RE: 2024 Rolls-Royce Spectre | UK Review
Discussion
pheonix478 said:
GT9 said:
I'm still laughing about the fact the X6 has turned out to be the blueprint for just about every electrified low(er) drag SUV and also cars like the Ferrari Purosangue that nearly everyone is fawning over.
The same people who were 5 years ago calling the BMW an abomination, pointless, etc.
Phoenix, goes easy on me!
The X6 is an abomination. It looks like a dog having a poo.The same people who were 5 years ago calling the BMW an abomination, pointless, etc.
Phoenix, goes easy on me!
Nomme de Plum said:
Zombie said:
Pointless, obnoxious and disgusting. It's not even good looking.
I know the EV drivetrain translates well to the brand and that EVs may well be the future, but a multi tonne vehicle that is 5.5m long, isn't that quick and pretty much unusable in the real world (a typical parking space being 2.4m x 4.8m) is, for a lack of a stronger word, vulgar. I hate it. And not because it's an EV, it's simply tone deaf and as an EV, badly Engineered virtue signalling.
I think you are being a bit harsh on yourself. You can't be that bad.I know the EV drivetrain translates well to the brand and that EVs may well be the future, but a multi tonne vehicle that is 5.5m long, isn't that quick and pretty much unusable in the real world (a typical parking space being 2.4m x 4.8m) is, for a lack of a stronger word, vulgar. I hate it. And not because it's an EV, it's simply tone deaf and as an EV, badly Engineered virtue signalling.
Edited by Zombie on Wednesday 27th March 01:19
It seems you do not like luxury brand cars which incidentally have existed since the early 1900s. The original Silver Ghost circa 1906 was 5400mm (std. wheelbase), 5570mm (Ext wheelbase), 1948mm wide and 1550mm high, with a 7litre or 7.4litre engine. That didn't fit in a parking bay either.
Alleging that it is badly engineered when in all likelihood you will have not seen details or drawings is rather ridiculous.
We will see how well it sells but by all accounts it is attractive to Rolls Royce's younger entrepreneurial customers.
Well I didn’t have a problem going shopping in my 1923 Piccadilly roadster Ghost, sadly sold. These cars are too big for todays UK though, the USA again has the space(and the money).
What is the average mileage of an RR before theyre replaced?
I think an RR or even a Bentley is perfect for the EV use case. EV powertrains give that Teutonic power of planetary scale that you want in a car like this. And the NVH to go with it.
And since you most likely have a driver, the range isn't as big a deal as I bet these dont do big long journeys and the driver can deal with charging when you're in your boardroom
I think an RR or even a Bentley is perfect for the EV use case. EV powertrains give that Teutonic power of planetary scale that you want in a car like this. And the NVH to go with it.
And since you most likely have a driver, the range isn't as big a deal as I bet these dont do big long journeys and the driver can deal with charging when you're in your boardroom
GroundEffect said:
What is the average mileage of an RR before theyre replaced?
I think an RR or even a Bentley is perfect for the EV use case. EV powertrains give that Teutonic power of planetary scale that you want in a car like this. And the NVH to go with it.
And since you most likely have a driver, the range isn't as big a deal as I bet these dont do big long journeys and the driver can deal with charging when you're in your boardroom
I think the only ones complaining about range are the ones that will never ever be able to afford one. These cars rarely do more than 2 or 3K miles per year. I think an RR or even a Bentley is perfect for the EV use case. EV powertrains give that Teutonic power of planetary scale that you want in a car like this. And the NVH to go with it.
And since you most likely have a driver, the range isn't as big a deal as I bet these dont do big long journeys and the driver can deal with charging when you're in your boardroom
GroundEffect said:
And since you most likely have a driver, the range isn't as big a deal as I bet these dont do big long journeys and the driver can deal with charging when you're in your boardroom
Given that this is a two door I think that most owners wouldn't have a driver - who would want to be seen clambering in the 'tradesman's entrance' to access the rear seat. Or, alternatively, sitting up front with 'the staff'. 
So if you're an owner/driver you're stuck with charging it yourself when you reach your destination, or if not needed, waiting until you get home and having one of the staff do it for you.
Not that there's anything wrong with that.
fflump said:
On the topic in hand-love the front and the interior.
The rear looks less well resolved-rather curved and bloated rather than the traditionally elegant 3-box design.
As an EV I can see the market but as said previously you lose the appeal of a silent ICE in front of you while cruising while having the ability for it to burst into life both physically and aurally when flooring it.
Not sure any Rolls Royce really bursts into life aurally when flooring it. The rear looks less well resolved-rather curved and bloated rather than the traditionally elegant 3-box design.
As an EV I can see the market but as said previously you lose the appeal of a silent ICE in front of you while cruising while having the ability for it to burst into life both physically and aurally when flooring it.
GT9 said:
TBH, what the poster that you were responding to omitted is that it's the difference between using an electric motor and and engine to either accelerate the mass or overcome rolling resistance (which is linearly mass dependent) that is by far the biggest contributor to the different energy consumptions between the two powertrains. Regen is more the icing on the cake.
