7 Series BMW 7-Series (G11/12) reviews, test-drives, etc.
The BMW 7 Series is a full-size luxury sedan manufactured and marketed by the German automaker BMW since 1977. It is the successor to the BMW E3 "New Six" sedan. The 7 Series is BMW's flagship car and is only available in a sedan bodystyle (including long wheelbase and limousine models). It traditionally introduces technologies and exterior design themes before other models in BMW's lineup.
nikola1984
Kraftkurve King
ThroughandThrough
Kraftkurve King
Pt. 1
ThroughandThrough
Kraftkurve King
Pt. 2
nikola1984
Kraftkurve King
18:40
Rainer271
Kraftwagen König
2017 BMW M760i Review: The fast and the luxurious
Able to be both a rocket ship and an ocean liner, the M760i has an impressive breadth of abilities.
– Detroit, Michigan
Half a second. That’s how much longer you’ll wait for the BMW M2 – that darling of every car enthusiast and automotive reviewer – to reach 60 miles per hour after this M760i hits the benchmark. That’s a testament to the epic power on offer from the biturbocharged V12 engine under the hood of this 5,128-pound luxury sedan.
The BMW M760i is not, however, a one-trick pony of straight-line speed alone. It’s also an incredibly sumptuous vehicle, filled with features to make your journey as pleasant as possible. That bandwidth of capability, from autobahn stormer to executive chauffeur, is what makes this version of the 7 Series so impressive.
Pros
Beefy V12 engine when you want speed. With two turbochargers blowing into the 6.6-liter engine, the M760i unleashes a 590-pound-foot tidal wave of torque with ease. Not only is it remarkably quick off the line for such a big, heavy luxury sedan, the BMW keeps building steam effortlessly at speed. It’s the type of car that makes it all too easy to squirt through any gap in traffic and storm on-ramps so fast you might even need to brake before merging. All this, by the way, without even a hint of lag, surging, or vibration from the engine bay.
Incredible comfort when you want to chill. Set the BMW to Comfort mode and it instantly sheds all pretenses of speed. The air suspension softens up to quench any jostling from the road, and the cabin keeps unwanted noise to a minimum so you can better appreciate the ultra-crisp Bowers & Wilkins sound system (a $3,400 option). In Comfort mode, the M760i is as easy to drive as any other (smaller, cheaper, less powerful) BMW, and no less uncomfortable or unpleasant. It’s an impressive feat given the aggression of this car’s acceleration.
Loaded with technologies. Do I find it useful to be able to change the radio volume with gesture controls? No, but it’s cool. Is it useful that the multicolor ambient lighting extends to the sunroof glass? No, but it’s cool. Nor do I need a selectable fragrance to waft through the air conditioning or multi-mode massaging seats. But the 7 Series is a smorgasbord of all the best, newest technologies that BMW can fit to a car, and I love being surrounded by all those toys.
Rear-wheel steering helps in a literal pinch. This is a long car with all-wheel drive, but rear-wheel steering really improves maneuverability at low speeds. It’s just enough to keep parking this car from being cumbersome when space is at a premium.
Cons
Not particularly engaging. For all the performance parts fitted to this car, BMW engineers forgot to add some soul. The M760i absolutely devours roads, whether straight or winding, but rarely does it thrill me with urges to keep driving it for hours on end. There’s too much capability for me to get filled with adrenaline when behind the wheel. You get the sense this car would only be happy streaming down the outside lane of the autobahn.
Touchscreen key. The BMW Integrated Key Fob, a version of the car’s key with a tiny touchscreen interface, feels like a solution in search of a problem. The idea is you can find updates on the car’s status remotely – is it locked, are the windows closed, etc. But the key can only communicate when it’s very close to the car, so you don’t get regular updates from, say, your desk. The key must also be recharged regularly, either by Micro USB port or by putting it in a specific part of the center console. There’s also no key ring attachment, so it must sit in your pants pocket or purse separately from the rest of your keys. What was wrong with a normal key?
Bring lots of cash for gas. A $1,700 gas-guzzler tax and a 16-miles-per-gallon combined rating are constant reminders that there are twelve cylinders working away under the hood. Maybe if you can afford this car you don’t care, but still.
What about Alpina? The Alpina B7 pretty closely overlaps with the M760i in BMW’s lineup. The Alpina has one fewer horsepower and the same amount of torque as the M760i, but from a biturbocharged V8 instead of a V12. Its quoted 0-t0-60-mph time is the same, at 3.6 seconds. But it starts at a far more affordable price than the M760i, with a base price that’s $23,800 lower. It makes this car a far harder sell when the Alpina delivers essentially all the same performance for a whole lot less cash.
Competitors
Audi S8 Plus
BMW Alpina B7
Mercedes-AMG S65
Photos: Jake Holmes / Motor1.com
2017 BMW M760i
ENGINEBiturbocharged 6.6-Liter V12
OUTPUT601 Horsepower / 590 Pound-Feet
TRANSMISSION8-Speed Automatic
0-60 MPH3.6 Seconds
TOP SPEED155 MPH
FUEL ECONOMY13 City / 20 Highway / 16 Combined
DRIVE TYPEAll-Wheel Drive
WEIGHT5,128 Pounds
SEATING CAPACITY4
CARGO VOLUME18.2 Cubic Feet
BASE PRICE$153,800
AS-TESTED PRICE$179,595
Source: motor1
Able to be both a rocket ship and an ocean liner, the M760i has an impressive breadth of abilities.
– Detroit, Michigan
Half a second. That’s how much longer you’ll wait for the BMW M2 – that darling of every car enthusiast and automotive reviewer – to reach 60 miles per hour after this M760i hits the benchmark. That’s a testament to the epic power on offer from the biturbocharged V12 engine under the hood of this 5,128-pound luxury sedan.
The BMW M760i is not, however, a one-trick pony of straight-line speed alone. It’s also an incredibly sumptuous vehicle, filled with features to make your journey as pleasant as possible. That bandwidth of capability, from autobahn stormer to executive chauffeur, is what makes this version of the 7 Series so impressive.
