BMW: 7-Series News
04-13-2009, 11:46 PM
#521
Senior Moderator
the interior is sweet, exterior is ok... I'll stick with my E66 760 for now...
04-14-2009, 09:54 AM
#522
Suzuka Master
04-14-2009, 03:57 PM
#523
Senior Moderator
04-15-2009, 10:38 AM
#525
Three Wheelin'
I wasn't particularly impressed with the looks of the new 7 when the first pictures came out. However I saw one on the road a few days back, in white, and it looked very nice and impressive. It has a much better presence on the road compared to the old one.
04-15-2009, 10:47 AM
#526
I drive a Subata.
iTrader: (1)
forgot to mention, i saw the new 7-series last week and it was hot!
04-17-2009, 12:31 AM
#527
Senior Moderator
07-01-2009, 01:48 AM
#528
Senior Moderator
BMW releases new photos of M Sport Package for 7-series
From Motor Authority: http://www.motorauthority.com/bmw-re...-7-series.html
Up until the end of last year BMW was in the process of developing a brand new performance saloon positioned above the current 2009 7-series flagship and destined to enter the premium four-door coupe segment. Then the global economic crisis hit and on the back of weak financial results BMW decided not to risk the launch of such an expensive model. Instead, the automaker chose to focus on its existing 7-Series, in part with the new M Sport Package officially revealed last week. Today BMW released new photos revealing the M-designed interior.
The M Sport Package includes the typical exterior upgrades to give a sharper, sportier appearance, along with interior upgrades to enhance the driver-car interface. New pieces include a BMW M shifter, M steering wheel and M footrest. Carbon fiber trim is also available.
In combination with the M Sports Package, the customer also has the choice of exclusive paintwork in Carbon Black Metallic, apart from six other body colors all available as an option. Completing the look is a set of 19in M light-alloy wheels in a double-spoke design, or optional 20in units. And last but not least, the electronically controlled BMW Dynamic Drive also comes in the M Sports Package for the 7-series.
Other models in the BMW fleet available with an M Sport Package include the 1, 3, and 5-Series, as well as the X5, which you can read about in our previous story.
Sadly, it appears rumors of a high-performance M7 super-saloon have been proven unfounded as this new styling pack is only a minor upgrade to the standard car.
The M Sport Package includes the typical exterior upgrades to give a sharper, sportier appearance, along with interior upgrades to enhance the driver-car interface. New pieces include a BMW M shifter, M steering wheel and M footrest. Carbon fiber trim is also available.
In combination with the M Sports Package, the customer also has the choice of exclusive paintwork in Carbon Black Metallic, apart from six other body colors all available as an option. Completing the look is a set of 19in M light-alloy wheels in a double-spoke design, or optional 20in units. And last but not least, the electronically controlled BMW Dynamic Drive also comes in the M Sports Package for the 7-series.
Other models in the BMW fleet available with an M Sport Package include the 1, 3, and 5-Series, as well as the X5, which you can read about in our previous story.
Sadly, it appears rumors of a high-performance M7 super-saloon have been proven unfounded as this new styling pack is only a minor upgrade to the standard car.
07-01-2009, 01:49 AM
#529
Senior Moderator
07-01-2009, 08:52 AM
#530
Engineer
that looks hot...
07-01-2009, 09:30 PM
#532
Senior Moderator
Either way, the new 7 is still plauged with problems, the front camera's fog up, and numerous ones have been sitting in service with 80+ faults on them and confusion on how to fix them, one guy paid nearly 130K for his, has had it for 30 days, 10 of which they were at BMW service and the other 6 being undriveable...
07-17-2009, 05:57 PM
#535
The sizzle in the Steak
^^ 
12-16-2009, 04:47 PM
#536
Senior Moderator
The 740i and 740LI both come to the U.S. market in spring 2010 powered by a twin-turbocharged 3.0-liter six.
When the latest generation of BMW's big 7 Series went on sale in the U.S. early this year, buyers had a choice of either the marvelous twin-turbocharged and direct-injected 400-hp 4.4-liter V8 or the supremely impressive twin-turbo, 535-hp V12. A hybrid version of the 7 also goes on sale here in a few months, still mated to the V8. Since day one, European drivers have also had a pair of six-cylinder options fueled by either gasoline or diesel. BMW still hasn't committed to a 7 Series diesel for the U.S., but today has confirmed will be getting the sweet gas-powered I-6.
