It still hasn't grown on me. Even after driving the twelve. (745 also reviewed)
Written: Jan 25 '04 (Updated Feb 16 '04)
Product Rating:
Pros: Power, comfort, handling, gadgetry (if you're into that sort of thing)
Cons: Steering feel, gadgetry (if you prefer to drive a car without reading the manual first)
The Bottom Line: I feel I must give the 7 four stars because of all its innovative features. Yet I cannot recommend it, because they don't all work so well.
A couple of years ago I reviewed the then-new 745i. I found much to admire about the car, but little to love. But maybe I just needed time to get used to it? After all, for the new 7 BMW rethought everything, even minor things like the shifter and turn signal lever, with no regard for precedent or conventions.
This time around I had the opportunity to drive two 7s, another 745i and the long-wheelbase, twelve-cylinder 760iL. This review will be more concise than the first one. For those wanting more detail, a link to that review is provided at the bottom of the page.
Styling
The 7’s exterior and interior styling have not grown on me. Any competitor is more attractive, especially those from Audi and Mercedes. (The new large Jag is more practical than the old, but less charming.) A downward curve to the trunk cut line continues to violate both aesthetic convention and what my eyes tell me is right.
Inside, the dual-binnacle IP—the second binnacle is for the LCD screen used by the iDrive control and nav system—continues to look odd. The second binnacle was much more artfully handled inside the new 5. One bit I liked the first time around—matte finished wood that recalled fine Scandinavian furniture—was absent from the pair of 7s this time around. They are trimmed in conventional dark brown glossy stuff.
Beyond aesthetics, the workmanship of the 7 is excellent both in terms of materials and precision of assembly. This car reeks of quality. This does not mean it won’t break. Initially the complex electronics required frequent attention from dealership service departments. I don’t know how much reliability has improved over the past two years.
Update Feb 04: I've seen spy photos of the revised 2005 7-Series. The front end at least looks much better--more dynamic, less heavy.
Accommodations
The hyper-adjustable, throne-like front seats are the most comfortable you’ll find in any car—assuming you have the patience to mess with all of the adjustments. One BMW-innovation I especially like can now also be found in the big Audi: the upper half of the seatback is adjustable for recline.
The rear seat of the regular wheelbase 7 is roomy and very comfortable. The long wheelbase sedan provides another five inches of legroom, for a total of 43 inches only seven-footers can truly use but anyone into the opulence of excess can luxuriate in. Optional on the long 745 and standard on the 760 are ventilated, power-adjustable rear seats (with confusing controls similar to those for the front seats). Extremely comfortable.
In the 760 rear seat passengers also gain HVAC and sound system controls. They’re much easier to use than the iDrive the front-seat is stuck with. I could not figure out how to turn the stereo off, so I turned it all the way down. It turns out there’s a physical knob for turning the thing off—how about that? (For more on the notorious iDrive see my original review.)
BMW made the trunk lid high to make the trunk space large. They succeeded. The new 7’s trunk is far larger than the old one’s. It’s in line with that in the big Lexus, and well ahead of those in the big Benz and Infiniti. As in other luxury sedans, the rear seats do not fold down to carry large items, though there is a small passthrough for skis and such.
On the Road
Getting the car moving requires that you know how to operate the dainty, column-mounted electronic shifter. (Only BMW, as the purveyor of benchmark sport sedans, could get away with moving the shifter from the center console to the steering column, a location that relegated Detroit luxury cars to non-driver’s status for decades.) Pull the lever out and down for D, out and up for R, and tap a button on the end for P. The turn signal is similar in design and operation. It takes longer than a couple of test drives to get used to it. How long I don’t know.
Both engines break ground technically. The eight, which uses variable valve lift instead of a throttle plate, provides an otherwise impossible combination of power and efficiency. (The throttle plate used with every other car engine regulates power by choking the engine to a variable degree, and this combined with the disturbed intake airflow harms efficiency.) This is a 4400 lbs. car with a 325 horsepower engine, yet the EPA ratings (with an assist from the six-speed transmission—sixth is very, very tall) are 18/26.