Pros
Beefy V12 engine when you want speed. With two turbochargers blowing into the 6.6-liter engine, the M760i unleashes a 590-pound-foot tidal wave of torque with ease. Not only is it remarkably quick off the line for such a big, heavy luxury sedan, the BMW keeps building steam effortlessly at speed. It’s the type of car that makes it all too easy to squirt through any gap in traffic and storm on-ramps so fast you might even need to brake before merging. All this, by the way, without even a hint of lag, surging, or vibration from the engine bay.
Incredible comfort when you want to chill. Set the BMW to Comfort mode and it instantly sheds all pretenses of speed. The air suspension softens up to quench any jostling from the road, and the cabin keeps unwanted noise to a minimum so you can better appreciate the ultra-crisp Bowers & Wilkins sound system (a $3,400 option). In Comfort mode, the M760i is as easy to drive as any other (smaller, cheaper, less powerful) BMW, and no less uncomfortable or unpleasant. It’s an impressive feat given the aggression of this car’s acceleration.
Loaded with technologies. Do I find it useful to be able to change the radio volume with gesture controls? No, but it’s cool. Is it useful that the multicolor ambient lighting extends to the sunroof glass? No, but it’s cool. Nor do I need a selectable fragrance to waft through the air conditioning or multi-mode massaging seats. But the 7 Series is a smorgasbord of all the best, newest technologies that BMW can fit to a car, and I love being surrounded by all those toys.
Rear-wheel steering helps in a literal pinch. This is a long car with all-wheel drive, but rear-wheel steering really improves maneuverability at low speeds. It’s just enough to keep parking this car from being cumbersome when space is at a premium.
Cons
Not particularly engaging. For all the performance parts fitted to this car, BMW engineers forgot to add some soul. The M760i absolutely devours roads, whether straight or winding, but rarely does it thrill me with urges to keep driving it for hours on end. There’s too much capability for me to get filled with adrenaline when behind the wheel. You get the sense this car would only be happy streaming down the outside lane of the autobahn.
Touchscreen key. The BMW Integrated Key Fob, a version of the car’s key with a tiny touchscreen interface, feels like a solution in search of a problem. The idea is you can find updates on the car’s status remotely – is it locked, are the windows closed, etc. But the key can only communicate when it’s very close to the car, so you don’t get regular updates from, say, your desk. The key must also be recharged regularly, either by Micro USB port or by putting it in a specific part of the center console. There’s also no key ring attachment, so it must sit in your pants pocket or purse separately from the rest of your keys. What was wrong with a normal key?
Bring lots of cash for gas. A $1,700 gas-guzzler tax and a 16-miles-per-gallon combined rating are constant reminders that there are twelve cylinders working away under the hood. Maybe if you can afford this car you don’t care, but still.
What about Alpina? The Alpina B7 pretty closely overlaps with the M760i in BMW’s lineup. The Alpina has one fewer horsepower and the same amount of torque as the M760i, but from a biturbocharged V8 instead of a V12. Its quoted 0-t0-60-mph time is the same, at 3.6 seconds. But it starts at a far more affordable price than the M760i, with a base price that’s $23,800 lower. It makes this car a far harder sell when the Alpina delivers essentially all the same performance for a whole lot less cash.
Competitors
Audi S8 Plus
BMW Alpina B7
Mercedes-AMG S65
Photos: Jake Holmes / Motor1.com
2017 BMW M760i
ENGINEBiturbocharged 6.6-Liter V12
OUTPUT601 Horsepower / 590 Pound-Feet
TRANSMISSION8-Speed Automatic
0-60 MPH3.6 Seconds
TOP SPEED155 MPH
FUEL ECONOMY13 City / 20 Highway / 16 Combined
DRIVE TYPEAll-Wheel Drive
WEIGHT5,128 Pounds
SEATING CAPACITY4
CARGO VOLUME18.2 Cubic Feet
BASE PRICE$153,800
AS-TESTED PRICE$179,595
Source: motor1
Rainer271
Kraftwagen König
Home / Test Drives / TEST DRIVE: 2017 BMW 740Le iPerformance
TEST DRIVE: 2017 BMW 740Le iPerformance
Test Drives | April 4th, 2017 by Marcus Berggren 0
The new 7-series is a car one always looks forward to driving. The luxury limousine is the archetypal think-of-errands-to-drive-it type of car, thanks to its …
The new 7-series is a car one always looks forward to driving. The luxury limousine is the archetypal think-of-errands-to-drive-it type of car, thanks to its powerful engines and sensational comfort. A while ago BMW announced the plug-in hybrid version which we obviously got our hands on. It turned out that, despite the fantastic qualifications which BMW has blessed its flagship with, it suffered from two major problems. Let us set off in High Velocity and review the new BMW 740Le.
The test car which we were given was more well-equipped than Bill Gates’ private jet. The seats were made out of so much leather that it felt undignified to sit in them, the back seat was equipped with butt-massaging, electrical chairs and two TV-screens which could be used to watch the Grand Tour. An extended-wheelbase 7-series is the only model in BMW’s lineup that encourages the owner to sit in the back-seat, a place which is defined by its relaxation and comfort. Just like the rest of the interior, every detail is crafted using utmost precision, and the thick, white (read impractical) carpets in the back act as pillows for your feet.
If you have a chauffeur, the 740Le is an exception travel companion, as is a 740Li and 750Li. However, given that you occasionally want to drive the car yourself, the conclusion changes completely different. The first time I pressed the gas pedal a little harder, I started doubting my premonitions about there being a straight six under the hood. The engine note was simply not smooth enough. When I, after some Googling (and to my surprise), found out that the 740Le in fact has a four-cylinder engine resulted in an unreasonable number of nightmares. A four-cylinder engine in a 7-series is a bit like a Walmart-suit on a King, camping chairs in a private jet, or Mila Kunis on a date with Donald Trump – it’s horribly wrong. Granted, BMW’s petrol-four-cylinder is relatively smooth but simply not smooth enough for a 7-series.
The lack of torque at low revs is often compensated by the adequate electrical motor, but when the batteries are out of juice one is left in the arms of the tiny engine which leaves you demanding more. The engine in a luxury limousine is supposed to have as many cylinders as a young child’s age, if it’s six, eight or twelve doesn’t really matter, as long as the child doesn’t attend nursery. Moreover, the brakes are spongey since they generate electricity which is brilliant for the environment but poisonous for the driving experience.
