Car Test
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R0330 | |
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April 2003 |
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| BMW 7 Series | ||
| Printer Friendly Page | Featured model: 735i (short wheel base) | |
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The first big question is whether, in the context of environmental and traffic congestion, this sort of car has any place at all. The answer is that corporate high-flyers, as well as the rich and famous, will always want the best, so car makers will always be please to indulge them, because profit margins are high.
The other justification is that releasing development engineers from the shackles of cost-restraint, enables them to develop systems and technical solutions that, over the years, have inexorably filtered down to more everyday models; the good ideas, that is. This new big car from BMW is certainly richly endowed with lots of them. In fact, despite the I-Drive push-and-rotate controller on the centre console, there remains a risk of techo-overload; we spent the best part of a day learning how to ‘drive’ everything. We wonder whether all these gizmos will appeal more to the younger execs who can’t afford to buy one, rather than the 50-60 year olds, who can. We certainly considered that some elements of control, like starting up or engaging gear, changing a radio station or the air distribution, were more cumbersome than convenient. Beneath these supplementary features that are provided to ‘surprise and delight’, we were most impressed by the developments in fuel efficiency, NVH (noise, vibration and harshness curtailment) and general behaviour over the bumps and round corners. Active roll control, which reduces (but doesn’t entirely eliminate) cornering roll, makes this big car feel a real go-er through the bends, yet its ability to smother all sorts of surface wickedness is remarkable. This new 7-Series is bigger outside than before, and this translates into more room inside. More than adequate dimensionally (with a long-wheelbase option in the wings) seating for four is all you could wish for – except that the seats are fixed in place. Of course, the front pair have a wonderful range of adjustment that’s an object lesson in orthopaedics, suitable for most shapes and sizes. When you look at the statistics of this car’s predecessor, you realise that BMW has made advances in mechanical efficiency – this bigger V8 goes farther on a gallon, yet outstrips the old 728’s performance, as well; so it’s not so profligate, after all. Its new six-speed automatic transmission contributes, of course. (Note that there’s absolutely no benefit in using manual mode, and S slot is there to enliven part-throttle response – press hard in D mode and the car responds just as well.) By avoiding the kickdown switch, that sees the governed maximum speed of 155mph in fifth, top gear is retained to a much more mechanically relaxed 139 – a true overdrive ratio, therefore. All this exacts a cost – 14mpg, actually, when performance testing. But it’s no better in slow-moving, urban driving. However, the real costs are in terms of tax liability and depreciation. We calculate these at £7000 a year, before tax and insurance, let alone turning a wheel. That’s about double the same costs on a 5-Series diesel, as a company car. |
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