The 740i and 740LI both come to the U.S. market in spring 2010 powered by a twin-turbocharged 3.0-liter six. In 740 trim, the six cranks out 315 hp and 330 pound-feet, up a bit from the 300/300 ratings in the smaller 335i. The 740 engine does retain the direct injection and variable valve timing on both intake and exhaust. This new model also marks the U.S. debut of brake energy regeneration on a non-hybrid BMW. Interestingly, BMW has opted to retain the 7's 6-speed automatic transmission rather than upgrading to the new 8-speed found in the hybrid and the new 5 Series.
The 740i and 740LI both come to the U.S. market in spring 2010 powered by a twin-turbocharged 3.0-liter six. In 740 trim, the six cranks out 315 hp and 330 pound-feet, up a bit from the 300/300 ratings in the smaller 335i. The 740 engine does retain the direct injection and variable valve timing on both intake and exhaust. This new model also marks the U.S. debut of brake energy regeneration on a non-hybrid BMW. Interestingly, BMW has opted to retain the 7's 6-speed automatic transmission rather than upgrading to the new 8-speed found in the hybrid and the new 5 Series.
12-16-2009, 04:55 PM
#537
Senior Moderator
Front: Still looks like a bewildered pig...Otherwise, sure.
But, honestly...Audi A8 all the bloody way.
But, honestly...Audi A8 all the bloody way.
12-16-2009, 05:26 PM
#539
Senior Moderator
it looks like it has flat tires all around, rofl. awesome.
12-16-2009, 08:29 PM
#542
Senior Moderator
Side and rear shots of the 7 is nice.
Just that front!
Just that front!
12-16-2009, 08:54 PM
#543
Senior Moderator
no M7, the 7 comes in the following trims:
740 i/Li - twin turbo 6 80-100K
750 i/Li - twin turbo 8 80-115K
760 i/Li - twin turbo 12 130-160K
Alpina B7 - Twin turbo 8 125-140K
shitty thing is that the b7 comes in short wheel base only... I'd go with another 760 if I had the chance, there's nothing compared to the buttery smooth v12 in these cars along will all that torque!
The Alpina will be fast, however a modified 760 will lead the way once someone changes the boost, exhaust, intake, etc. Only issue really is putting the power down. You'll need racing tires to keep from skidding around, my 760 has some trouble time to time, and as well it "fun" in the rain with DTC off...
740 i/Li - twin turbo 6 80-100K
750 i/Li - twin turbo 8 80-115K
760 i/Li - twin turbo 12 130-160K
Alpina B7 - Twin turbo 8 125-140K
shitty thing is that the b7 comes in short wheel base only... I'd go with another 760 if I had the chance, there's nothing compared to the buttery smooth v12 in these cars along will all that torque!
The Alpina will be fast, however a modified 760 will lead the way once someone changes the boost, exhaust, intake, etc. Only issue really is putting the power down. You'll need racing tires to keep from skidding around, my 760 has some trouble time to time, and as well it "fun" in the rain with DTC off...
yep
12-17-2009, 03:56 PM
#547
Suzuka Master
Alpina definitely offers the best looks for the new 7.
12-17-2009, 04:06 PM
#549
Senior Moderator
01-11-2010, 11:15 AM
#550
Senior Moderator
BMW 740i/Li
- 740i = $71,025
- 740Li = $75,425
- Turbo I-6 Engine
Woodcliff Lake, NJ – January 11, 2010 … As an exciting example of its EfficientDynamics engineering philosophy, BMW announced the North American debut of the 7 Series with a twin-turbocharged inline-6 engine. Featuring BMW’s award-winning inline-6 engine that produces V-8 power on six-cylinder fuel consumption, the new BMW 740i and BMW 740Li achieve a remarkable balance of power, efficiency, and sporty driving dynamics. Both models will go on sale in the United States as 2011 models in Spring 2010. The M.S.R.P. of the 740i is $71,025 and the long wheelbase 740Li will retail for $75,425 (prices Include $875 Destination and Handling charge).
In 1977, the original BMW 7 Series was launched exclusively with inline-6 propulsion. The United States first met the BMW 7 Series in the 1978 model year as the 733i Sedan. The 733i featured a 3.2-liter inline-6 engine rated at 197 horsepower. The 733i remained on sale in America until it was replaced in 1985 by the BMW 735i Sedan. The 735i, which featured an updated inline-6 engine producing 218 horsepower from 3.4 liters, enjoyed a production run that lasted through the end of the 1992 model year. The 735i was joined by the extended-wheelbase 735iL in May of 1988.