The 740Le makes one wonder what BMW will think of next; a 7-series with 700 real horses under the hood or maybe a 3-series with only three wheels? Apart from the absurdity under the hood, the 740Le is far from a bad hybrid, but rather a rather good one in terms of range (over 12 miles in real life) and driving modes (everything from pure electric drive to maximum power). As a result of the tax perks, plenty of wealthy executives see this as a perfect carriage, but it shouldn’t be seen as anything but that. The BMW 740Le, better in the back than the front.
Source: BMWBlog
TEST DRIVE: 2017 BMW 740Le iPerformance
Test Drives | April 4th, 2017 by Marcus Berggren 0
The new 7-series is a car one always looks forward to driving. The luxury limousine is the archetypal think-of-errands-to-drive-it type of car, thanks to its …
The new 7-series is a car one always looks forward to driving. The luxury limousine is the archetypal think-of-errands-to-drive-it type of car, thanks to its powerful engines and sensational comfort. A while ago BMW announced the plug-in hybrid version which we obviously got our hands on. It turned out that, despite the fantastic qualifications which BMW has blessed its flagship with, it suffered from two major problems. Let us set off in High Velocity and review the new BMW 740Le.
The test car which we were given was more well-equipped than Bill Gates’ private jet. The seats were made out of so much leather that it felt undignified to sit in them, the back seat was equipped with butt-massaging, electrical chairs and two TV-screens which could be used to watch the Grand Tour. An extended-wheelbase 7-series is the only model in BMW’s lineup that encourages the owner to sit in the back-seat, a place which is defined by its relaxation and comfort. Just like the rest of the interior, every detail is crafted using utmost precision, and the thick, white (read impractical) carpets in the back act as pillows for your feet.
If you have a chauffeur, the 740Le is an exception travel companion, as is a 740Li and 750Li. However, given that you occasionally want to drive the car yourself, the conclusion changes completely different. The first time I pressed the gas pedal a little harder, I started doubting my premonitions about there being a straight six under the hood. The engine note was simply not smooth enough. When I, after some Googling (and to my surprise), found out that the 740Le in fact has a four-cylinder engine resulted in an unreasonable number of nightmares. A four-cylinder engine in a 7-series is a bit like a Walmart-suit on a King, camping chairs in a private jet, or Mila Kunis on a date with Donald Trump – it’s horribly wrong. Granted, BMW’s petrol-four-cylinder is relatively smooth but simply not smooth enough for a 7-series.
The lack of torque at low revs is often compensated by the adequate electrical motor, but when the batteries are out of juice one is left in the arms of the tiny engine which leaves you demanding more. The engine in a luxury limousine is supposed to have as many cylinders as a young child’s age, if it’s six, eight or twelve doesn’t really matter, as long as the child doesn’t attend nursery. Moreover, the brakes are spongey since they generate electricity which is brilliant for the environment but poisonous for the driving experience.
The 740Le makes one wonder what BMW will think of next; a 7-series with 700 real horses under the hood or maybe a 3-series with only three wheels? Apart from the absurdity under the hood, the 740Le is far from a bad hybrid, but rather a rather good one in terms of range (over 12 miles in real life) and driving modes (everything from pure electric drive to maximum power). As a result of the tax perks, plenty of wealthy executives see this as a perfect carriage, but it shouldn’t be seen as anything but that. The BMW 740Le, better in the back than the front.
Source: BMWBlog
Centurion
Apex Apex Predator
It's a joke for a drive train in such a grand car and a shame that its purpose is purely to be cheap through tax incentive for business customers.Home / Test Drives / TEST DRIVE: 2017 BMW 740Le iPerformance
TEST DRIVE: 2017 BMW 740Le iPerformance
Test Drives | April 4th, 2017 by Marcus Berggren 0
The new 7-series is a car one always looks forward to driving. The luxury limousine is the archetypal think-of-errands-to-drive-it type of car, thanks to its …
The new 7-series is a car one always looks forward to driving. The luxury limousine is the archetypal think-of-errands-to-drive-it type of car, thanks to its powerful engines and sensational comfort. A while ago BMW announced the plug-in hybrid version which we obviously got our hands on. It turned out that, despite the fantastic qualifications which BMW has blessed its flagship with, it suffered from two major problems. Let us set off in High Velocity and review the new BMW 740Le.
The test car which we were given was more well-equipped than Bill Gates’ private jet. The seats were made out of so much leather that it felt undignified to sit in them, the back seat was equipped with butt-massaging, electrical chairs and two TV-screens which could be used to watch the Grand Tour. An extended-wheelbase 7-series is the only model in BMW’s lineup that encourages the owner to sit in the back-seat, a place which is defined by its relaxation and comfort. Just like the rest of the interior, every detail is crafted using utmost precision, and the thick, white (read impractical) carpets in the back act as pillows for your feet.
If you have a chauffeur, the 740Le is an exception travel companion, as is a 740Li and 750Li. However, given that you occasionally want to drive the car yourself, the conclusion changes completely different. The first time I pressed the gas pedal a little harder, I started doubting my premonitions about there being a straight six under the hood. The engine note was simply not smooth enough. When I, after some Googling (and to my surprise), found out that the 740Le in fact has a four-cylinder engine resulted in an unreasonable number of nightmares. A four-cylinder engine in a 7-series is a bit like a Walmart-suit on a King, camping chairs in a private jet, or Mila Kunis on a date with Donald Trump – it’s horribly wrong. Granted, BMW’s petrol-four-cylinder is relatively smooth but simply not smooth enough for a 7-series.
The lack of torque at low revs is often compensated by the adequate electrical motor, but when the batteries are out of juice one is left in the arms of the tiny engine which leaves you demanding more. The engine in a luxury limousine is supposed to have as many cylinders as a young child’s age, if it’s six, eight or twelve doesn’t really matter, as long as the child doesn’t attend nursery. Moreover, the brakes are spongey since they generate electricity which is brilliant for the environment but poisonous for the driving experience.
The 740Le makes one wonder what BMW will think of next; a 7-series with 700 real horses under the hood or maybe a 3-series with only three wheels? Apart from the absurdity under the hood, the 740Le is far from a bad hybrid, but rather a rather good one in terms of range (over 12 miles in real life) and driving modes (everything from pure electric drive to maximum power). As a result of the tax perks, plenty of wealthy executives see this as a perfect carriage, but it shouldn’t be seen as anything but that. The BMW 740Le, better in the back than the front.
