“We wanted to set a benchmark in every respect. We wanted to take a step into the future.” Dr Helmut Panke, member of BMW’s board of management, pulls no punches explaining the rationale behind the company’s extraordinary new luxury saloon.
For BMW the new 7-series, codenamed E65, represents nothing less than the collective wisdom of some of its best and brightest design and engineering brains. And it reveals a fundamental shift in key elements of the company’s future product strategy.
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Technical highlights
This 7-series bristles with technical highlights, including:
- Valvetronic V8 engines that deliver 14% more power, but use 14% less fuel
- A shift-by-wire six speed automatic transmission that is shorter and lighter than the previous model’s five speed unit
- Active anti-roll bars designed to give flatter, more agile handling without compromising ride comfort
- Active cruise control which can automatically match speeds with traffic ahead and can be configured with up to eight pre-set speeds
- The first production application of BMW’s novel iDrive concept, which aims to simplify the driver/vehicle interface while offering up to 700 control functions
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| Latest 7-series takes BMW to new styling and technological heights |
Bold new body
All this is wrapped up in a bold new body that BMW design chief Chris Bangle says reflects the step-change in functionality the 7-series’ advanced systems deliver.
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By GlobalDataThe E65 eschews the trim, tailored look that has defined all BMWs since the 1980s in favour of a more massive, graphic design.
The front end theme, body side surfacing and the controversial “bustle” boot echo design elements seen on the Z9 concept vehicle shown at the 1999 Frankfurt motor show.
The Z9 was built to test public reaction after BMW senior management signed off the E65’s design in 1998.
Three design approaches
Bangle’s team worked on three design approaches for the new 7-series – sporty, classic luxury and avant-garde – and produced 22 basic concepts. The production car is a development of one of the avant-garde themes.
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| Tail lights extend across the entire width of the boot. Brake lights and reverse lights use 3D optics and LED technology. The electronically controlled LEDs have a life expectancy equal to that of the entire vehicle |
There is considerable nervousness within BMW over public perception of the design direction of the new 7-series, especially after the Z9 coupe was poorly received at Frankfurt.
But senior management is convinced the issue is simply one of getting used to a different style of BMW – Bangle notes a convertible version of the Z9 shown later was given much better reviews.
Certainly, the new 7-series looks much better in the metal than in photographs – it has real presence in traffic – although the complex shut-lines around the boot lid still look awkward, particularly in lighter colours.
The iDrive innovation
Bangle says the exterior design was influenced by BMW’s decision to proceed with a production version of its innovative iDrive concept, which drove a radical rethink of the interior.
In simple terms, iDrive is an attempt at a paradigm shift in vehicle ergonomics to offset the increasing complexity of modern vehicle operating systems.
BMW researchers noted drivers had to deal with 35 indicator and 65 service elements on the fascia of the current 7-series: iDrive cuts those numbers to 15 and 28 respectively.
iDrive breaks down vehicle control and monitoring into three broad groups.
Primary operation
Those most directly concerned with the primary operation and safety of the vehicle are grouped around the steering wheel. These include the electronic key (which includes personalised data such as seat settings) and four steering column stalks that control the indicators, wipers, cruise control and the automatic transmission.
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| Rotating and shifting the iDrive controller navigates the options menu. A gentle push down makes a selection and the tactile feedback changes depending on the menu displayed on the central screen |
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To engage drive, the driver simply touches the transmission lever, then presses a button on the steering wheel to switch modes from full automatic to sport, or even manual control, which allows shifts via steering wheel mounted buttons.
Functions that are frequently accessed are grouped in the second level, and can be controlled via conventional switches and rotary knobs on the fascia. These include the headlight switch and climate control temperature adjustment.
Single controller
All other functions – from satellite navigation and the audio-visual system to comfort features such as the front seat heaters – are controlled by a large, single rotary switch mounted in the centre console.
This controller activates eight different function areas – communication, climate control, entertainment and navigation by moving the controller in the north-south and east-west axes.
BMW Assist (the internet portal), configuration, help and vehicle functions are accessed by moving the controller diagonally.
By turning and pressing the controller, the driver is then able to choose specific functions and operating modes within each function area. The details are displayed on the monitor screen adjacent to the instrument binnacle.
Control hierarchy
There is a clear hierarchy to how the functions are accessed – the most important ones are at the ‘top’ and are the most easily accessed.
Less significant functions and detailed settings are accessed by ‘drilling’ down through various levels; the customer can therefore choose how far down he or she wishes to go.
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| Ignition ‘key’ is electronic; adjacent button starts and stops the engine |
The clever part of the controller is a variable force feedback system that changes its feel according to the function accessed.
When adjusting audio settings, for example, the variable force feedback system simulates the central rest points and terminal positions for bass, treble, front-to-rear fade and left-right balance.
New fascia design
This is the first BMW in almost 40 years without a centre console mounted gear selector, long one of the key visual signatures of a sporty saloon.
And BMW’s usual driver oriented ‘cockpit’ fascia has been replaced by more open, horizontal forms that vaguely recall US cars from the 1960s.
But while BMW traditionalists may find the interior takes some getting used to, they’ll be delighted by its more luxurious ambience and improved functionality.
V8 gains Valvetronic
The new 4.4 and 3.6 litre V8 engines mark the second application of BMW’s innovative Valvetronic system, first seen in the 1.8 litre four cylinder engine built at the company’s Hams Hall plant near Birmingham.
