BMW 740i and 750Li 2009 Review

BMW 740i and 750Li

What we liked
>> Ergonomics are better
>> Styling is a major advance over predecessor
>> Ride is improved

Not so much
>> Option prices are a sort of necessary evil
>> Still needs an autopilot for those who can't leave gadgets alone while driving
>> There's little else for a reviewer to nit-pick!

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 2.5/5.0
Safety: 4.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 3.5/5.0

About our ratings

OVERVIEW
The new 7 Series is a significant car for BMW Down Under. Straight away, most will pick it for its styling about-turn. Yes, it's still has 'Bangle' cues, but the American designer's successor, Adrian van Hooydonk (more here) has found middle ground for the new car's design, invoking a style that is at once purposeful and relatively lithe.

As the latest in a line of cars dating back to the late 1970s, the new 7 is also significant for the added features and new technology it introduces. With the diesel 730d reaching us around the middle of the year, BMW will have a 7 Series range that is turbocharged across the board. Add to that, spiffy stuff like speed restriction sign recognition (likely to reach us by the end of this year) and night vision, and you have a car at the forefront of technological advancement.

Almost as a mark of the new car's significance, it goes by the codes 'F01' and 'F02' for short and long-wheelbase cars, respectively. Previously, different generations of BMW models had gone by 'E-numbers', with the previous 7 Series the E65 and E66 platforms. In days gone by, the 'E' stood for 'Entwicklungsnummer' ('Development number'), but BMW has run out of two-digit numbers to go with the letter E.

Rather than go to three digits and retain the endearingly 'polysyllabic' letter E, the company has moved on to the next letter in the alphabet, despite that letter bearing no meaning whatsoever. See what you can learn from reading reviews published by the Carsales Network?

PRICE AND EQUIPMENT
Despite the 7 Series being the biggest and most expensive BMW -- and the Australian dollar doing everything in its power to make the flagship car ever more expensive here -- the importer has managed to keep the new range priced within a reasonable margin of the superseded car's pricing.

In fact, taking into account the new features fitted as standard in the F01/F02 range, the pricing of the new model is pretty keen. Using the example of the 750Li, the price of $291,200 is significantly higher than the 'same' variant in the previous generation, but the old 750Li didn't boast the new car's twin-turbo engine. The new 300kW 750Li is actually closer in performance to the original 327kW 760Li. Both cars develop the same peak torque, 600Nm.

This new range will kick off with a diesel variant, the 730d, which is due to arrive here in June, but wasn't part of the local launch. It's priced at $198,800, which is fractionally cheaper than the Mercedes-Benz S 320 CDI, against which the BMW will compete. The 730d will only be available in short-wheelbase form (as is the Benz), but both the six-cylinder petrol and twin-turbo V8 models can be ordered in either short or long-wheelbase versions.

The short-wheelbase 740i six-cylinder petrol variant will set back buyers to the tune of $203,000. Standard features include: cruise control with brake function, head-up display, a rear-view camera, brake energy regeneration, 18-inch alloys, electric/glass sunroof, front foglights, bi-xenon adaptive headlights, high-beam assist, rain-sensing wipers, auto-on/off headlights, remote central locking, alarm, automatic soft-close doors, Comfort Access system, trip computer, onboard television, satellite navigation, voice recognition, electro-chromatic mirrors with fold-in function for external mirrors, Bluetooth connectivity, electric steering wheel adjustment, leather-bound multi-function steering wheel, four-zone climate control, in-dash DVD player, six-disc DVD changer above glovebox, USB interface for entertainment system, Dakota leather trim and front-seat heating.

The long-wheelbase version of the six-cylinder car is the 740Li, priced at $218,000. This variant builds on the 740i's specification with the following standard features: self-levelling rear suspension, side-view cameras, electric sunblind for rear window and rear-seat heating.

At $274,000, the short-wheelbase V8 variant, the 750i, lacks the self-levelling rear suspension of the 740Li, but comes as standard with Dynamic Drive Control, night vision, 19-inch alloy wheels, upgraded audio system, rear-seat entertainment system and Comfort front seats.

Topping the range at $291,000, the long-wheelbase 750Li is trimmed as for the 750i with the added features of self-levelling rear suspension, Comfort rear seats and rear-seat ventilation.