Source: BMWBlog
Rainer271
Kraftwagen König
A Day of Luxury: 24 Hours in the BMW 750Li
Different cars have different functions. A Bentley Continental GT should be the ultimate continental cruiser and a Tesla Model S is supposed to fool the world that you care for the environment. The BMW 750Li – L being short for long (irony not intended) – has the purpose of acting like a private jet for the road. This means getting from point A to point B in the absence of plebeian judgments and conserving a sense of isolation comparable to that of North Korea. It is tailored to please the members of society who find public transport to be despicable yet prefer the backseat to actually driving the car themselves, hence the extra legroom. The 750Li is equipped with a 450 horse power V8 shooting it from 0 to 62 in 4.5 seconds, almost instantly reaching its top speed of 155 mph. This makes it highly relevant in the US where large engines are customary as well as Germany where speed prevails. There is no doubt that this car will put a smile on the face of whatever monarch, despot or the like who chooses to make themselves snug in the backseat. This raises the most important question however: how comfortable is it? Let’s shift into High Velocity and find out.
As was clarified above, L stands for long. This in turn implies more legroom which in the 750Li you’ll find to be commodious enough for bowling. BMW calls it “Executive Lounge” which in simpler terms translates to “backseat package”. This connotes fully-fledged comfort in the form of backseats furnished with headrests that would give Casper mattresses a run for their money, in addition you get the option to fold down the passenger seat, giving you access to an emerged footrest. The car we tested provided two monitors in the back, massaging chairs, a fragrance system, a foldable counter and a magnificent sound system (at the price of $4800 USD) on par with the Sydney Opera House. There is a significant concern when it comes to the 7-series however and that is the seeming need to hire a doctorate of computer science in order to access even half of its functions. Even attempting to write about them would transform this into a dissertation which is something I’d rather like to avoid. BMW even implore its 7-series buyers to visit them from time to time on order to fully learn how to operate it.
The method we would adopt to maximize our evaluation of the car’s comfort was to spend a full 24 hours in it. Bathroom breaks and filling it up with gas were the only instances in which we were allowed to leave it. By the end of the week I ended up having spent 60 hours in the driver’s seat, driving it approximately 1550 miles. This was of course achieved in proper attire, a well-tailored suit. The days leading up to our 24 hour journey had been spent running errands and driving to and from my vacation home, summing up to 12 hours the day just prior and then 30 hours throughout the rest of the week. This made me realize just how calming travelling is in the BMW 750Li. It wouldn’t surprise me if the backseat of a 7-series can cure ADHD. It’s a car that truly motivates you, motivates you to do really well in life.
10:00 pm was the hour at which we had decided the test should start. The plan was for us to be able to fall asleep almost immediately. During these 24 hours it was scheduled for me and a friend to last the entire venture whilst two of my colleagues made appearances for 13 and 6 hours respectively. After having amply supplied ourselves (provisions included hamburgers from one of Stockholm’s finer establishments) we set off. The first destination was the hometown of one of my colleagues. During this voyage we attempted to, as graciously as possible, consume our hamburgers in the backseat without spilling any on our ties. With the air suspension set to Comfort Plus (one of two comfort modes) and the help of half a rainforest in the form of napkins, there was never even the slightest risk of spillage. Once arrived at our destination me and my friend switched places with my colleague who had chauffeured us. We then made our way to a local gas station, now with our fourth member tucked safely in the backseat. Upon arrival we found ourselves confronted by the police who probably assumed us to be a gang of Corleones. Once clarified that we were in fact not a band of mafia bosses we moved swiftly onward.
The initial idea was to make our way to Norway but considering one of us had to be in Stockholm by 12:00 pm the next day that plan somewhat fell apart seeing as we weren’t willing lose our driver’s licenses (unfortunately you can’t force your employees to implicate themselves in crimes). Thus we decided to sail forth in the northwestern direction, toward a Swedish metropolis many car lovers may be familiar with, namely Trollhättan. Once being the home of SAAB it felt only relevant that we pay our respects to automobile history on our epic quest for comfort. The ride there saw most of its time filled with snoring colleagues and some harmless competition between me and my friend, more specifically a friendly game of car Botticelli (one person thinks of a car and the other has to guess what brand, model and engine it has by continuously asking questions). After our respects had been paid we quickly perused a local island and saw it as an opportune time for some photography. Once the photo shoot had ended we made our way to a neighboring town in which we swapped places, me and my friend now making our return to the backseat. It was around 04:00 am at this point and only seconds after taking my seat I passed out faster than one would after being at the receiving end of a Mike Tyson one punch knockout. Only moments later I would wake from my deep slumber, not due to being sufficiently rested, but because one of my colleagues decided it was an apt time to assess the dynamic capacities of a 17 foot BMW. Not an ideal environment for sleep as you could imagine, despite being cradled by first class comfort.
By 06:00 am it was time for gas, and again we made our driver swap in which I took to the ship’s wheel. A most fitting metaphor considering the car sails across the roads as if on water. An hour had passed and the crew came to the consensus that it was a suitable time for breakfast, so we made our way to a close by, rather flourished Swedish county in which we seized the opportunity to get some photographing done. After satisfying our stomachs it was time to return to the hometown of my colleague that we had picked up in the beginning of our adventure, leaving 10 hours behind us and 14 more to go. On our way back to the capital I delegated the chauffeuring to my friend after realizing how the comfort of the BMW stays consistent, regardless of the speed. I took to the passenger comforts and along with my colleague sought to get some work done. One thing that becomes instantly apparent is that one’s productivity would probably rise by a magnitude of a thousand with consistent access to both a backseat car and a driver.
The big city drew ever closer and by 11:00 am we had reached Stockholm in time to drop off my colleague. Once parted, after being gifted sandwiches, I flung myself in the backseat and pondered on what was to be next on our itinerary. After all there were 11 hours remaining. Eventually we decided to steer south again, this time allowing proper sleep for the two of us who were left on the journey. I was the first to repose, reaching sleep rivaling Snow White’s, and awakened some time thereafter with vigor and in need of a lavatory. The closest option was a McDonalds located in a town known for its honor. Honor in this case referring that which is said to exist among thieves. My friend was forced to park illegally given the emergency as I made my sprint toward the toilet. To claim that the sight of a young man, clad in a suit, making his way out of the backseat of a 750Li causes attention would be the understatement of the year. Barack Obama during a national address probably felt less espied than I did. To my pleasant surprise I was greeted by a gentleman who insisted to hold up the door for me as I entered. After my unpleasant visit to the latrine we departed, now me in the driver’s seat and my friend well deserved in the backseat.