A keystone of BMW’s EfficientDynamics philosophy is “virtual displacement,” the notion that BMW’s modern engines of smaller displacement can equal or exceed the outputs of traditional engines of larger displacement and more cylinders. This principle is already seen in the BMW 750i model, which features a twin-turbocharged V-8 engine performing at the level of BMW’s previous-generation V12 engine. Virtual displacement provides the power of a larger engine with the fuel efficiency and low CO2 emissions signature of a smaller engine. The 2011 BMW 740i and 740Li feature BMW’s internationally acclaimed twin-turbocharged inline-6 engine with up-rated output of 315 horsepower at 5800 rpm and 330 lb-ft of torque from 1600-4500 rpm. All-aluminum construction, High Precision direct fuel injection, Double-VANOS variable camshaft technology, and Brake Energy Regeneration are a few of the technologies used under the BMW EfficientDynamics philosophy to place the 740i and 740Li among the most powerful six-cylinder luxury sedans in the world. Delivering power to the rear wheels is BMW’s 6-speed automatic transmission, well-known for fast, smooth gearshifts and an ability to intelligently adapt to the driver’s style.
Both models will be available with the full complement of well-known 7 Series options and packages, including the M Sport Package, Driver Assistance Package, Luxury Seating Packages, Rear Entertainment Package, and even the BMW Individual Composition Package.
In 1977, the original BMW 7 Series was launched exclusively with inline-6 propulsion. The United States first met the BMW 7 Series in the 1978 model year as the 733i Sedan. The 733i featured a 3.2-liter inline-6 engine rated at 197 horsepower. The 733i remained on sale in America until it was replaced in 1985 by the BMW 735i Sedan. The 735i, which featured an updated inline-6 engine producing 218 horsepower from 3.4 liters, enjoyed a production run that lasted through the end of the 1992 model year. The 735i was joined by the extended-wheelbase 735iL in May of 1988.
A keystone of BMW’s EfficientDynamics philosophy is “virtual displacement,” the notion that BMW’s modern engines of smaller displacement can equal or exceed the outputs of traditional engines of larger displacement and more cylinders. This principle is already seen in the BMW 750i model, which features a twin-turbocharged V-8 engine performing at the level of BMW’s previous-generation V12 engine. Virtual displacement provides the power of a larger engine with the fuel efficiency and low CO2 emissions signature of a smaller engine. The 2011 BMW 740i and 740Li feature BMW’s internationally acclaimed twin-turbocharged inline-6 engine with up-rated output of 315 horsepower at 5800 rpm and 330 lb-ft of torque from 1600-4500 rpm. All-aluminum construction, High Precision direct fuel injection, Double-VANOS variable camshaft technology, and Brake Energy Regeneration are a few of the technologies used under the BMW EfficientDynamics philosophy to place the 740i and 740Li among the most powerful six-cylinder luxury sedans in the world. Delivering power to the rear wheels is BMW’s 6-speed automatic transmission, well-known for fast, smooth gearshifts and an ability to intelligently adapt to the driver’s style.
Both models will be available with the full complement of well-known 7 Series options and packages, including the M Sport Package, Driver Assistance Package, Luxury Seating Packages, Rear Entertainment Package, and even the BMW Individual Composition Package.
01-11-2010, 10:30 PM
#551
Senior Moderator
V8 power sounds pretty cool! This has the same amount of power as the old 745i, meaning that it's slower than it's older brothers... Granted in the hands of Hamann, Dinan, or some other company it'll be pushing 400 HP fast.
08-26-2010, 07:42 PM
#552
I feel the need...
BMW's Alpina Screeches Around Corners, Turns Riders Green
Evil Megatron
The regular, $86,000 750Li is like a Transformer robot which morphs from CEO swaddler to evil Megatron road scorcher with the twist of a dial. The $126,775 Alpina B7 has been revised and retuned so that it’s both faster and plusher, taking the duality even further......
The regular, $86,000 750Li is like a Transformer robot which morphs from CEO swaddler to evil Megatron road scorcher with the twist of a dial. The $126,775 Alpina B7 has been revised and retuned so that it’s both faster and plusher, taking the duality even further......
