Nothing prepares you for driving this car - it's amazing
Not for BMW, circa 2001, the predictable. The new 7-series could only be the product of a supremely confident company. It's as if, with their latest luxury saloon, BMW has traded identities with Mercedes-Benz. Like the previous S-class, the 745i is proud to be bulky, aggressive, even arrogant, while the latest S-class works hard to disguise its size.
BMW's belief in the 7-series can be measured by the fact that, for the first time, the ?56,700 745i has been priced above its S430 rival. At launch the only other model is the ?52,500 735i, to be joined next year by long wheelbase versions, the V12 powered 760i and, in 2003, six and eight cylinder diesels.
Design and EngineeringEverything - literally every component - of the new E65 7-series is new. You look in vain for carry-over items from the seven-year-old E38. This, without compromise, is the way BMW sees the 21st-century plutocrat luxury saloon complete with a totally new, advanced alloy V8 - in either 286bhp 3.6-litre or, as tested, 329bhp 4.4-litre forms. Both run to adjustable intake and exhaust camshafts (Bi-Vanos), fully adjustable intake valve lift (Valvetronic) and continuously variable induction length. So successful have the engineers been that the 745i develops more power - 329bhp versus 322bhp - than the outgoing 5.4-litre V12. At the same time, it is 13 percent more fuel efficient on the combined cycle than the old 4.4-litre V8.
The new Seven also reveals the world's first six-speed automatic, the only gearbox available. Adapting the Lepelletier geartrain concept to physically reduce the number of cogs means ZF's 6HP26 gearbox is 11kg lighter, and more compact, than their five-speed auto. The 745i also gets new aluminium suspension consisting of a spring/strut front axle and multi-link rear that works in conjunction with BMW's Dynamic Drive to offset extreme body movements. DD, optional in Germany, is expected to be standard in the UK. Body roll is contained by what are, in effect, active anti-roll bars. They operate through hydraulics, reducing roll by up to 100 percent at 0.3g, and 80 percent at 0.6g. DD works with continuously adjustable dampers (EDC-C) and offers a choice of comfort or sport settings.
The chassis package also includes ventilated discs brakes with aluminium callipers, and an electronic parking brake which operates automatically (if you want it to, when you come to a halt) or via a button on the dash. The driver can choose between two levels of DTC traction control intervention, or go to a third stage and switch off the DSC stability control that automatically brakes wheels individually or reduces power.
It's something of an engineering miracle that with all this massively sophisticated technology - in what is a taller, longer, wider 745i the car is only 25kg heavier than the old 740i. Still, at 1870kg, it's hardly a lightweight. Nor does it look it. Whether you choose to call the styling controversial, or deem it overtly aggressive, it's still going to take time to get accustomed to such radical aesthetics.
Debatable appearance hides advanced techno-fest * * * *
Performance and BrakesBMW has judged the refinement of the 745i to perfection. At idle this is an exceptionally quiet car, and it remains so at any speed up to 125mph, when the only sound filtering into the cabin is a gentle wind flutter. You simply don't hear the engine unless you rev it out, the assured mechanical hum at the 6600rpm change-up point reminding you that this is a BMW, not a Lexus. Squeeze the electronic throttle hard, and these civilised manners are matched by an engine/transmission of such finesse that they work together in absolute harmony, only the swift movement of the rev counter needle signifying up or down changes.
To ensure truly responsive acceleration and down-shift spontaneity, the driver must first select the Sport transmission position on one of 12 buttons on the steering wheel. This locks out the very tall sixth gear - 28.5mph per 100rpm - and introduces a sportier character that magically manages to compliment the 745i's relaxed manners.
For all but motorways, Sport is the most effective choice because, in the default D-setting, the gearbox is slower to react and hangs on to the higher gears. The third transmission option - surely a gadget too far once the initial novelty wears off - is to change gears manually in M-mode, using the thumb to down-shift via either of two buttons at 10-to-two on the face of the steering wheel, or up shifting with the middle finger on one of two switches behind the wheel. In the M setting the auto kicks-down only under maximum acceleration, yet automatically upshifts at 6600rpm. It's as fiddly to exploit as it sounds.
Nor is it really necessary, because the 745i is at least as quick in Sport, the smoothness of the engine-auto combination masking its excellent performance. This near two-tonne limousine arrives serenely at 60mph in just 6.7sec, covers the standing quarter mile in 15.2sec, and effortlessly pulls in 100mph in another 1.3sec. As an unruffled mile-eating saloon the 745i displays unequalled talents.
Yet it takes time to get accustomed to the car's intricacies: like the stubby alloy gear selector lever on the steering column, and the automatic parking brake that's occasionally slow to disengage. The brakes themselves are brilliant, however. Powerful, short in pedal travel, yet progressive and responsive.
Exceptional refinement combined with genuine performance * * * * *
Handling and RideAt first - before you discover the magical possibilities of BMW's iDrive system - the 745i frustrates the driver. It feels big, soft, nearly numb and almost contradicts BMW's traditional qualities. Yet these are the default settings. Enthusiastic drivers, therefore, are encouraged to enter the complex world of BMW's iDrive to find the set-up that allows exploration of the car's often inspiring potential.
