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This is the new Rolls-Royce Cullinan Series II

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This is the new Rolls-Royce Cullinan Series II | Top Gear

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RR gives its best-selling car a thorough overhaul - the most extensive SII update ever applied to a Rolls

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This is the new Rolls-Royce Cullinan Series II

# data.attributes.metatag[].attributes.content
RR gives its best-selling car a thorough overhaul - the most extensive SII update ever applied to a Rolls

# data.attributes.metatag[].attributes.content
This is the new Rolls-Royce Cullinan Series II

# data.attributes.metatag[].attributes.content
RR gives its best-selling car a thorough overhaul - the most extensive SII update ever applied to a Rolls

# data.attributes.metatag[].attributes.content
This is the new Rolls-Royce Cullinan Series II

# data.attributes.metatag[].attributes.content
This is the new Rolls-Royce Cullinan Series II

# data.attributes.metatag[].attributes.content
RR gives its best-selling car a thorough overhaul - the most extensive SII update ever applied to a Rolls

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Rolls-Royce lives in its own world, operates to its own time-line, and does things its own way. Great empires could rise and fall and Rolls-Royce would sail serenely on. And so to the Cullinan Series II, a mid-life refresh for what Rolls amusingly refers to as “its most requested model” (ie: its best seller). Note also that mid-life here is about the same as a mere motoring mortal’s entire lifespan. Can it really be six years since the Rolls SUV arrived?

Apparently this is the most extensive Series II update Rolls has ever undertaken, prompted in response to changes in the world of luxury and the Cullinan’s use case. A quick fact here: the average age of a Rolls owner was 56 back in 2010, now it’s 43. In China, it’s way less even than that; there’s an owner there who’s just 18. Meanwhile, most Cullinan owners drive their cars themselves, fewer than 10 per cent of them retaining the services of a chauffeur. Almost none of them, we’d venture, ever go off road.

The biggest changes concern the Cullinan’s exterior, with some new tricks employed to enhance its stance and soften its proportions. The new daytime running lights draw the eye out to make the car seem wider, and new air intakes reduce the Cullinan’s loftiness. Lines on the bumper create a ‘V’ that alludes to a super-yacht’s prow. The Pantheon grille is illuminated for the first time on the Cullinan, and the sills are fitted with gloss black elements. A line runs from the tail-lights forwards through the centre of the floating RR centre caps. And the exhaust surround has a mirror-finish stainless steel, with a protective plate connecting them. Finally, the Cullinan now rides on 23in part or fully polished alloys, with a new seven-spoke design.

Accepted definitions of automotive beauty have never really applied to Rolls-Royces, since time immemorial. These are vehicles that have more in common with the statement buildings they swish past in the cities they spend most of their time in – Seoul, Singapore and Shanghai – than they do other cars. But the Cullinan is now a little easier on the eye.

Inside, well we’re talking more detail refinements than revolution. There’s a new full length glass panel fascia, and the ‘Spirit’ operating system that first appeared in the Spectre is introduced here. The main instrument display is digital but does a very good job indeed of looking analogue. The front passenger gets to gaze upon an illuminated panel, which features 7,000 laser-etched apertures, each at slightly different angles to improve depth perception. Also new is the the Spirit of Ecstasy clock cabinet, wherein a scale representation of the famous R-R logo now lives in her own little specially lit stage space. For no apparent reason that we can make out. The dashboard lights up in a sequence that begins with the main instrument display, then flows across to the left. A lot of effort has been expended here, no question.

Rolls reckons its clients regard their cars as sanctuaries from the incursions of the everyday world, so while the Cullinan is fully stocked when it comes to digitisation and connectivity, it deliberately plays it down. Rear occupants can connect two streaming devices to the separate screens, with Bluetooth connectivity for headphones. Or you can luxuriate in Rolls’s bespoke audio, which has 18 channels and a 1400w amplifier. As with other Rolls models, cavities in the aluminium spaceframe are used as resonance chambers. A natural sub-woofer.

Also new is a grey stained ash wood trim and the option of a textile fabric interior trim. Called duality twill, it’s made using bamboo fibres and features an abstract interpretation of the inter-locking R-R logo. This being a Rolls-Royce, the stats are bewildering: this textile interior uses up to 2.2m stitches, 11 miles of thread, and took the team in Goodwood four years to develop. Similarly labour intensive are the little holes you can see in the door trims: we’re talking 408,284 perforations of between 0.8 and 1.2mm in diameter. They’re checked by a single, long-suffering craftsperson.