At approximately 1:00 pm we arrived at our destination slightly south of Stockholm but given the fact that my friend lay seemingly without life I went for some short-lived sightseeing then took us in the northern direction back up toward Stockholm. Upon arrival we ended up meandering about the streets, giving friends and family a taste of the BMWs comfort. We swiftly descried a recurring sentiment, “this is the perfect road trip car”, which felt very apropos considering the past 15 hours. At 5:00pm we found ourselves heading north giving our mutual friend a lift which we saw as a great opportunity to amass some more photos. After this good deed we saw it fit to return back to Stockholm and employ a family member for some much needed food delivery. While back in the capital we saw it befitting to test the cars capabilities in the environment it will most likely be used, namely the city.
Despite costing you more than a house, the BMW 750Li emits discretion. It slithers past the judging gazes of passing pedestrians and only garners their attention once they realize the presence of a young scoundrel in the backseat. As an experiment we drove up to Stockholm’s most iconic luxury establishment, the Grand Hôtel, and at the first sight of our slow cruise toward the entrance the valet attentively awaited our arrival and once parked opened both the trunk and the backdoor. Obviously he assumed that my friend in the backseat had a reservation which says a lot about the implications of being driven around in a 750Li, unfortunately he didn’t and we contented with a brief skim of their menu. By 9:45 pm we decided it was time to withdraw to the stable. The second my watch hit 10:00 pm we exited the car and my friend drove off in his Honda Civic Type R and I rushed home longing for my bed. They say there’s no place like home but the backseat of a BMW 750Li sure comes close.
Source: BMWBlog
24 h in 41 seconds:
Different cars have different functions. A Bentley Continental GT should be the ultimate continental cruiser and a Tesla Model S is supposed to fool the world that you care for the environment. The BMW 750Li – L being short for long (irony not intended) – has the purpose of acting like a private jet for the road. This means getting from point A to point B in the absence of plebeian judgments and conserving a sense of isolation comparable to that of North Korea. It is tailored to please the members of society who find public transport to be despicable yet prefer the backseat to actually driving the car themselves, hence the extra legroom. The 750Li is equipped with a 450 horse power V8 shooting it from 0 to 62 in 4.5 seconds, almost instantly reaching its top speed of 155 mph. This makes it highly relevant in the US where large engines are customary as well as Germany where speed prevails. There is no doubt that this car will put a smile on the face of whatever monarch, despot or the like who chooses to make themselves snug in the backseat. This raises the most important question however: how comfortable is it? Let’s shift into High Velocity and find out.
As was clarified above, L stands for long. This in turn implies more legroom which in the 750Li you’ll find to be commodious enough for bowling. BMW calls it “Executive Lounge” which in simpler terms translates to “backseat package”. This connotes fully-fledged comfort in the form of backseats furnished with headrests that would give Casper mattresses a run for their money, in addition you get the option to fold down the passenger seat, giving you access to an emerged footrest. The car we tested provided two monitors in the back, massaging chairs, a fragrance system, a foldable counter and a magnificent sound system (at the price of $4800 USD) on par with the Sydney Opera House. There is a significant concern when it comes to the 7-series however and that is the seeming need to hire a doctorate of computer science in order to access even half of its functions. Even attempting to write about them would transform this into a dissertation which is something I’d rather like to avoid. BMW even implore its 7-series buyers to visit them from time to time on order to fully learn how to operate it.
The method we would adopt to maximize our evaluation of the car’s comfort was to spend a full 24 hours in it. Bathroom breaks and filling it up with gas were the only instances in which we were allowed to leave it. By the end of the week I ended up having spent 60 hours in the driver’s seat, driving it approximately 1550 miles. This was of course achieved in proper attire, a well-tailored suit. The days leading up to our 24 hour journey had been spent running errands and driving to and from my vacation home, summing up to 12 hours the day just prior and then 30 hours throughout the rest of the week. This made me realize just how calming travelling is in the BMW 750Li. It wouldn’t surprise me if the backseat of a 7-series can cure ADHD. It’s a car that truly motivates you, motivates you to do really well in life.
10:00 pm was the hour at which we had decided the test should start. The plan was for us to be able to fall asleep almost immediately. During these 24 hours it was scheduled for me and a friend to last the entire venture whilst two of my colleagues made appearances for 13 and 6 hours respectively. After having amply supplied ourselves (provisions included hamburgers from one of Stockholm’s finer establishments) we set off. The first destination was the hometown of one of my colleagues. During this voyage we attempted to, as graciously as possible, consume our hamburgers in the backseat without spilling any on our ties. With the air suspension set to Comfort Plus (one of two comfort modes) and the help of half a rainforest in the form of napkins, there was never even the slightest risk of spillage. Once arrived at our destination me and my friend switched places with my colleague who had chauffeured us. We then made our way to a local gas station, now with our fourth member tucked safely in the backseat. Upon arrival we found ourselves confronted by the police who probably assumed us to be a gang of Corleones. Once clarified that we were in fact not a band of mafia bosses we moved swiftly onward.
The initial idea was to make our way to Norway but considering one of us had to be in Stockholm by 12:00 pm the next day that plan somewhat fell apart seeing as we weren’t willing lose our driver’s licenses (unfortunately you can’t force your employees to implicate themselves in crimes). Thus we decided to sail forth in the northwestern direction, toward a Swedish metropolis many car lovers may be familiar with, namely Trollhättan. Once being the home of SAAB it felt only relevant that we pay our respects to automobile history on our epic quest for comfort. The ride there saw most of its time filled with snoring colleagues and some harmless competition between me and my friend, more specifically a friendly game of car Botticelli (one person thinks of a car and the other has to guess what brand, model and engine it has by continuously asking questions). After our respects had been paid we quickly perused a local island and saw it as an opportune time for some photography. Once the photo shoot had ended we made our way to a neighboring town in which we swapped places, me and my friend now making our return to the backseat. It was around 04:00 am at this point and only seconds after taking my seat I passed out faster than one would after being at the receiving end of a Mike Tyson one punch knockout. Only moments later I would wake from my deep slumber, not due to being sufficiently rested, but because one of my colleagues decided it was an apt time to assess the dynamic capacities of a 17 foot BMW. Not an ideal environment for sleep as you could imagine, despite being cradled by first class comfort.