MECHANICAL
As with every generation of 7 Series since the original E23 range back in the late 1970s, the latest BMW flagship remains a rear-wheel-drive large car with a longitudinal ('North/South') engine mounting up front. This iteration is powered by a twin-turbo six-cylinder engine (740i and 740Li) or a twin-turbo V8 (750i and 750Li), with a diesel variant (730d) to follow in June.

We've probably covered the twin-turbo six often enough in the past, but just to refresh, it's a DOHC inline powerplant with direct injection and one turbo for each group of three cylinders. In other words, the turbochargers don't operate sequentially.

It's a similar story for the V8, with each turbocharger feeding a bank of four-cylinders, although the V-formation engine employs port fuel injection, not the direct injection of the inline six. However, whereas the V8 will accept fuel octane as low as 91 RON, the six, with its more sophisticated induction system needs a diet of at least 95 RON unleaded.

The six produces 240kW of power and 450Nm of torque, with the torque reaching a plateau between 1500-4500rpm. Fuel consumption for the 740i, in accordance with combined-cycle testing is 9.9L/100km.

Power for the V8 peaks at 300kW and maximum torque 600Nm arrives at 1750rpm, fading at speeds above 4000rpm. On combined-cycle testing, the 750i returns a fuel consumption figure of 11.4L/100km.

A six-speed automatic transmission channels drive to the rear wheels, which are suspended by a multi-link IRS system featuring self-levelling control in the case of the long-wheelbase cars. At the front, the suspension is a MacPherson strut-type system and the steering is a hydraulically-assisted rack-and-pinion set-up. There's an extra 140mm of length in the long-wheelbase cars (5212mm versus 5072mm) and the turning circle is 12.7m, half a metre wider than that of the 740i and 750i.

BMW offers Integrated Active Steering as an option for all variants. In the 7 Series, this feature changes the steering ratio for fewer turns lock-to-lock at parking speeds, but a slower ratio at higher speeds. In addition, the system includes active rear-wheel steering. Above the threshold of roughly 60km/h, the rear wheels steer in the same direction as the front wheels, but below that speed, they turn in the opposite direction.

Rear-wheel steering (which was pioneered in this country by the humbler 1987 Honda Prelude), enhances stability at higher speeds and reduces the turning circle at lower speeds. BMW's product manager for cars, Alexander Brockhoff, advises that the turning angle at the rear, in either direction, is up to three degrees.

The front wheels steer through 1.5 turns of the steering wheel lock-to-lock at parking speeds, but then turn at a rate of five turns for a slower response at higher speeds. An advantage of this active steering is that the planetary gearset within the steering system can change the steering angle at a moment's notice, effectively opposite-locking to counter oversteer -- without the driver being aware. There's no resistance or reverse feedback through the wheel and it complements the car's stability control system for better results than from the stability control alone.

Brakes are ventilated discs all around for all four variants of the new 7. Rotors measure 348x36mm at the front and 345x24mm at the rear for the 740i and 740Li. Larger rotors fitted to the V8 cars measure 374x36mm at the front and 370x24mm at the rear.

BMW has introduced "regenerative braking" to the 7 Series range with this latest generation (it already features on cars like the M3). Like Mercedes and Audi's similar set-ups, this is not a true regenerative system - ie: by braking the car, you charge the battery. Rather a 'smart' alternator charges at a higher rate when you're braking or coasting and decouples when engine power is needed. Overall, the system saves fuel as there is no longer a constant drain on the engine via an alternator running at full charge full time.

PACKAGING
Where accommodation is concerned, the seats in the new 7 Series are bordering on firm, but provide sufficient support. The car is a triumph of digital do-gooding, with seatbelts that automatically cinch up tighter as soon as they're fastened -- and soft close doors that lock tight electrically.

BMW has changed tack (back to the future) with its dashboard design. Where the dash previously jutted out at the centre console in a symmetrical way, the new car's dash is angled more towards the driver. Whether it's necessarily a major leap forward in ergonomics remains to be seen, but it certainly looks better, in the view of this writer.

