BMW 7 Series

The new BMW 7 Series can be had with internal combustion engines and, in i7 guise as explored here, as a zero-emission vehicle. It is spacious, comfortable, quiet and potent. But the design and the multimedia interface (MMI) polarise, again.

Excessive camouflage on this prototype does not bode well. The rectangular headlamps are tucked away in deep recesses, the eyebrow daytime running lights are an acquired taste, and that controversial in-your-face grille did once more grow in size and aggro appeal. Leaked photos of the real thing show, however, a more ambivalent, less frustrating picture.

While the silver 760i brochure queen definitely lacks the faintest trace of bedroom poster sex appeal, the all-black M770e plug-in hybrid exudes a visual meanness not even an S-Class treated by AMG can match. The new 7 is probably not a car rich many European customers want to be seen in, but it should do well in China and North America where overt opulence remains a strong buying motif.

Mercedes developed a bespoke electric architecture for the EQS, and Audi is doing the same for the 2025 A9 e-Tron. In contrast, BMW derived the i7 from the same CLAR matrix that underpins the rest of the 7 Series range. This pragmatic mix of oldish platform and new drivelines meets the tougher upcoming emission norms and extends the grace period for the petrol/diesel twins here in Europe until the end of the decade.

Both versions use essentially the same axles, brakes, steering, subframes, tyre dimensions and the E/E architecture. The model range is more extensive than ever. The line-up starts with a pair of 3.0-litre in-line petrol and diesel variants and a brawny 4.4-litre V8. One rung up, we find two frugal long-range plug-in hybrids. On the EV front, BMW will in November begin deliveries of the i7 in three performance stages.

Exclusively available in long-wheelbase guise, the 5250mm seventh-generation 7 Series may struggle to squeeze into standard-size parking spaces and garages. Chauffeurs may thus be pleased to learn that BMW is offering its new halo car with three different parking assistants. The system with the highest IQ can park automatically – remotely if need be – and it will, on demand, even fetch the vehicle in the right kind of digitalised environment.

Since an onboard chip memorises the last mile, backtracking in driverless reverse mode is a failsafe option to twisting one's neck. The part-time autopilot takes you back to previously used or reserved parking lots, its sensors protecting the expensive mag wheels from kerb rash, and even iffy tasks like mastering a super-tight parking structure are taken care of with aplomb.

Other assets include active lane guidance, urban cruise control with traffic light recognition and the intelligent speed assistant.

A truly essential option is the integral active steering that tightens the turning circle and makes this lavishly equipped 2.5-tonner about as manoeuvrable as a 3 Series sedan. Although the new 7 Series is equipped with all the bits and pieces required to drive autonomously to Level 3 standards, country-specific restrictions may apply; in Germany, the hands-off top speed is for instance limited to 60km/h.

"We keep developing new means to strike a user-friendly balance between demanding too much and too little from the driver," says Nicolai Martin, chief engineer in charge of the driving experience. "Markets like China appreciate automated driving because spending an average of 38 minutes at 28km/h on the way to and from work makes you want to make better use of your time."

In the US, driver assistance is already legal on highways including on- and off-ramp manoeuvring.

Since the announced V8-engined mule was down with the flu, and because the 3.0-litre petrol version did not quite perform to expectation either, this first report is based exclusively on the i7. Fully loaded, the prototype came fitted with active anti-roll bars, rear-wheel steering and M Sport suspension with 20-inch wheels.

Rear-seat passengers could have enjoyed a fold-down full-width theatre display, reclining slumber seats equipped with all mod cons and a premium sound system with a guesstimated 20 speakers. Double glazing helps to keep the noise out and the cabin temperature at a constant level, the doors open and shut by magic proximity wands, and 5G internet turns the car into a mobile office.

As far as overall relax factor goes, the i7 matches the S-Class and beats the EQS. At the same time, this BMW conveys all the dynamic values the brand is known for. Except on long straights where the 1000bhp-plus Tesla Plaid and Lucid Air will devour it with great pleasure, the long-running 'ultimate driving machine' slogan is not far from the truth.