By 06:00 am it was time for gas, and again we made our driver swap in which I took to the ship’s wheel. A most fitting metaphor considering the car sails across the roads as if on water. An hour had passed and the crew came to the consensus that it was a suitable time for breakfast, so we made our way to a close by, rather flourished Swedish county in which we seized the opportunity to get some photographing done. After satisfying our stomachs it was time to return to the hometown of my colleague that we had picked up in the beginning of our adventure, leaving 10 hours behind us and 14 more to go. On our way back to the capital I delegated the chauffeuring to my friend after realizing how the comfort of the BMW stays consistent, regardless of the speed. I took to the passenger comforts and along with my colleague sought to get some work done. One thing that becomes instantly apparent is that one’s productivity would probably rise by a magnitude of a thousand with consistent access to both a backseat car and a driver.
The big city drew ever closer and by 11:00 am we had reached Stockholm in time to drop off my colleague. Once parted, after being gifted sandwiches, I flung myself in the backseat and pondered on what was to be next on our itinerary. After all there were 11 hours remaining. Eventually we decided to steer south again, this time allowing proper sleep for the two of us who were left on the journey. I was the first to repose, reaching sleep rivaling Snow White’s, and awakened some time thereafter with vigor and in need of a lavatory. The closest option was a McDonalds located in a town known for its honor. Honor in this case referring that which is said to exist among thieves. My friend was forced to park illegally given the emergency as I made my sprint toward the toilet. To claim that the sight of a young man, clad in a suit, making his way out of the backseat of a 750Li causes attention would be the understatement of the year. Barack Obama during a national address probably felt less espied than I did. To my pleasant surprise I was greeted by a gentleman who insisted to hold up the door for me as I entered. After my unpleasant visit to the latrine we departed, now me in the driver’s seat and my friend well deserved in the backseat.
At approximately 1:00 pm we arrived at our destination slightly south of Stockholm but given the fact that my friend lay seemingly without life I went for some short-lived sightseeing then took us in the northern direction back up toward Stockholm. Upon arrival we ended up meandering about the streets, giving friends and family a taste of the BMWs comfort. We swiftly descried a recurring sentiment, “this is the perfect road trip car”, which felt very apropos considering the past 15 hours. At 5:00pm we found ourselves heading north giving our mutual friend a lift which we saw as a great opportunity to amass some more photos. After this good deed we saw it fit to return back to Stockholm and employ a family member for some much needed food delivery. While back in the capital we saw it befitting to test the cars capabilities in the environment it will most likely be used, namely the city.
Despite costing you more than a house, the BMW 750Li emits discretion. It slithers past the judging gazes of passing pedestrians and only garners their attention once they realize the presence of a young scoundrel in the backseat. As an experiment we drove up to Stockholm’s most iconic luxury establishment, the Grand Hôtel, and at the first sight of our slow cruise toward the entrance the valet attentively awaited our arrival and once parked opened both the trunk and the backdoor. Obviously he assumed that my friend in the backseat had a reservation which says a lot about the implications of being driven around in a 750Li, unfortunately he didn’t and we contented with a brief skim of their menu. By 9:45 pm we decided it was time to withdraw to the stable. The second my watch hit 10:00 pm we exited the car and my friend drove off in his Honda Civic Type R and I rushed home longing for my bed. They say there’s no place like home but the backseat of a BMW 750Li sure comes close.
Source: BMWBlog
24 h in 41 seconds:
Car and Driver Test:
INSTRUMENTED TEST
2017 BMW M760i xDrive
Making its case as the ultimate 7-series.
There has been a change of heart in Bavaria. After decades of keeping its 7-series full-size sedan far away from the M division (except for mostly visual M Sport packages), BMW finally has affixed an M badge to its largest sedan. Several M badges, actually—we counted 12 but may have missed a few.
Even festooned with badges, the M760i is not a full M creation along the lines of the M3 or the M5. Instead, it slots into the same M-adjacent lineup (BMW calls it M Performance) populated by the M240i, the X4 M40i, and the M550i. Even so, it sits atop the 7-series price ladder and is powered by a V-12. But this is a significant departure from the previous V-12–powered 760i, a stretched, hedonistic sedan with little interest in sporting delights.
Clichés about velvet and silk don’t quite capture how effortlessly this V-12 delivers its thrust. A long-travel accelerator pedal makes it easy to roll onto the power gradually, while Sport mode quickens responses without feeling abrupt. Our only complaint is the amplified noise coming through the speakers. Note to BMW: Let this Beyoncé-caliber V-12 sing in its natural voice rather than relying on Auto-Tune.
With a standard eight-speed automatic transmission and all-wheel drive putting the torque to the ground, the M760i charges hard, reaching 60 mph from rest in a scant 3.5 seconds and going on to hit the century mark in 7.9 seconds. Its quarter-mile result of 11.7 seconds at 123 mph rivals a 707-hp Hellcat’s. It can’t quite match the Alpina’s results, however, as the V-12’s 1-hp advantage was not enough to overcome its 202-pound weight penalty, causing the M760i to lag behind the amazing B7 by 0.1 second to 60 mph and through the quarter-mile.
Weighty Matters
The added mass of four more cylinders and additional luxury equipment also hampered the big BMW’s handling performance compared with the Alpina. Still, its 0.94-g orbit around the skidpad can be considered a veritable middle finger to physics. Both were tested with Michelin Pilot Super Sport tires, but the Alpina, with slightly wider tires versus the M760i’s rubber, pulled an even more absurd 0.97 g. Massive brakes bring both sedans to a halt from 70 mph in a short 151 feet, with no hint of fade.
For all its awesomeness at the track, the M760i is still happy to play the role of limousine, especially in its default Comfort mode. The combination of slow and syrupy steering, pillowy air springs, and a hushed powertrain makes for a convincing Rolls-Royce impression (no surprise, considering this V-12 is similar to the one that BMW-owned Rolls installs in the Ghost). Even on 20-inch wheels wrapped with high-performance tires, the ride is sublime and almost eerily quiet. The massive low-end torque allows you to waft around effortlessly without cresting 3000 rpm.
