New 7 Series- The Game Changer

The last time BMW dropped a new 7-series on us, we stood there stunned and unsure of what to make of the strange new shape before us. Almost universally loathed by armchair critics who could no doubt never afford one, the fourth-generation 7 that made its debut in 2001 would prove to be the most successful version to date. Furthermore, competitors have imitated its most controversial design elements, particularly the so-called "Bangle Bustle" trunkline. Now, seven years later, BMW is sending us an entirely new 7, but this time they've gone without the shock and awe campaign. Instead, the 2009 7-series builds on the foundation its predecessor laid down with more graceful design details and with even more cutting-edge technology.

So much of the new 7's personality rests upon its looks that we simply must discuss styling first, especially the exterior. The new 7-series is immediately recognizable not only as a BMW, but also as a 7, thanks in large part to the game-changing styling of the last generation, from which it inherited its dominant stature. The shape and proportions shout "flagship" from every angle, guaranteeing that no one will confuse it for a mere 5-series. Its superior presence is characterized by elements like the near-vertical nose, with massive grilles that plunge deep into the front bumper. The long, horizontal hood projects a sense of power, as it becomes the tall shoulders of the greenhouse.

Modernist architect Mies van der Rohe famously stated that "God is in the details," and the new 7-series illustrates that perfectly. Much of its design brilliance is simply lost in two dimensions; it must be seen in the flesh, even touched, to get a full sense of designer Karim Antoine Habib's vision. There's the interaction of light and shadow on the sculpted door panels, whose door-handle recesses are now seamlessly stamped into the metal. There's the "shadowline" crease in the roof's sheetmetal that parallels the classic BMW window line, subtly enhancing the Hofmeister kink. The headlights are now more expressive; a clever glowing "eyebrow" not only acts as a daytime running lamp, but also covers the tops of the headlamps just enough to give the car's face an intense, focused expression.

The interior receives the same kind of attention. See the doors for example: Rather than conventionally shaped door pulls mounted onto panels trimmed in metal or wood, the wood and metal elements are integrated into the pulls themselves. This design not only forces occupants to touch the metal and wood and leather, the sheer heft of the mechanism also delivers the sensation of closing something more substantial, almost vault-like. The material selection itself reflects the clean, modern design of the car, with unconventional choices like matte-finish black wood. The use of real aluminum in conjunction with the wood is a subtle reminder of the car's extensive use of the lightweight alloy in the bodywork, drawing together elements of both the interior and the exterior. Whether you like the design of the new 7-series or not, it should be clear that great thought has gone into the little things.

If your preference is for science instead of art, witness the engineering technology that's been packed into the new model. Aluminum is the material of choice for all four doors; the front fenders, hood, and roof; as well as numerous mechanical structures like the strut housings and rear axle assembly. The net effect is 120 pounds saved versus conventional materials, giving the new car an upper hand in handling dynamics as well as efficiency. Other clever measures include active aerodynamics, with flaps that close behind the grilles to improve airflow when maximum engine cooling is not a concern; a power steering pump that is active only when steering input is demanded; and an active alternator that only generates power on deceleration or braking to reduce engine drag.

When the newest 7 launches Stateside later this year, the only offerings will be the 750i and the five-and-a-half-inch longer 750Li. Power comes not from a 5.0-liter engine, but rather from the 4.8-liter twin-turbo V-8 that first made its debut in the X6. This engine places a pair of turbochargers above the block, in between the two cylinder banks; the intake and exhaust flow are reversed, allowing the intake air to enter from the cooler part of the engine, which in turn keeps the heat of the turbos up high. Output is 400 horsepower between 5500 and 6400 rpm, with a more impressive peak torque figure of 450 lb-ft from 1750 to 4500 rpm. The only drivetrain configuration is a six-speed manumatic transmission feeding the rear wheels. BMW has once again chosen to forgo the added weight and expense of all-wheel-drive and assures us that the new 7-series will be a class leader in fuel efficiency as a result of this combination.

This chassis features BMW's first use of a double-wishbone front suspension on a sedan. Comprised largely of aluminum components, the new suspension setup is intended give this large car the kind of handling long associated with BMWs. The rear suspension is an evolution of the previous generation's multi-link Integral V design. The bigger news is the availability of what BMW calls Integral Active Steering; everyone else calls it active four-wheel steering. Like other 4WS systems, the 7-series system directs the rear wheels in the opposite direction of the fronts at low speeds to enhance maneuverability for parking, and steers them in the same direction at high speeds for more efficient lane changes.

The new 7 is chock full of other electronic driving enhancements as well: Integrated Chassis Management, which modifies throttle response, shifting characteristics, steering response, stability-control response, and damping control based on the driver's selection of either sport or normal modes; Active Cruise Control; front side-view cameras to aid at intersections; active headlights that move not only left and right, but also follow the contours of the road to raise and lower the beams accordingly; and night-vision technology that is able to detect people and raise a warning.

When the last generation 7-series came out, it was the first model to use BMW's iDrive multi-function interface. Though often criticized for being user-unfriendly, the system has evolved since its release. Now, appropriately, the newest 7 will be the first to use an entirely new iDrive controller, which now (finally) features a selection of direct-jump buttons for the most popular functions, as well as a "back" button and a separate one for dropdown menus. The dropdowns themselves are also easier to navigate, making it simple to do such tasks as cancel route guidance.

The nav system is greatly improved, and now includes real 3-D map views showing terrain features, as well as other data thanks to GoogleMaps. You can even access the Internet thanks to BMW's ConncetedDrive system. Making all of this possible is a new 10.2-inch high-resolution display screen.

Our initial drive of the new 7 found us pouncing through the countryside of the former East Germany, where it's still quite common to pass Trabants in traffic. Thanks to reunification, the roads are now the equal of those anywhere else in Germany, and the early-autumn scenery offered an idyllic backdrop for spirited driving. Thankfully, our debutante was up to the task, living up to the aspirations laid out before us in the previous evening's briefing.

In and around the old city of Dresden, the big sedan glides across cobbled streets with the grace and composure of a world-class figure skater. Every input is met with silent, effortless response. When the road opens up, the 7 feels lighter and more agile than its bulk would suggest, carving country roads with ease. Only when the road narrows in the way that only old European roads seem to does the car feel as wide as it actually is.

Nevertheless, the 7 still feels every bit the driver's car, delivering a tactile driving experience that is tough to trump in this class of sedan. The active steering sends enough feedback to the driver to make him a part of the system, with a proper heft to the wheel at every speed. Brakes are legendary BMW — a firm pedal gives excellent feedback and can always be counted on to do the job.

Power from the twin-turbo V-8 is lively and the transmission is quite responsive to changes in throttle position. At times, though, the car feels like it could easily absorb another 100 or so horses. If not for the mountainous torque curve afforded by boost, the 400 horsepower this engine produces might not seem enough, at least for the Autobahn. And really, this is where the largest BMW is most at home, cruising the open road at triple-digit speeds for hours on end (or at least until the tank runs dry) while coddling its occupants.

From the driver's perspective, the new cockpit is improved over the previous model. BMW has thoughtfully reoriented the center stack toward the driver for a friendlier, more conventional layout, and has placed the shifter back onto the center console. The iDrive controller sits quite naturally at the driver's right wrist and the new jump buttons are very easy to find. The seats, as usual, are an excellent place to sit for any length of time.

Pricing won't be announced until next month's L.A. auto show, but we're expecting BMW's customary MSRP bump of a few percentage points. The next few months will be an interesting time for peddlers of luxury goods, but for those who still have the means to indulge, the new 7-series is certainly an attractive option, combining progressive design with advanced technology.