smoothness over response. The aluminum case reduced weight compared to earlier cast-iron units, while internal sound-deadening materials kept gear whine below audible levels. The transmission was programmed to avoid unnecessary shifts, often holding gears longer than conventional automatics to prevent the 'hunting' behavior that could disturb occupants. This transmission represented the transition from purely hydraulic automatics to electronic control while maintaining the Rolls-Royce standard of imperceptible operation that had defined the brand for decades.

The most advanced iteration of the ZF 8HP transmission, featuring GPS-based predictive shifting that anticipates the road ahead. This system uses navigation data, camera information, and GPS positioning to read the road ahead, selecting optimal gears before hills, curves, or intersections. The transmission can 'see' beyond what the driver can, preparing for upcoming corners by selecting a lower gear for smooth acceleration out of the turn, or anticipating a downhill section to provide engine braking without any driver input. The shift mapping is continuously adaptive, learning the driver's preferences over time while always prioritizing absolute smoothness. The torque converter uses an advanced multi-plate lockup clutch that can slip continuously to dampen any remaining vibrations, while the internal gears undergo a proprietary 'Silent Gear' polishing process that reduces surface roughness to 0.1 microns. The transmission fluid is a bespoke formulation that maintains optimal viscosity across the entire operating temperature range, and the thermal management system pre-warms the fluid during cold starts to ensure perfect shift quality from the first engagement. This transmission doesn't just respond to driver inputs—it anticipates them, creating a driving experience where the transmission seems to read the driver's mind.

The sophisticated all-wheel drive system that provides sure-footed traction in all conditions while maintaining Rolls-Royce's signature refinement. Based on the ZF 8HP transmission but with an integrated transfer case, this system normally sends power primarily to the rear wheels for traditional Rolls-Royce driving dynamics, but can instantly transfer up to 50% of torque to the front wheels when needed. The system uses multiple sensors including wheel speed, steering angle, and lateral acceleration to detect slip before it occurs, making pre-emptive adjustments to torque distribution. The transfer case uses an electronically controlled multi-plate clutch that can vary front-rear torque split seamlessly, with changes happening so smoothly that occupants remain completely unaware of the system's operation. The front differential is integrated into the transmission case to save space and reduce noise, while the propeller shaft is balanced to eliminate any vibration at highway speeds. This system enables the Cullinan to maintain perfect composure in conditions that would challenge conventional luxury vehicles, all while preserving the magic carpet ride quality that defines the Rolls-Royce experience.

The extensive custom calibration process that every Rolls-Royce transmission undergoes to meet the brand's exacting standards. Each transmission is individually tested and calibrated during production, with software parameters fine-tuned for that specific vehicle. The calibration process includes over 1,000 miles of real-world testing across every possible driving scenario, from city traffic to high-speed autobahn running. Shift points are mapped to avoid the engine's natural resonance frequencies, while torque management during gear changes is calibrated to eliminate any sense of push or pull during transitions. The transmission learning function is programmed to adapt to the owner's driving style within carefully defined parameters that always prioritize smoothness over response. Even the transmission fluid warm-up strategy is carefully calibrated to ensure perfect shift quality from cold start, with the thermal management system bringing the fluid to optimal temperature as quickly as possible. This obsessive attention to calibration detail is what separates a Rolls-Royce transmission from even the most luxurious offerings from other manufacturers—it's not just about the hardware, but how that hardware is tuned to disappear into the background of the driving experience.