It’s this insane attention to detail that encourages the world’s high net worth individuals to sign up for a Rolls-Royce. The Cullinan series II has an unchanged mechanical specification – 6.75-litre, 563bhp twin turbo V12, 663lb ft of torque, magic carpet ride – underpinning an experience that makes this more of a lavishly appointed building on wheels than a car. It also costs a bit more than before but rarely has this particular detail been less relevant.

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Rolls-Royce lives in its own world, operates to its own time-line, and does things its own way. Great empires could rise and fall and Rolls-Royce would sail serenely on. And so to the Cullinan Series II, a mid-life refresh for what Rolls amusingly refers to as “its most requested model” (ie: its best seller). Note also that mid-life here is about the same as a mere motoring mortal’s entire lifespan. Can it really be six years since the Rolls SUV arrived?

Apparently this is the most extensive Series II update Rolls has ever undertaken, prompted in response to changes in the world of luxury and the Cullinan’s use case. A quick fact here: the average age of a Rolls owner was 56 back in 2010, now it’s 43. In China, it’s way less even than that; there’s an owner there who’s just 18. Meanwhile, most Cullinan owners drive their cars themselves, fewer than 10 per cent of them retaining the services of a chauffeur. Almost none of them, we’d venture, ever go off road.

The biggest changes concern the Cullinan’s exterior, with some new tricks employed to enhance its stance and soften its proportions. The new daytime running lights draw the eye out to make the car seem wider, and new air intakes reduce the Cullinan’s loftiness. Lines on the bumper create a ‘V’ that alludes to a super-yacht’s prow. The Pantheon grille is illuminated for the first time on the Cullinan, and the sills are fitted with gloss black elements. A line runs from the tail-lights forwards through the centre of the floating RR centre caps. And the exhaust surround has a mirror-finish stainless steel, with a protective plate connecting them. Finally, the Cullinan now rides on 23in part or fully polished alloys, with a new seven-spoke design.

Accepted definitions of automotive beauty have never really applied to Rolls-Royces, since time immemorial. These are vehicles that have more in common with the statement buildings they swish past in the cities they spend most of their time in – Seoul, Singapore and Shanghai – than they do other cars. But the Cullinan is now a little easier on the eye.

Inside, well we’re talking more detail refinements than revolution. There’s a new full length glass panel fascia, and the ‘Spirit’ operating system that first appeared in the Spectre is introduced here. The main instrument display is digital but does a very good job indeed of looking analogue. The front passenger gets to gaze upon an illuminated panel, which features 7,000 laser-etched apertures, each at slightly different angles to improve depth perception. Also new is the the Spirit of Ecstasy clock cabinet, wherein a scale representation of the famous R-R logo now lives in her own little specially lit stage space. For no apparent reason that we can make out. The dashboard lights up in a sequence that begins with the main instrument display, then flows across to the left. A lot of effort has been expended here, no question.

Rolls reckons its clients regard their cars as sanctuaries from the incursions of the everyday world, so while the Cullinan is fully stocked when it comes to digitisation and connectivity, it deliberately plays it down. Rear occupants can connect two streaming devices to the separate screens, with Bluetooth connectivity for headphones. Or you can luxuriate in Rolls’s bespoke audio, which has 18 channels and a 1400w amplifier. As with other Rolls models, cavities in the aluminium spaceframe are used as resonance chambers. A natural sub-woofer.

Also new is a grey stained ash wood trim and the option of a textile fabric interior trim. Called duality twill, it’s made using bamboo fibres and features an abstract interpretation of the inter-locking R-R logo. This being a Rolls-Royce, the stats are bewildering: this textile interior uses up to 2.2m stitches, 11 miles of thread, and took the team in Goodwood four years to develop. Similarly labour intensive are the little holes you can see in the door trims: we’re talking 408,284 perforations of between 0.8 and 1.2mm in diameter. They’re checked by a single, long-suffering craftsperson.

It’s this insane attention to detail that encourages the world’s high net worth individuals to sign up for a Rolls-Royce. The Cullinan series II has an unchanged mechanical specification – 6.75-litre, 563bhp twin turbo V12, 663lb ft of torque, magic carpet ride – underpinning an experience that makes this more of a lavishly appointed building on wheels than a car. It also costs a bit more than before but rarely has this particular detail been less relevant.

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RR gives its best-selling car a thorough overhaul - the most extensive SII update ever applied to a Rolls

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Rolls-Royce Cullinan Series II revealed 2024