There are only two drive modes to choose from; Comfort and Sport. Comfort is compliant but not woolly or cushy, Sport is a bit firmer but still contains a large portion of that coveted magic carpet ride. Contributing to this effect are the hefty weight of 2.5 tonnes and extra-long wheelbase.

Following the X7 driven by the suspension guru Jos van As with a knife between his teeth is the easiest trick in the i7 book. Over brows and through tightish corners that make the big SUV in front of us heave and crunch like a duckwalking Chuck Berry, the electric 7 stays put and poised.

The same goes for crests, dips and higher-speed bends: while the X7 is all over the place like a Disney cartoon character, the whisperliner behind it simply follows the plotted line without shrugging a shoulder or even gesturing at the apex. Instead, it manifests a new level of balance and composure, albeit at the expense of playfulness. Even with stability control fully off, drifting this speedboat requires a frozen lake.

Key dynamic interfaces are the precise and balanced steering, the entertaining torque split of the standard all-wheel-drive system and the potent brakes. Although it weighs up to 500 kilos more than the outgoing model without an underfloor battery pack, the i7 feels less bulky and more manoeuvrable as well as infinitely more relaxed.

For those who are suspicious of noiseless carriages, Hans Zimmer composed a number of accompanying techno tunes – but why swap the splendid isolation that is a unique forte of every EV for a digital retro soundtrack? Unless of course one comes to the conclusion that acoustic bling is a compulsory match for the i7's Architectural Digest-style command bridge cockpit.

Early 7s were masterpieces of ergonomic simplicity, and the iDrive concept did redefine the MMI across all brands and vintages, but most recently BMW's interior design has gone downhill again.

Inspired by the oddball iX, the i7 features a concoction of weird instrument graphics garnished with virtual reality insets, no shift paddles but a single boost stalk that introduces the ten-second extra-oomph period with a dash of blue lightning, and a main display stuffed with more tiles than the bathroom of a five-star hotel.

Extra money buys levers, buttons and knobs made of crystal, which can dazzle you blind in bright sunlight. The regenerative braking modes are for some obscure reason buried in a submenu, the large displays in the door panels are anything but intuitive, and tall drivers like yours truly keep hitting the door opening sensor with their knee, which is a nuisance at best and dangerous at worst.

The true electronic breakthrough is of course happening outside the leather-trimmed cocoon. Its main means are a mix of short- and long-range radar, ultrasonic sensors, lidar and cameras for front, side and rear views, as well as object recognition.

Starting this spring, the new 7 Series will go on sale with a choice of re-engineered or heavily modified combustion engines prepared to meet future emissions norms. The base model is expected to sell for around €100,000 (AU$144,000) and the i7 will be about €140,000 (AU$201,500). Both PHEV versions rely on the familiar petrol straight-six.

While the less expensive model is said to be rated at 304kW, the top-of-the-line edition good for 426kW can apparently cover more than 100km in zero-emission mode. The i7 is expected to be available with a choice of three power units. The 50 xDrive shares its driveline with the iX, the 60xDrive rated here has 406kW on tap, and the i7 M70 xDrive that effectively replaces the V12 harbours in excess of 447kW and 1000Nm of torque, sources say.

The standardised battery pack stores 102.3kWh of energy; the interim voltage is 400V (there is more to come as soon as the infrastructure makes up leeway); at a maximum charging power of 200kW it allegedly takes only 30 minutes to boost the energy content from ten to 80 per cent.

On the autobahn, our i7 maxed out at an indicated 249km/h but the top speed is actually limited to a perfectly adequate 240km/h. The 0-100km/h sprint is over after 4.7sec, the WLTP consumption varies between 19.7 and 18.9kWh/100km depending on tyre size. The test car ran on 20-inch rims, but other options range from 19 to 22 inches.

In ideal conditions with a responsible person operating the accelerator pedal, BMW is promising a maximum range of 615km. But let a hooligan journalist grab the wheel, and you´re lucky to get 400km out of a single charge. The above numbers don't deviate dramatically from the Mercedes EQS, but the Benz is only second-best in terms of rear legroom and headroom, overall ride quality and absolute noise suppression.

Which can make all the difference in the upper premium segment where space and comfort are among the top priorities.