The 6.0-liter twelve still uses a throttle plate, but was the first gasoline engine sold in the U.S. with direct injection. With direct injection fuel is injected directly into the cylinders rather than into the intake runner. This improves fuel economy and power, but produces emissions that are difficult to bring within American regulations. BMW managed somehow. The twelve produces 438 horsepower, making this the most powerful car I’ve ever driven (as well as the most expensive). The EPA numbers are both three under those for the V8—not pretty.
Even the eight produces impressive power throughout its range—at any speed, plenty of smooth, refined power is RIGHT THERE. Even so, the twelve provides noticeably more punch even well short of its 3950 RPM torque peak (where 444 foot-pounds can be experienced). The problem with the twelve is that those seeking thrills might not find them. Even full-throttle acceleration is so smooth and devoid of loud noises that its not apparent how quickly the car is gaining speed without watching the speedo needle. Unless you try to lean forward. Because you can’t. My father had a friend years ago who used to bet people they couldn’t pick the money in play up off the floorboard while his foot was to the floor. In the 760 you might be able to do the same. (Just screen out people religious about doing their crunches.)
The chassis of the 7 is cushier than I remembered. I drove a 3 after driving the 745. The smaller car’s steering has a much firmer, more direct feel to it. Sure, you can place the 7 accurately with the wheel, but it just doesn’t feel sporty. Perhaps a big luxury sedan isn’t supposed to, but then what are the 19-inch performance tires about? Those tires do stick to the pavement very well, and the active anti-roll bars that firm up in turns nearly eliminate lean. Ride quality is very good, but does not fully isolate the driver from the road. This is a good thing. I received much better feedback concerning what was going on where the rubber meets the road through the seat of my pants than through the steering wheel. No doubt this car can be driven seriously fast along curvy two-lane backroads byways. It might even be fun to do so. But around town a smaller BMW sedan is much more enjoyable to drive. If you must have a large sedan, I much more enjoyed driving the big Benz. (I have yet to drive the large VW and Audi; those might also do better here.)
Pricing
The 7 starts at $70,000. Add $4,000 for the extended wheelbase model, which has the $1,400 “comfort” front seats standard (you want them). With options even the price of the regular car readily tops 75. The 760iL, which has nearly every one of the 745s pricey options standard, starts at nearly $120,000 (including a $1,300 gas guzzler tax).
These prices are much higher than you’ll pay for large sedans from Lexus and Jaguar, a little higher than those from VW and Audi, and a bit less than you’ll pay for a Mercedes S-Class. The first two are sized like the regular wheelbase 7, the others like the long one. Which is the best? It depends on what you’re after. The 7 is for those who enjoy overengineering. It’s got lots of stuff other companies still haven’t dreamed of. The Audi is the most stylish, both inside and out. The Mercedes is the most timelessly beautiful, and the most enjoyable to drive (with the possible exception of the VW and Audi, which I have not yet driven). The Lexus is the most comfortable, but least suited for aggressive drivers (it is quick though).
Aside from these cars, Maserati has a luxury sedan on the way. It’s flat-out beautiful. It also has one feature no one has asked for in a large luxury sedan: an engine with a 7000 RPM power peak. Should be interesting. The price will be nearly $100,000. Will it be reliable? Well, if I had the cash the dealer is less than a mile away from my house…
Final Words
Which one would I buy? Aside from the totally lustworthy Maserati, the Mercedes is the one I most desire both for how it looks and how it drives. Mercedes has had reliability issues lately, though. I like the look of the Audi, but cannot comment on how it drives, and doubt it would prove any more reliable than the Mercedes. I am loathe to recommend the BMW, as much as I’m intrigued by the technology, admire the performance, and enjoy the seats. I just don’t see the point of a luxury car that isn’t beautiful to look at or intuitive to operate. Among BMWs, I’d much rather have the new 5.
Epinions.com periodically updates pricing and product information from third-party sources, so some information may be slightly out-of-date. You should confirm all information before relying on it.
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