BMW 7 series (December 2008)

Primed number

Wheels Magazine
November, 2008

A crocodile of new-generation 7 Series sedans is power-sliding, tyre-squealing and hooning around a tight, twisting track under the scorching French Provencal heat. The circuit - part of BMW's 473-hectare Miramas Test Centre near Marseille - uses sprinklers to duplicate wet-road driving conditions.

We're here testing BMW's latest electronic systems in the new 7 Series (code named F01), which goes on sale in Australia in March. Despite a staggering variety of advanced electronics, occasionally a 7 spins off into the surrounding marshlands, proving it's still not possible to rewrite the basic laws of physics. Yet, this is also a persuasive demonstration of the car's dual character - the major priority of the engineers, given Asian customers demand a super-plush ride and Europeans still insist on taut handling. From the same car.

The aquaplaning shows off the ICM (Integrated Chassis Management) network, which combines the stability control, suspension damping control, cornering brake control and four-mode Dynamic Driving Control (DDC) systems. DDC, operated via a button in the centre console, sets the car up in Comfort, Normal, Sport and Sport+ modes, remapping the threshold for the stability and traction control intervention, the suspension damping, throttle pedal response, gear changes and steering assistance. The systems, constantly communicating with each other, operate 20 times faster than those in the previous E65 7 Series. In what must be a tuning nightmare for chassis engineers, the active dampers vary compression and rebound characteristics independently in an attempt to maximize handling without sacrificing ride, in addition to the active front and rear anti-roll bars that are a part of the Sport package.

Tackle the wet track in the Comfort mode and the suspension (with new aluminium double-wishbone front suspension and rear double-arm integral-v axle in place of the old wishbone layout) feels soft, slightly wallowy. The traction control intervenes early to correct any waywardness from the big rear-wheel-drive sedan's tail end. Normal, with better body control, is arguably nicer for wafting along and with DSC turned off, it is, according to BMW, the fastest mode at the 'Ring. And who says run-flat BMWs can't ride well? They're improving all the time.

Press 'Sport', and the helm gets tauter and more detailed and the car instantly feels 3 Series agile. But with optional rear steering, BMW's limo becomes irresistible. In essence, it puts sideways castor on the rears, adjusting the angle by up to three degrees; when the nose turns, you immediately feel the rear wheels do so too. Bizarrely, it's natural and satisfying. Even rear passengers benefit because the system reduces roll-induced yaw. Below 60km/h, the rear wheels turn in the opposite direction to the fronts; above that they move in the same direction. There are other benefits: the already-tight turning circle is reduced by 70cm via just 2.0 turns. At higher speeds it leads to even greater agility, directional stability and accurate responses.

Grappling with the need to reduce emissions and fuel consumption, while improving performance, BMW has launched the 7 Series with two petrol engines and one diesel. The 740i gets the 3.0-litre twin-turbo from the 135i/335i, though it's been boosted to 240kW and 450Nm and offers more power than the old 225kW/390Nm 4.0-litre V8. It's quick - 0-100km/h in 5.9sec - yet returns a combined cycle of 9.9L/100km. Quiet, smooth and refined, it's highly civilised as well: no trace of turbo lag, nor a harsh exhaust note.

If you must have more, the 750's 300kW/600Nm 4.4-litre twin-turbo V8 (0-100km/h in 5.2sec) makes the old 6.0-litre V12 redundant, the fast-spooling turbos delivering brilliant throttle responses. A V12 may be offered this time round for markets like China, where a 12-cylinder car is a prized status symbol, fuel consumption be damned. A hydrogen-compatible replacement for the 760h is also likely, and a diesel-electric hybrid is certain, probably by 2010. Australia is pushing for the all-new 3.0-litre diesel (expected six months after the petrol variants) that makes 180kW at 4000pm and 540Nm from 1750 to 3000rpm. The oil burner hits 100km/h in 7.2sec, returns a thrifty 7.2L/100km and produces 192g/km CO2 emissions.

Clearly, the new 7 Series is a technology pacesetter, yet it also reveals that BMW is back-pedalling from some of the previous gen's 'breakthroughs'. The 2002 E65's rethink of the basic ergonomics moved the gearshifter from the centre console to a confusing lever on the steering column. It's now back where it belongs, using the X5's electronic control that's tipped in one direction or another to select drive or reverse. Park is engaged by pressing a button. But, as yet, no steering wheel paddles.

The power-seat controls, previously difficult to use on the side of the console, are now on the outboard side of the seat. And, yes, the controversial iDrive, launched on the luxo limo, has been simplified. A bigger hi-res screen is now integrated into the dash and incorporates new logic that means a few more shortcut buttons, Audi MMI-style, and includes the world-first ability to surf the internet. There's no more convoluted nudging of the iDrive knob in one of eight directions to choose a submenu; now you simply scroll through a straightforward list and click the knob to select it. Nudging the knob to the left always takes you back one menu. Also, the climate control function has been removed from iDrive's clutches, instead controlled via the dash.

The interior, roomy and almost decadent, is also impeccably finished with plenty of trick detailing. Black panel dials, for example, mimic high-end hi-fi and you can even order ceramic finishes. The dash focuses on the driver, with many controls accessible from a new three-spoke, multi-function steering wheel.

The long-wheelbase body adds 140mm, giving more legroom plus the choice of two individual, reclining and multi-way adjustable, rear armchair-style seats. With separate controls for air conditioning, heating and ventilation, audio, entertainment and communications systems, back-seat occupants have never had it so good, but the H-point is 23mm lower and thigh support is disappointing.

What of the styling? Photographs fail to adequately convey the heavily sculptured panels. As designer Karim Habit (who also styled the 2007 CS concept) explained, only in the metal does it gain life. He claims that modern BMW design is all about light falling on the sheet metal. It's much more cohesive than the ugly old model, without the strange shutlines. BMW-trademark proportions push the front wheels right forward, emphasising the gap between A-pillar and wheel centre, but adding to the visual bulk. Two large, near-vertical kidney grilles are pushed forwards, reinforcing the car's length. Aesthetically, though, it's the surfacing that's most remarkable. On the sides, an organic form, twisting inboard at the front wheels, free-flows outwards towards the rear. For all this sculpture, though, aerodynamically the car is no improvement on the old, but with aluminium roof, doors and bonnet it weighs 50kg less.

Beyond power and luxury, the new 7 Series also includes all the latest and greatest safety technology. Apart from the usual array of airbags, the car includes extras such as active cruise control (with the ability to come to a complete stop), lane-departure warning, blind-spot detection, night vision with pedestrian detection, sideview, back-up cameras, and head-up display.

Despite its controversial features, globally 344,000 buyers scooped up the last-gen model, more than ever before. Is the new 7 Series good enough to repeat this sales success? BMW hopes so, though its policy of massive discounting after a short honeymoon sales period may make it the world's best second-hand buy. The new BMW deserves more because it's big-car comfortable yet junior-exec agile, with a great combo of pace and green credentials.

More research
BMW 7 Series (F01 and F02) -- Carsales Network launch review: here

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