It's a hazard of a car like this, but the driving position can get busy. You have the head-up display which does at least keep your eyes 'focusing' where they should be -- beyond the bonnet. There's the main instrument binnacle which incorporates the trip computer as well as the major and minor instruments. The iDriven centre fascia screen, which presents all the normal satnav and audio/entertainment functions display, can also provide views to the rear and side, plus the driver is kept appraised of objects beyond the range of the headlights via the infra-red forward-looking night vision system option.

Controls for cruise are on the left spoke of the steering wheel and controls for the infotainment systems are on the right spoke. Until you get to know the placement of these and other switches, you'll find yourself taking your eyes off the road for various purposes.

Even making the car safe is different from what you might know, with an electronic parking brake switch in the centre console and a 'P' button on the gear selector for 'Park'. Yet, once you are familiar with these different functions, and what might be described as the idiosyncrasies of design, everything is easy and effective to use.

Rear seating in both cars provided plenty of head and legroom for the reviewer, who is of average height, but the 750Li -- for all its profligate roominess -- only seats four. The 750Li is fitted as standard with Comfort Rear Seats, an option in the other variants and a delete option in the LWB V8 variant. As a consequence, the centre seat position in the car tested was a hard plastic section that supported the centre armrest when that was in the lowered position.

Here we are, got right through this section of text without a major entry related to the iDrive system. The very fact that it hasn't warranted some rambling diatribe suggests it's a much better system than the one introduced with the previous model 7 Series.

SAFETY
Among the safety features available as either an option or as standard are the sideways-looking camera mounted in the front bumper, the forward-looking infra-red night vision camera, active cruise control, head-up display and lane departure warning. All of these we would recommend, provided the buyer can afford them.

The 'Side View' camera is standard for 740Li and 750 variants, but not the SWB 740i and yet-to-be-released 730d. For those two variants, this is a $900 option, but still worth the money -- particularly if you ever tried sneaking left into a major road from a side street and can't see around the van making a right turn there.

Standard for the V8 models but a $4500 option for the diesel and sixes, the Night Vision feature is not cheap, but it seems very effective. Its range of detection outstrips the 300m range of the bi-xenon headlights on high beam. With the release of the new 7 Series, it is more sophisticated and can distinguish individual pedestrians by their heat signature, such is the on-screen resolution and receptiveness of the camera.

Active cruise control with Stop & Go function worked effectively during the launch and we were able to monitor our progress within traffic by watching the indicated speed in the head-up display. When it dipped below a subjectively tolerable point, the driver merely flicked on the indicator and moved right to overtake the car in front. At that point, with no obstacle ahead, the car would smoothly pick up and return to the preset speed. This feature is optional for all 7 Series variants and some will consider the $4700 charge a little steep for what it does.

The head-up display is fitted as standard to all 7 Series variants, but the lane departure warning is a $1300 option. We have to say, the latter system proved very competent during the drive program. Over typical Australian country roads, it rarely put a foot wrong and kept the driver informed of slack lane discipline. In the estimation of the writer, it worked better than a similar system tried in a competitor's product recently.

One other safety feature that we can't recommend -- because it's not available in Australia yet -- is the speed limit sign recognition system. This will keep the driver informed as to the applicable speed limit, based on the previous restriction sign detected by the car. For the present, it's unavailable in Australia, due to the lack of uniformity in our speed restriction signs, but BMW is working on that and according to Brockhoff should be available to local 7 Series buyers by the end of this year.

From the standpoint of passive safety, the 7 Series is very well equipped. As well as the head airbags for both front and rear-seat occupants, all variants come with side-impact airbags and active front headrests.

All the conventional active safety features are also fitted, including ABS, stability control and traction control -- along with some not so conventional features, like Dynamic Damper Control and Dynamic Driving Control.

COMPETITORS
There are two principal competitors to the new 7 Series -- and some will argue that, in truth, there is just one. That 'one' is the Mercedes-Benz S-Class, although should you enquire of S-Class owners, they may argue that the 7 Series poses no threat to the S-Class. They would be wrong.

One might argue BMW's marketing strategy and positioning of the 7 Series in the past, but the latest car is a viable competitor to the Mercedes by any reasonable measure. In practice though, German prestige car owners are as tribal as Falcon and Commodore owners. That said -- and while there's no concrete evidence of this -- we wonder whether BMW didn't lose some customers to the S-Class during the production run of the E65 generation 7 Series.