By electronically controlling intake valve lift and timing, BMW has been able to eliminate the conventional throttle butterfly from the intake system.
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| To engage drive, the driver simply touches the transmission lever, then presses a button on the steering wheel to switch modes from full automatic to sport, or even manual control, which allows shifts via steering wheel mounted buttons mounted on the front and back of the rim |
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The company claims Valvetronic delivers the same fuel consumption improvement as a direct-injection system, but without the difficulties of emissions treatment and the need for low sulphur fuel.
The V8 cylinder heads differ in detail design from the four cylinder’s, but are manufactured on the same line and share 40% of its parts.
New, lighter aluminium blocks have been developed to offset the extra mass of the Valvetronic system, and the iron coated pistons run directly on silicon lined bores finished by a mechanical surface honing process rather than the environmentally damaging acid etching method used in the past.
Bi-VANOS cam timing
The new engines also feature BMW’s acclaimed bi-VANOS variable cam timing system and a new infinitely variable intake manifold to improve torque.
The 3.6 litre V8 develops 272bhp (200kW) at 6200 rpm, and 265 lb/ft (360Nm) of torque at 3700rpm, while the 4.4 litre version produces 333bhp (245kW) at 6100rpm and 332lb/ft (450Nm) of torque at 3600rpm.
Confusingly, BMW has elected to retain the 735i model designation for the smaller engine version, but the larger engine model will be called the 745i, even though the 4.4 litre engine is identical in capacity to that which powers the current 740i. Six cylinder petrol and four litre V8 diesel versions will be unveiled later this year.
Six-speed automatic
Both engines drive through ZF’s compact new 6HP26 six speed automatic transmission. A special gearset has helped reduced the transmission package size and improve efficiency – BMW claims the transmission is 50mm shorter and 14kg lighter than a conventional five speed automatic, and helps reduce fuel consumption by 3%.
The transmission features three modes and shift-by-wire actuation, and the torque converter disconnects at standstill to reduce efficiency losses and eliminate ‘creep’.
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| Functions that are frequently accessed are grouped in the second level, and can be controlled via conventional switches and rotary knobs on the fascia. These include the headlight switch and climate control temperature adjustment |
Automatic park brake
The car is held at traffic lights by BMW’s new automatic handbrake, which uses electro-hydraulic actuation to clamp the brakes on all four wheels after the foot brake has brought the car to a halt. The brakes are automatically released once the accelerator is depressed.
The park brake itself is activated by a simple push-button on the dash that clamps all four wheels while the engine is running, and then uses an electro-mechanical system to actuate the cable operated brakes on the rear wheels when the engine is switched off. BMW claims the system will cut the distance required for an emergency handbrake stop from 62mph (100km/h) from 260 metres to just 100 metres.
Aluminium suspension
The new 7-series’ all-aluminium suspension follows familiar BMW practice in terms of geometry and layout. A major change up front has been the adoption of rack and pinion steering, while pneumatic springs will be available as an option at the rear.
Brakes are 324mm diameter discs all round for the 735i, while the 745i, which will only be available with 18 or 19 inch alloy wheels, is fitted with 348mm discs up front and 345mm units at the rear.
In addition to pneumatic rear springs and dampers, BMW will also offer its first active suspension control system, Dynamic Drive, as a DM3500 option. BMW engineer Martin Hochgrube, who was responsible for developing the system, says it eliminates 100% of roll for lateral acceleration up to 0.3g, and reduces roll by 80% for lateral acceleration of up to 0.6g.
Beyond this, the system will gradually increase the amount of roll to warn the driver that the limit of adhesion is being approached. Yet rolling ride comfort is unaffected, and because the anti-roll bars are effectively decoupled, side to side pitching is reduced.
Conflict solved
“The classic conflict between comfort and handling has been solved,” says Hochgrube.
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| The information display is a high-powered communication device in a concentrated form. Unnecessary distractions are eliminated but essential data is immediately available. The LCD screen illuminates to suit the light conditions |
The system uses actuators developed by Sachs to twist the front and rear stabiliser bars to counteract cornering forces.
The actuators are moved via hydraulic pressure that varies according to lateral acceleration, speed and steering wheel angle data interpreted by the system’s control unit.
The hydraulic pressure varies between 2 to 4 bar in the straight ahead condition to 180 to 200 bar at maximum cornering, and the system has a reaction time of 10 milliseconds.
Passive safety
As expected, the new 7-series brims with state-of-the-moment passive safety systems, including an intelligent control system which determines which of the front, side and head airbags are deployed in a crash, and an active anti-whiplash headrest that compensates for the geometry changes made by the adjustable backrest on BMW’s comfort and luxury specification seats.
US specification cars get knee-bags as well, but BMW engineers confided they are still working on occupant sensors like those used by Jaguar to reduce airbag-related injuries.
Seven series superiority
BMW is clearly pitching the new 7-series as an overtly superior rival to the Mercedes-Benz S-class in terms of technology, quality and dynamics.
And, to emphasise the point, it’s using a dramatically different design language.
The current 7-series managed to outsell the old S-class is a number of major markets; BMW’s senior management expects no less of this car.
Ironically, the key to achieving that may involve getting potential customers past the styling and in behind the steering wheel.
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