Must be getting old since I no longer covet the Evo and am starting to eyeball luxobarge's like the Panamera and this.
08-26-2010, 11:50 PM
#553
Suzuka Master
^I've had the opportunity to drive a colleague's new 750Li to lunch on a few occasions and it is a beautiful car; that 4.4 motor really moves.. Almost better than an S-class imo...but at 95k+ for a well equipped model it is awfully close to a Panamera 4S.
01-17-2011, 03:39 PM
#555
Safety Car
MotorTrend Comparo
As these words are pecked out, the American economy is barely turning over with the slow wuhn-wuhn-wuhn of an 11-year-old DieHard after a 3-week cold-soak at the Minneapolis airport. But last November, we threw a bunch of those 'hopey-changey' bums out, and the lame-duck 2010 Congress has set the trickle-down wheels in motion by extending the Bush tax cuts for all.
So surely any day now, our economic engine will be ticking over smoothly, and all you business owners and top-bracket investors who have been hoarding your cash will be spreading it around, right? We hear the extension saves you rich folks $103,835 per million of annual taxable income. What better economic stimulus for you to spend it on than a shiny replacement for that tired old barge you've been driving since the credit-party music stopped. But which flagship to choose?
Restraint is still called for. Pop for a V-12 and your Tea Party pals will tsk disapprovingly at your liberal-elite profligacy. Better to demonstrate some "shared sacrifice": Order the entry-level powertrain and go easy on the options. Then, if cap-and-trade sends energy prices through the ozone hole, you can brag about your forward-thinking choice of a thrifty V-6, hybrid, or small, naturally aspirated V-8.
The obvious entry-level choices begin with the perennial benchmark Mercedes-Benz, whose S400 Hybrid promises to peg the smugometer. Its 3.5-liter V-6 is augmented by a 118-pound-foot electric motor and lithium-ion battery pack that allows this leviathan limo to sip premium at the penurious rate of just 19 mpg city/26 highway. BMW's 740i goes all EcoBoost-y by using a turbocharged inline-6. Audi will eventually offer a blown V-6 in the A8, but entry pricing currently buys a 4.2-liter direct-injected V-8. Jaguar's slinky new XJ opens with a free-breathing V-8 that delivers class-leading power, but you needn't 'fess up to that factoid. The short-wheelbase version would be the political play, but we could only get a stretched XJL. The Lexus hybrid flagship is priced (and powered) like a V-12, so these times call for an LS 460 V-8.
To these obvious contenders we're adding 2 wild cards. Porsche has sawed 2 cylinders off the 4-door Panamera's V-8 to produce a 3.6-liter V-6 (Porsche's 1st ever), with a nearly puritanical base price of just $75,375. And Korea has mustered the chutzpah to field an entrant in the über-lux segment with the Hyundai Equus. It matches the mainstreamers on power, space, and amenities at a price that could almost make T. Boone Pickens consider trading in his Town Car for 1 (with natural gas conversion). Which vehicle offers the perfect balance of performance, panache, and propriety? Read on.
7th place: Hyundai Equus
FULLY LOADED: Standard gear includes lane-departure warning, radar cruise, a heated steering wheel, and 2- mode front-seat massaging.
A LIMOUSINE PRICED TO COVER THE CHAUFFEUR'S SALARY
Extraterrestrials and Amazonian natives weighing the merits of these seven cars absent any prejudice for automotive history, brand name cachet, resale value, and myriad other psychographic factors that influence luxedan purchases will find Hyundai's new flagship compelling. Its creamy-smooth V-8 produces the same 385 horses as the Jaguar from less displacement (there's less torque, too). Its interior volume matches the Mercedes-Benz S-Class'. It's nearly as quiet as the Lexus. Its back seat reclines and provides remote controls for the climate, audio, front-passenger seat position, and sunshades -- and our Equus test car was the base $58,900 Signature model. The $65,400 Ultimate variant is even more gilded.
Hyundai sweetens the deal further, giving owners something to brag about at cocktail parties when the name fails to impress. "Oh, yeah? Well, does Mercedes-Benz come to your home or business and swap you a loaner car whenever you need an oil change?!" Yes, 5-year wear and maintenance is fully covered without subjecting Equus owners to the ignominy of mingling with the Accent/Elantra-buying hoi polloi.