Switching into Sport mode wakes up the throttle response and the transmission; suddenly, the V-12 feels eager to rev to its 7000-rpm redline. The suspension also tightens up and does an effective job of masking the M760i’s prodigious weight, with body roll becoming nearly nonexistent. Although the steering can be overly heavy in this mode and remains devoid of feel, the car handles deftly, and one can get into a rhythm through corners.
Exclusivity, Quantified
As with Mercedes-AMG’s V-12–powered 65 models, the case for the 12-cylinder engine is more about exclusivity than about outright performance. Accordingly, the M760i xDrive’s base price of $156,495 (which includes a $1700 gas-guzzler tax) sits at the apex of the lineup. Not only is it nearly $17,000 more expensive than the Alpina B7, it’s the most expensive BMW available in the United States, topping even the i8 hybrid sports car.
Our test car’s exclusivity was raised further with the addition of the striking, special-order-only Frozen Dark Brown Metallic matte-paint option for a cool $5200. Other options included $900 for a panoramic sunroof, $3400 for a Bowers & Wilkins stereo, $4000 for upgraded leather, and a combined $7550 for the Luxury Rear Seating package and Rear Executive Lounge seating, consisting of a pair of heated, ventilated, massaging thrones with entertainment screens.
Yet, even at $179,595 as tested, this 7-series almost looks like a bargain next to its closest competitor, the Mercedes-AMG S65, which carries a base price of nearly $230,000. Of course, a higher entry fee might actually be a selling point in these upper echelons. Maybe an M760i is just the machine if you simply must show your neighbor’s Alpina B7 who’s boss. To maintain the order of things as BMW sees it, all you’ll have to do is avoid any stoplight drag races.
Highs and Lows
Highs:
Sublime V-12, surprising athleticism, sybaritic luxury.
Lows:
Not as quick as its Alpina sibling, unnecessary engine-noise amplification.
Specifications
VEHICLE TYPE:front-engine, all-wheel-drive, 4-passenger, 4-door sedan
PRICE AS TESTED:$179,595 (base price: $156,495)
ENGINE TYPE:twin-turbocharged and intercooled DOHC 48-valve V-12, aluminum block and heads, direct fuel injection
Displacement:402 cu in, 6592 cc
Power: 601 hp @ 5500 rpm
Torque: 590 lb-ft @ 1550 rpm
TRANSMISSION:8-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 126.4 in
Length: 206.2 in
Width: 74.9 in Height: 58.2 in
Passenger volume: 115 cu ft
Trunk volume: 18 cu ft
Curb weight: 5101 lb
C/D TEST RESULTS:
Zero to 60 mph: 3.5 sec
Zero to 100 mph: 7.9 sec
Zero to 130 mph: 13.1 sec
Zero to 150 mph: 18.3 sec
Rolling start, 5-60 mph: 4.0 sec
Top gear, 30-50 mph: 2.4 sec
Top gear, 50-70 mph: 2.4 sec
Standing ¼-mile: 11.7 sec @ 123 mph
Top speed (governor limited): 154 mph
Braking, 70-0 mph: 151 ft
Roadholding, 300-ft-dia skidpad: 0.94 g
FUEL ECONOMY:
EPA combined/city/highway: 16/13/20 mpg
C/D observed: 16 mpg
C/D observed 75-mph highway driving: 24 mpg
C/D observed highway range: 490 mi
INSTRUMENTED TEST
2017 BMW M760i xDrive
Making its case as the ultimate 7-series.
There has been a change of heart in Bavaria. After decades of keeping its 7-series full-size sedan far away from the M division (except for mostly visual M Sport packages), BMW finally has affixed an M badge to its largest sedan. Several M badges, actually—we counted 12 but may have missed a few.
Even festooned with badges, the M760i is not a full M creation along the lines of the M3 or the M5. Instead, it slots into the same M-adjacent lineup (BMW calls it M Performance) populated by the M240i, the X4 M40i, and the M550i. Even so, it sits atop the 7-series price ladder and is powered by a V-12. But this is a significant departure from the previous V-12–powered 760i, a stretched, hedonistic sedan with little interest in sporting delights.
Clichés about velvet and silk don’t quite capture how effortlessly this V-12 delivers its thrust. A long-travel accelerator pedal makes it easy to roll onto the power gradually, while Sport mode quickens responses without feeling abrupt. Our only complaint is the amplified noise coming through the speakers. Note to BMW: Let this Beyoncé-caliber V-12 sing in its natural voice rather than relying on Auto-Tune.
With a standard eight-speed automatic transmission and all-wheel drive putting the torque to the ground, the M760i charges hard, reaching 60 mph from rest in a scant 3.5 seconds and going on to hit the century mark in 7.9 seconds. Its quarter-mile result of 11.7 seconds at 123 mph rivals a 707-hp Hellcat’s. It can’t quite match the Alpina’s results, however, as the V-12’s 1-hp advantage was not enough to overcome its 202-pound weight penalty, causing the M760i to lag behind the amazing B7 by 0.1 second to 60 mph and through the quarter-mile.
Weighty Matters
The added mass of four more cylinders and additional luxury equipment also hampered the big BMW’s handling performance compared with the Alpina. Still, its 0.94-g orbit around the skidpad can be considered a veritable middle finger to physics. Both were tested with Michelin Pilot Super Sport tires, but the Alpina, with slightly wider tires versus the M760i’s rubber, pulled an even more absurd 0.97 g. Massive brakes bring both sedans to a halt from 70 mph in a short 151 feet, with no hint of fade.
For all its awesomeness at the track, the M760i is still happy to play the role of limousine, especially in its default Comfort mode. The combination of slow and syrupy steering, pillowy air springs, and a hushed powertrain makes for a convincing Rolls-Royce impression (no surprise, considering this V-12 is similar to the one that BMW-owned Rolls installs in the Ghost). Even on 20-inch wheels wrapped with high-performance tires, the ride is sublime and almost eerily quiet. The massive low-end torque allows you to waft around effortlessly without cresting 3000 rpm.
