The last time BMW introduced the 7 Series, the world was rocked by events that followed 11 September in 2001 – the Asian Financial Crisis and Sars.
Yet, despite the turmoil, the fourth-generation 7 Series was BMW’s most successful ever – even if many didn’t understand why BMW had to make the car look the way it did.
After its contentious-looking predecessor, the latest 7 Series sure looks a lot easier on the eye.
While there are tinges of familiarity in the styling, the lines seem more congruent and the overall effect is unmistakably BMW.
Hopefully, this will encourage buyers to choose colours other than black (to hide the controversial lines on the outgoing model).
As with the previous 7, the new generation is available in a standard wheelbase form and an extended one (denoted by “L” in the model badge).
Conscious that the 7 is already a big car, the new car’s exterior length has been kept virtually unchanged.
But inside, BMW has carved out more room. This is achieved by using a longer wheelbase and a slightly taller (+10mm) roofline.
Despite the enlarged dimensions, the new car is 35kg lighter (55kg on fully equipped versions) and boasts a 20 percent increase in torsion rigidity, courtesy of the intelligent use of high-strength steel and aluminium.
Even the engine plays a role, as it is actually smaller in displacement, making it lighter than the nomenclature suggests.
In the vein of the X6, the 750i actually has a 4.4-litre, twin-turbo V8 with the muscle of a 5-litre engine. The 740i is really a twin-turbo, 3-litre in-line six first seen on the 335i.
The lesser displacement has no bearing on their performance. In fact, they well live up to the expectations that come with their respective badges.
Using a pair of compact and quick-spooling turbochargers placed between the cylinder banks (instead of hanging by the side, as is the usual case), the 750i and 740i boast 407bhp and 326bhp respectively.
The unusual placement of the turbines could possibly have heat build-up.
But by careful engineering, BMW eliminates the possible downside, and emphasises the advantages of packaging and efficiency.
Intuitive features make the BMW 7 Series easy to live with.
Being the BMW flagship, the car is obviously swamped with technological advances.
Top of the list of “firsts” is the Integral Active Steer, which is effectively an active four-wheel steering (4WS) system.
It allows the car to achieve the seemingly impossible by reducing the turning circle by a good 0.7m.
Quick-access buttons make BMW’s iDrive easier to use.
So, in practice, the car feels more like a 5 Series than a big limousine. We’re glad to report that this system is close to imperceptible in its operation, unlike the first-generation Active Steering.
The Dynamic Stability System (DSC) reflects BMW’s philosophy towards driving. The DSC can be deactivated by selecting “Sport+” (you can do this without going into iDrive, which is another improvement over the last 7).
This dictates the attitude of the engine management, as well as the transmission and suspension settings.
As many of the 750Li will be chauffeur-driven, it was important to evaluate the rear seat and its comfort on poor roads.
Immediately obvious is the feeling of spaciousness in the rear seat. We found that it is best to select the “Comfort” mode if one is going to be seated in the rear, as the ride is most cushy and the gear changes are the smoothest.
A fully decked-out 750Li will have a pair of LCD displays at the back (which run independent of the one on the dashboard), demonstrating the immense processing power of the computers running the 7 Series.
If you haven’t already heard, the iDrive interface has been rationalised, adding more direct function keys around the rotary controller.
The on-screen menus are presented in a less complicated scroll-down format, rather than the busy compass arrangement of its predecessor.
There are even Internet functions, worldwide Driver Assistance and multimedia entertainment accessibility.
The engineers have also included the latest iPhone/iPod connectors and an 80GB hard drive to cover all possible needs of the rear passengers.
A couple of clever features are the front bumper-mounted cameras, to aid the driver when he or she attempts to join traffic while there’s a blind spot.
This is in addition to the usual reverse camera and parking assist, complete with on-screen guidelines.
It would be a shame if all you need out of this machine is to drive it. BMW has really worked on its drive dynamics to assure its position at the top of the hill, and the real star of the show is the engine and drivetrain.
The combination of a twin-turbo V8 and the ZF 6-speed automatic was impressive in the X6.
But it is awesome in the 750Li. Some 400kg lighter than the X6, the 750Li is explosive off the line, posting a stunning time of 5.3 seconds in the century sprint.
Yet, what the figures cannot show is its sheer storming ability at any speed, especially in the way the speedo sweeps effortlessly from 200km/h to its 250km/h (limited) top speed.
The turbochargers work so well with the 4.4-litre V8 and the wonderful ZF Auto box that the word “lag” is truly nonexistent.
So good is this gearbox that the steering-mounted gear shifters have been rendered superfluous, and manual override is now only available on the unique gear-function lever.
Turbocharged V8 engine makes bigger oomph while being more economical than previous engine.
While it is true that the agility of the 750Li has been improved thanks to the 4WS system, there is no escaping that it is a large car and is really at its best on the open road.
Its continent crossing ability is simply stunning, with the ability to reel in the tarmac ahead at an alarming rate, and with consummate poise.
It should be said the previous 7 Series is still a really good car, so it’s no mean feat to move forward, as the new car has managed.
Finally, there is a small but significant weight reduction – perhaps an indication that we can expect this to be a trend in future models.
2008 BMW 750Li 4.4 (A)
DRIVETRAIN
Type V8, 32-valves, V8 turbocharged
Capacity 4395cc
Bore x stroke 88.3mm x 89mm
Compression ratio 10:1
Max power 407bhp at 5500-6400rpm
Max torque 600Nm at 1750-4500rpm
Power to weight 205.6bhp per tonne
Gearbox 8-speed automatic with manual select
Driven wheels Rear
PERFORMANCE
0-100km/h 5.3 seconds
Top speed 250km/h (governed)
Consumption 8.8km/L (combined)
SUSPENSION
Front Double joint struts, air springs
Rear Multi-link, air springs
BRAKES
Front / Rear Ventilated discs
TYRES
Type Goodyear Runflats
Size 245/50 R18
SAFETY
Airbags 8
Traction aids ABS, DSC
MEASUREMENTS
Length 5212mm
Width 1902mm
Height 1478mm
Wheelbase 3210mm
Kerb weight 1980kg
Turning circle 12.7m
BUYING IT
Price incl. COE To be announced
Warranty To be announced
+ Brilliant engines, new styling, dynamics
– Rear cabin could be plusher, long-wheelbase version is a strict four-seater, uncomfortable middle seat where available