But even ETs will admit the design, inside and out, is derivative and bland, and while the quality of the leather and wood trim will wow folks moving up from a Genesis (or TL or G37), the S-Class/7 Series buyer will sniff cost savings. There's no innovation here, as associate road test editor Carlos Lago wrote: "Hyundai has painted by numbers, while the rest have attempted making art."
The noisy climate-control fan races when the sun hits the dash, but stability-control programming bests Lexus'. Ride quality is superb in normal mode, but don't touch that Sport button. It makes throttle tip-in jumpy with minimal change to handling. As associate online editor Michael Febbo said, "Other car designers install sport buttons with motorsport in mind. Hyundai designers thought about badminton." This car's heart isn't in road-carving (as its lowest-in-test 0.81g grip and 2nd-slowest acceleration and figure-8 performance attest); it's in smooth chauffeuring. At that it excels. Anyway, ETs should probably be chauffeured.
6th Place: Mercedes-Benz S400 Hybrid
ESSENTIAL LUXURIES ONLY: Base S400 does without frippery like keyless go, rear-seat controls, massaging thrones, and so forth in exchange for presidential gravitas.
MAY THE BEST CAR FINISH 6TH?
"You always feel as if you're in the best car here," said test director Kim Reynolds of driving the granite-hewn bank-vault S-Class, adding that it'd be his choice of these cars in which to slam into a wall. At $88,825, the S400 Hybrid wears the priciest base sticker in the group, and in fact an off-lease used S550 is the true price/performance competitor for our new BMW/Audi/Jaguar mainstreamers, so this mild hybrid is kind of in a class of its own.
Most of what the Hyundai lacks, the Mercedes overflows with. Technical innovation? Benz invented the car 125 years ago and has pioneered countless now ubiquitous technologies on the S-Class (crumple zones, seatbelt pretensioners, electronic stability control). This 1 was among the 1st hybrids to use a lithium-ion battery. Credibility? Turn on CNN and you'll find S-Classes ferrying presidents and potentates around the world. Class and cachet? Just look at the restrained and elegant narrow strips of chrome-trimmed glossy wood.
That said, efforts made to maximize fuel economy detract from the driving experience. Gearing is ultra-long-legged, compounding the 15.2-pound burden each of its 295 combined horses carries and making this the slowest of the group to 60 mph at 7.0 seconds. At least its 18.9-mpg trip mileage trumped all but the feathery Porsche on our 200-mile loop. Low rolling-resistance tires similarly stunt handling, and aggressive electric regen spoils the brake feel. All this ends up goading the driver to smoothness, not hooliganism-just as the Equus does. As Febbo noted, "Other cars try to convince you they are smaller than they are; the Mercedes flaunts its size." Well, if you've got it...
Our youngest voter, Lago, found the user interface's combination of a multifunction knob and lots of toggle buttons cumbersome and felt the Lexus did everything as well for $11,186 less, damning the Benz as "a German Town Car." Febbo summed up the older voters' counterpoint thus: "No other car in the comparison, no matter how good it is, will ever feel as exclusive."
5th Place: Jaguar XJL
DARKNESS PRINCE? Sad to say, the only car to suffer a glitch was English. Jaguar topped J.D. Power's Vehicle Dependability Study in 2009, but then fell to 23rd place this year.
SENSORY OVERLORD
Right-brain thinkers may be excused for disregarding everything we write about the other 6 cars and simply rushing out and grabbing 1 of these, so strong is its emotional appeal -- or repulsion. Reynolds loathes this car almost as much as some of us adore it. Jaguar offers a Babette's feast for all the senses in this XJL.
Every line, curve, and surface inside and out engages the eye as something fresh and new. Love or hate the black C-pillars, nobody can ignore them. Ditto the gigantic chrome eyeball air vents and book-matched and mirror-matched matte-finish wood trim inside. The base V-8 serenades the ears with an old-money melody like that of a mahogany Chris-Craft inboard. Twin-needle-stitched leather covers practically everything that's not chrome or wood inside, delighting the senses of touch and smell. And taste? Well, selecting this car will suggest yours isn't all in your mouth.
Given its test-topping 385-horse/380-pound-foot engine and feathery aluminum construction (at 4132 pounds, only the puny Porsche is lighter), it should surprise nobody that this is the drag-racing champ, hitting the quarter mile in just 13.5 seconds at 106.2 mph, 0.4 second ahead of the next-best Audi. It's also pretty eager to go around corners with the suspension set to its Dynamic mode, feeling almost as agile as the BMW. Of course, Reynolds, our ride-quality guru, noted this suspension setting "won't leave you confused about what mode it's in." A common gripe was that the steering effort was too light for how quick it turns in at speed, imparting a nervous feeling.