Relative to each other, acceleration is a high-power low-energy event and rolling resistance is a continuous low-power high-energy event.
Drag (which is mass-independent) is of course an even more significant continuous low-power high-energy event.
The effect of speed on energy consumption per mile is acute (square law) for drag and almost negligible for rolling resistance.
If several acceleration/deceleration events start to consume more energy per mile, given that kinetic energy increases with the square of speed, the regen of the EV, and the use of a motor instead of an engine/gearbox to accelerate the car in the first place widen the gap from the ICE to the EV.
Fundamentally, it's the threefold difference in efficiency between the motor and the engine/gearbox combination that is the primary reason why EVs are able to reach and exceed 3 miles per kWh vs 1 mile per kWh for the very best ICEs. Regen then augments this, less so for long distance constant speed cruising of course.
Thanks for the extra info. I love how much there is to learn with EVs and it’s such a shame it’s left to people on a forum to inform because so many journalists won’tRelative to each other, acceleration is a high-power low-energy event and rolling resistance is a continuous low-power high-energy event.
Drag (which is mass-independent) is of course an even more significant continuous low-power high-energy event.
The effect of speed on energy consumption per mile is acute (square law) for drag and almost negligible for rolling resistance.
If several acceleration/deceleration events start to consume more energy per mile, given that kinetic energy increases with the square of speed, the regen of the EV, and the use of a motor instead of an engine/gearbox to accelerate the car in the first place widen the gap from the ICE to the EV.
Fundamentally, it's the threefold difference in efficiency between the motor and the engine/gearbox combination that is the primary reason why EVs are able to reach and exceed 3 miles per kWh vs 1 mile per kWh for the very best ICEs. Regen then augments this, less so for long distance constant speed cruising of course.
Scott-R said:
GT9 said:
TBH, what the poster that you were responding to omitted is that it's the difference between using an electric motor and and engine to either accelerate the mass or overcome rolling resistance (which is linearly mass dependent) that is by far the biggest contributor to the different energy consumptions between the two powertrains. Regen is more the icing on the cake.
Relative to each other, acceleration is a high-power low-energy event and rolling resistance is a continuous low-power high-energy event.
Drag (which is mass-independent) is of course an even more significant continuous low-power high-energy event.
The effect of speed on energy consumption per mile is acute (square law) for drag and almost negligible for rolling resistance.
If several acceleration/deceleration events start to consume more energy per mile, given that kinetic energy increases with the square of speed, the regen of the EV, and the use of a motor instead of an engine/gearbox to accelerate the car in the first place widen the gap from the ICE to the EV.
Fundamentally, it's the threefold difference in efficiency between the motor and the engine/gearbox combination that is the primary reason why EVs are able to reach and exceed 3 miles per kWh vs 1 mile per kWh for the very best ICEs. Regen then augments this, less so for long distance constant speed cruising of course.
Thanks for the extra info. I love how much there is to learn with EVs and it’s such a shame it’s left to people on a forum to inform because so many journalists won’tRelative to each other, acceleration is a high-power low-energy event and rolling resistance is a continuous low-power high-energy event.
Drag (which is mass-independent) is of course an even more significant continuous low-power high-energy event.
The effect of speed on energy consumption per mile is acute (square law) for drag and almost negligible for rolling resistance.
If several acceleration/deceleration events start to consume more energy per mile, given that kinetic energy increases with the square of speed, the regen of the EV, and the use of a motor instead of an engine/gearbox to accelerate the car in the first place widen the gap from the ICE to the EV.
Fundamentally, it's the threefold difference in efficiency between the motor and the engine/gearbox combination that is the primary reason why EVs are able to reach and exceed 3 miles per kWh vs 1 mile per kWh for the very best ICEs. Regen then augments this, less so for long distance constant speed cruising of course.
pheonix478 said:
biggbn said:
pheonix478 said:
GT9 said:
I'm still laughing about the fact the X6 has turned out to be the blueprint for just about every electrified low(er) drag SUV and also cars like the Ferrari Purosangue that nearly everyone is fawning over.
The same people who were 5 years ago calling the BMW an abomination, pointless, etc.
Phoenix, goes easy on me!
The X6 is an abomination. It looks like a dog having a poo.The same people who were 5 years ago calling the BMW an abomination, pointless, etc.
Phoenix, goes easy on me!
Julian Scott said:
Guy at my gym has got one. Replaced a Wraith, sits alongside a Cullinan, and other cars. Prefers it to both, said it's like RR have moved forward 20yrs overnight. It's never been below 60% charged so far.
That looks glorious. Just the thing for running through an extinction rebellion protest.pheonix478 said:
Julian Scott said:
That looks glorious. Just the thing for running through an extinction rebellion protest.
Julian Scott said:
Gordon Hill said:
Eh?GT9 said:
Julian Scott said:
Probably something about not being a proper bloke unless you are travelling the depth and breadth of the country to get your kicks.
from me!
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