Switching into Sport mode wakes up the throttle response and the transmission; suddenly, the V-12 feels eager to rev to its 7000-rpm redline. The suspension also tightens up and does an effective job of masking the M760i’s prodigious weight, with body roll becoming nearly nonexistent. Although the steering can be overly heavy in this mode and remains devoid of feel, the car handles deftly, and one can get into a rhythm through corners.
Exclusivity, Quantified
As with Mercedes-AMG’s V-12–powered 65 models, the case for the 12-cylinder engine is more about exclusivity than about outright performance. Accordingly, the M760i xDrive’s base price of $156,495 (which includes a $1700 gas-guzzler tax) sits at the apex of the lineup. Not only is it nearly $17,000 more expensive than the Alpina B7, it’s the most expensive BMW available in the United States, topping even the i8 hybrid sports car.
Our test car’s exclusivity was raised further with the addition of the striking, special-order-only Frozen Dark Brown Metallic matte-paint option for a cool $5200. Other options included $900 for a panoramic sunroof, $3400 for a Bowers & Wilkins stereo, $4000 for upgraded leather, and a combined $7550 for the Luxury Rear Seating package and Rear Executive Lounge seating, consisting of a pair of heated, ventilated, massaging thrones with entertainment screens.
Yet, even at $179,595 as tested, this 7-series almost looks like a bargain next to its closest competitor, the Mercedes-AMG S65, which carries a base price of nearly $230,000. Of course, a higher entry fee might actually be a selling point in these upper echelons. Maybe an M760i is just the machine if you simply must show your neighbor’s Alpina B7 who’s boss. To maintain the order of things as BMW sees it, all you’ll have to do is avoid any stoplight drag races.
Highs and Lows
Highs:
Sublime V-12, surprising athleticism, sybaritic luxury.
Lows:
Not as quick as its Alpina sibling, unnecessary engine-noise amplification.
Specifications
VEHICLE TYPE:front-engine, all-wheel-drive, 4-passenger, 4-door sedan
PRICE AS TESTED:$179,595 (base price: $156,495)
ENGINE TYPE:twin-turbocharged and intercooled DOHC 48-valve V-12, aluminum block and heads, direct fuel injection
Displacement:402 cu in, 6592 cc
Power: 601 hp @ 5500 rpm
Torque: 590 lb-ft @ 1550 rpm
TRANSMISSION:8-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 126.4 in
Length: 206.2 in
Width: 74.9 in Height: 58.2 in
Passenger volume: 115 cu ft
Trunk volume: 18 cu ft
Curb weight: 5101 lb
C/D TEST RESULTS:
Zero to 60 mph: 3.5 sec
Zero to 100 mph: 7.9 sec
Zero to 130 mph: 13.1 sec
Zero to 150 mph: 18.3 sec
Rolling start, 5-60 mph: 4.0 sec
Top gear, 30-50 mph: 2.4 sec
Top gear, 50-70 mph: 2.4 sec
Standing ¼-mile: 11.7 sec @ 123 mph
Top speed (governor limited): 154 mph
Braking, 70-0 mph: 151 ft
Roadholding, 300-ft-dia skidpad: 0.94 g
FUEL ECONOMY:
EPA combined/city/highway: 16/13/20 mpg
C/D observed: 16 mpg
C/D observed 75-mph highway driving: 24 mpg
C/D observed highway range: 490 mi
For comparison to the M760iL Car and Driver also did test on Alpina B7:
Specifications
VEHICLE TYPE:front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED:$156,445 (base price: $137,995)
ENGINE TYPE:twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection
Displacement:268 cu in, 4395 cc
Power: 600 hp @ 6250 rpm
Torque: 590 lb-ft @ 3000 rpm
TRANSMISSION:8-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 126.4 in
Length: 206.7 in
Width: 74.9 in Height: 58.7 in
Passenger volume: 115 cu ft
Trunk volume: 18 cu ft
Curb weight: 4899 lb
C/D TEST RESULTS:
Zero to 60 mph: 3.4 sec
Zero to 100 mph: 7.8 sec
Zero to 130 mph: 13.2 sec
Zero to 150 mph: 18.6 sec
Zero to 170 mph: 26.6 sec
Rolling start, 5-60 mph: 4.3 sec
Top gear, 30-50 mph: 2.5 sec
Top gear, 50-70 mph: 3.0 sec
Standing ¼-mile: 11.6 sec @ 122 mph
Top speed (mfr's claim): 193 mph
Braking, 70-0 mph: 151 ft
Roadholding, 300-ft-dia skidpad: 0.97 g
FUEL ECONOMY:
EPA combined/city/hwy: 18/16/24 mpg
C/D observed: 19 mpg
Specifications
VEHICLE TYPE:front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED:$156,445 (base price: $137,995)
ENGINE TYPE:twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection
Displacement:268 cu in, 4395 cc
Power: 600 hp @ 6250 rpm
Torque: 590 lb-ft @ 3000 rpm
TRANSMISSION:8-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 126.4 in
Length: 206.7 in
Width: 74.9 in Height: 58.7 in
Passenger volume: 115 cu ft
Trunk volume: 18 cu ft
Curb weight: 4899 lb
C/D TEST RESULTS:
Zero to 60 mph: 3.4 sec
Zero to 100 mph: 7.8 sec
Zero to 130 mph: 13.2 sec
Zero to 150 mph: 18.6 sec
Zero to 170 mph: 26.6 sec
Rolling start, 5-60 mph: 4.3 sec
Top gear, 30-50 mph: 2.5 sec
Top gear, 50-70 mph: 3.0 sec
Standing ¼-mile: 11.6 sec @ 122 mph
Top speed (mfr's claim): 193 mph
Braking, 70-0 mph: 151 ft
Roadholding, 300-ft-dia skidpad: 0.97 g
FUEL ECONOMY:
EPA combined/city/hwy: 18/16/24 mpg
C/D observed: 19 mpg
nikola1984
Kraftkurve King
Similar threads
BMW
Bayerische Motoren Werke AG, abbreviated as BMW is a German multinational
manufacturer of luxury vehicles and motorcycles headquartered in Munich, Bavaria, Germany.
The company was founded in 1916 as a manufacturer of aircraft engines, which it produced
from 1917 to 1918 and again from 1933 to 1945.