BMW says no, that didn't happen and global sales of the E65 car were actually better than for the E38 model that preceded it, but we're not convinced that sales wouldn't have been better still if the E65's styling and ergonomics hadn't been so polarising.

Now that the F01/F02 series is with us, if there was a migration to Mercedes, that pendulum may well swing back the other way.

The other competitor to the 7 Series is Audi's A8. It doesn't have the cachet of the longer-established brands, but offers some dynamic advantages by virtue of its quattro drive system and, if dollars count, it's cheaper.

For those who are not averse to taking the non-conformist's path, there's the Lexus LS 460. Lexus also offers the LS 600, but in point of fact, the conventional car is a more likely rival to the 7 Series.

Priced at $201,000, the V8-engined Lexus is only marginally cheaper than the six-cylinder BMW, but trumps the German car for power and torque. Of course, that comes at the expense of fuel consumption. The Lexus also boasts an advantage over the BMW in offering an eight-speed automatic transmission.

ON THE ROAD
Unfortunately, our drive program was shorter and less demanding of the 7 Series than was planned, since the original route had to be shelved after bushfires swept through parts of Victoria along the route. As a result, we can't tell you too much about some of the new 7's dynamic features, but our international launch review covers the car's driving traits in greater detail. You can read that here.

What we can tell you from the local launch is that most people would be content with the performance the 740i offers, without the need to move up to the 750i.

Powering the 740i and 740Li, the twin-turbo six-cylinder engine is more subdued than in the 335i, but sounds richer, particularly in the higher rev range. From a lot of open-road touring admittedly, we recorded average fuel consumption figures of 11.6L/100km on the trip computer for the six-cylinder 7 Series and about 15L/100km for the V8. And at cruising speed, neither engine is audible; all you'll hear is a bit of wind rustle.

Because the 740i is quieter -- and it's carrying more weight -- it doesn't feel as strong in straightline performance as the lighter 335i, but it's still plenty quick when you use the power. At least, that's how it seems until you drive the 750Li!

The V8 variants offer substantial gains in performance over the 740i, itself no slouch in a straight line. While the handling difference isn't as pronounced, the 750Li acquits itself pretty well around corners too. The steering, with the long-wheelbase V8 variant's Integral Active Steering option, offered just a little more feel.

Both variants are very capable dynamically, but that's not apparent until you get the 7 Series up to higher speeds. Then you note the steering feel and willingness to change course. Up to that point, it's as soft and refined as any other large, luxury sedan.

Despite the runflat tyres fitted on all models, the 740i rode acceptably well by the standards of other cars in the same market segment. According to BMW Australia, the manufacturer has carefully tuned dampers and springs to offset the 'rough edges' of the runflats.

With its Dynamic Damper Control, the 7 Series can effectively moderate the ride to suit the driver's preferences, and it links with the car's Dynamic Driver Control, which also adjusts such things as transmission shift points and throttle response by means of a switchable mode selection system.

Our local freeways possibly don't quite achieve the required billiard-table standard which would allow drivers to keep the 740i in Sport mode at all times. Some might find the car just a bit jiggly in Sport mode on rural freeways.

Most owners will be better served leaving the car in Normal mode permanently, resorting to Sport mode only for those occasions when the driver wants to go for a fang. As already mentioned, Sport mode will also change the shift points, setting up the engine to run at a speed closer to the point where maximum power is occurring.

This is most obviously manifested changing from Normal mode to Sport at a steady speed of 100km/h and throttle held at the same point. The engine revs move up the dial as the transmission shifts back to fifth. Plainly then, the transmission will operate at 100km/h in sixth in Normal mode, but in Sport mode, confers superhero status on the driver, ready to leap into action.

Actually, superhero is the wrong sort of metaphor for a driver of the new 7 Series. This is a car for those who more likely style themselves well-heeled cognoscenti.

One could hardly consider oneself one of the 'cognoscenti' driving the previous model, so while there's much to like in the new car and it's a technological leap forward from the previous model -- most importantly of all, there's no further need to apologise or explain your ownership of a new 7 Series.