2018 ROLLS-ROYCE WRAITH

Typical onset: 40,000-80,000 mi

Symptoms: Rough idle and misfires that progressively worsen, Loss of power under load, especially above 4,000 RPM, Check engine light with multiple cylinder misfire codes, Eventually: spun bearings, scored cylinders, complete engine seizure

Fix: Direct-injection V12s accumulate intake valve carbon that causes lean conditions and detonation. If caught early, walnut-blasting all 12 cylinders runs 18-22 hours labor. If ignored until bearing failure, you're replacing the short block or doing a complete engine rebuild at 80-120 hours. We've seen pistons crack from detonation, requiring full teardown.

Estimated cost: $3,500-8,000 for carbon cleaning; $45,000-75,000 for short block or rebuild

Typical onset: 50,000-90,000 mi

Symptoms: Transmission fluid leaking at front of trans (oil cooler lines), Harsh shifts or delayed engagement, especially 2-3 and 3-4, Trans fault warning on dash, Slipping under moderate throttle

Fix: The integral oil cooler develops external leaks at the crimped seams; cooler replacement is 6-8 hours with fluid. The valve body solenoids also fail, causing shift quality issues—valve body R&R is 8-10 hours. Often both issues present together around 70k miles.

Estimated cost: $2,800-4,200 for cooler; $4,500-6,500 for valve body with solenoids

Typical onset: 60,000-100,000 mi

Symptoms: Extended cranking before start, especially when hot, Stumbling or cutting out under hard acceleration, Limp mode with fuel pressure fault codes, No-start condition

Fix: The in-tank high-pressure pump and filter module is a single assembly on this V12. When it fails, you're dropping the tank (10-12 hours) and replacing the entire unit. Rolls-Royce prices on this part are obscene—BMW part numbers save you money but it's still a $3k+ assembly.

Estimated cost: $4,500-6,800

Typical onset: 40,000-70,000 mi

Symptoms: Vibration felt through center console at idle in Drive, Clunk when shifting from Park to Drive or Reverse, Increased NVH under acceleration, Visible sagging or cracking of rubber isolators

Fix: The rear transmission mount is a hydraulic unit that fatigues and loses damping. It's a 3-4 hour job requiring trans support and subframe access. Not catastrophic but very annoying in a $300k car, and it accelerates wear on the driveshaft and diff mounts.

Estimated cost: $1,200-1,800

Typical onset: 70,000-120,000 mi

Symptoms: Coolant seepage at rear of engine valley, Slow coolant loss with no visible external leaks, White residue on spark plugs (Bank 1 cylinders), Occasional misfire after cold start

Fix: The N74's bank 1 head gasket can fail due to heat cycling from the turbos. Both heads must come off due to access (the V12 is a nightmare for space)—expect 50-60 hours labor. You're also doing timing chains, guides, and every gasket while you're in there. This is a "total the car" repair on anything high-mileage.

Estimated cost: $28,000-38,000

Typical onset: 80,000-130,000 mi

Symptoms: Intermittent no-start with crank/no-fire, Low oil pressure warning at idle when hot, Metallic knocking from lower engine under load, Eventually: catastrophic bearing failure

Fix: The crank sensor itself is an 8-hour job because of V12 packaging. More concerning: we've seen premature main bearing wear on higher-mileage examples, likely from oil coking in the galleries or extended drain intervals. Once bearings are worn, you're into a full bottom-end rebuild at 70-90 hours—crank polishing, bearing clearances, the works.

Estimated cost: $1,800-2,500 for sensor; $35,000-55,000 for crank and mains