That means twisting, pushing and prodding a large plastic knob - known as the controller - located on the forward edge of a wide central armrest, about where the gearlever normally sits. This accesses 700 different functions in much the same way as a computer mouse. Before setting off, and with the auto in S, you'll want to go to settings - one of eight programmes - to swap into the sport mode which firms up the dampers and introduces new standards of body control and gives the steering a proper weighting. Switching the DTC to 'active' raises the level of electronic intervention, allowing some slip and larger yaw and drift angles before the brakes intervene.
Only then can the full extent of the 745i's duality of character, and the inherent quality of the chassis, be fully appreciated. It's responsive and eager, but to these sporting qualities are now added composure and exceptional body control, all while the car retains supple ride comfort. It's a genuinely rewarding drive, as willing as it is stable: the massive grip is wonderfully accessible because the handling is so neutral. Despite this, and the fact that at just three turns the steering is notably more direct than the old car's 3.7 turns, there are still times on tight roads when the steering could be quicker.
The only obvious benefit of the soft settings is at crawling speeds on rough surfaces, when the suspension takes all the sharp edges off the bumps and introduces a hushed, compliant motion that reflects the 745i's latent limousine qualities.
Sadly, these transforming settings can't yet be memorised by the key. The alternative, available a few months after the 7-series goes on sale on March 14, is voice activation, an option that controls a staggering 260 commands.
Offers a clear choice between limo and sporting saloon * * * * *
Comfort, Safety and EquipmentThe 745i's interior is as radical as the exterior, the all-change philosophy being taken to further extremes. The basic values of comfortable seats, a roomy cabin, quality materials and equipment that should cater for every demand make the Seven a marvellous travelling companion. But taking advantage of the cabin's potential, like exploiting the chassis, isn't the work of a moment. The dealer hand-over of the Seven to customers is going to be a time-consuming affair.
The most obvious change is the addition of a second hooded screen, moulded into the centre of the dashboard, which nearly (but not quite) matches the instrument binnacle. The iDrive monitor, operated by the controller, allows visual access to a bewildering number of menus and settings for the climate control (but the air-con's basic operation is still on the dashboard), satellite navigation, entertainment (including a DVD player), trip computer, and communications. Gadget lovers will be delighted, but others could be intimidated. It's very sophisticated and permits precise adjustment, for example, of the air conditioner so that it's possible to have warm air at your feet and cool air through the dash vents: a return to an ideal arrangement ignored by most modern cars. On the other hand, it also forces you to scroll through a series of screens just to change the radio from AM to FM.
Even the controls located on and around the steering wheel need to be learned. To the left are two stalks and two buttons, one for the (optional) heated steering wheel rim, and the other for electric wheel adjustment that - together with a massive range of seat adjustment - allows a superb driving position. On the right are another two, for the finger tip gearchanger and windscreen wipers. They are easily confused, even after 2000 miles.
Rear seat passengers get the same comfort levels and seat adjustment. Not that the controls, located on the sides of the massive transmission tunnel, are easy to see or reach. And this is a very safe car. The passenger cell is exceptionally stiff, and has eight intelligent airbags, adaptive belt-force limiters and optional knee bags.
Persistence is the key to unlocking opulence * * * * *
EconomyGiven the levels of performance and luxury, an overall average of 20.1mpg isn't as bad as you might expect. Slow down a little, and at a cruising speed of 80-85mph 24-26mpg is undoubtedly within reach. On the other hand, take advantage of the engine's accelerative powers and it will drop to 15mpg. An 88-litre fuel tank gives the car a near 400-mile range, which is fully exploitable because the standard trip meter includes an accurate distance-to-empty reading.
Surprisingly efficient with a sensible range * * * *
Market and FinanceBMW plans to sell 1400 new Sevens, split 60/40 735i/745i, in 2002. Which should be achievable, given that they shifted 3350 in 1997, the old model's best year.
Traditionally the 7-series doesn't hold its value as well as the S-class, but BMW wants to manage demand of the new model in an attempt to defeat that discrepancy. This could prove difficult - the old 740i retains just 26 percent of its value after three years or 60,000 miles, compared with 40 percent for an S430.
Needs full recognition of its qualities to overcome a historically steep decline in value * * *
The Autocar VerdictMore than anything, BMW's new 745i needs time: time to understand the radical leap into what BMW believes is the future; time for the driver to grow accustomed to the aggressive, heavy-handed styling; time to become familiar with the overly complex iDrive system; and, most important, time to find the optimum driving set-up. This car won't inspire love at first sight, but with perseverance you'll discover that the 745i is a superb luxury car: clever, beautifully finished and built, and dynamically superior to its rivals. It blends outstanding comfort with blistering yet relaxed performance. It's important to approach the Seven in a positive mood; difficult though that will be if the styling is not to your taste. But we believe it's worth the effort because, with the optimal set-up, this is almost certainly the finest luxury saloon in the world.
A technological masterpiece * * * * *