While the design, amenities, and comfort of the interior were beyond reproach, the lethargic touch-screen had reproach heaped upon it. "Could we divert 2 of the V-8's cylinders to powering the computer when they aren't needed for accelerating the car?" asked Febbo. But the elephant in the room was reliability, and when a hood-latch sensor fritzed, preventing the doors from locking, Lucas jokes went flying. Technical director Markus hesitates to recommend it to friends, but would choose this 1 to own.
4th Place: Lexus LS 460
SPLIT PERSONALITY: Like Kato, the LS is quietly eager to please, parallel parking itself and crooning through its Mark Levinson audio until danger demands its martial arts moves.
LEXUS LUTHOR
Bad boy genes must be migrating up the Lexus line from the IS-F, or down from the LFA. Mind you, they're as hidden as Lex Luthor's lairs, but don't let that staid facade of introverted Asian design fool you. Press the super-secret TRAC button on the console and this Sport-package-equipped short-wheelbase luxury liner will oblige the right foot with enough throttle oversteer to make your innocent drive up Mulholland Highway feel like Drift King Keiichi Tsuchiya nailing a Touge run.
With each successive generation of LS, the Sport package becomes less oxymoronic (try, try again, Hyundai!). Now it includes Brembo brakes, forged 19-inch wheels, summer tires, sport suspension tuning, and quick, matched-rev shifting of the 8-speed automatic. All this helps it feel more athletic than its 5th-place performance numbers suggest. Neglect to press that TRAC button under the correct circumstances to awaken the beast, however, and the Lexus' hectoring fun nanny beeps, blinks and "cuts power for a 3 count-a time-out to think about what you've done," noted Febbo, who otherwise found the car lacking in soul.
Of course, that sporting hardware never compromises Lexus' prime directive, which is providing serene isolation. Select Comfort suspension mode and you float along on a cushion of Cool Whip (Normal is better). Lexus' 8-speed transmission is geared taller with wider spacing in the lower ratios relative to Audi's, so it never seems busy. This helps explain its slower acceleration (6.0 versus 5.5 seconds to 60 mph). The LS 460's rear seat was deemed most comfortable, despite its short-wheelbase dearth of legroom. Its control interface, featuring buttons large enough to accommodate full English wording on them, was also deemed easiest to master.
Let's face it, this is the most rational choice for the thinking plutocrat: No money squandered on a flashier Euro brand name, brilliant engineering, sterling quality reputation, and sufficient cachet to fit in at the club. Lago said this was the ideal car for a family member, so naturally he ranked it 4th.
3rd Place: Audi A8
WRITE IMPRESSION: Our last A8's handwriting analysis pad fritzed, but this one let us finger-paint our nav destination easily. Might it soon analyze our moods and personality?
BUM STEER
Audi's low, wide, menacing A8 was the going-in favorite of many voters who had been smitten by its faultless interior and exterior aesthetics and its strong showing in our Car of the Year exercises. Indeed, it looks formidable on paper. With all 4 of the biggest footprints in this test clawing for traction, it came as no surprise that the A8 relished scrabbling up through our test route's twisty Mulholland Highway switchbacks, putting the power down effectively with little or no electronic intervention.
Our handling test results reflect this reality with a figure-8 lap time (25.8 seconds) and peak lateral grip (0.95 g) that are 2nd only to the nimbler and 426-pound lighter Porsche. Boasting the widest gear-ratio spread and the shortest, most closely spaced lower ratios among the torque-converter automatics, this hefty all-wheeler nearly managed to catch the frisky Jaguar in the quarter mile, falling 0.4 second short at 13.9 seconds and 103.1 mph.
But while many found the chassis "the most confidence-inspiring of the group," as former European Car editor Mike Febbo did, Reynolds noted that when really hustling the A8, it "felt as if it might break, like a piece of porcelain." All of us disapproved of the dynamic steering system that comes bundled with the otherwise laudable $5900 Sport package. None of its 3 effort-level settings provides natural feedback or heft, and the variable ratio requires acclimation.
The interior design and materials won us all over, prompting this gush from Febbo: "I'm convinced I'm in a car from the future. The interior of this A8 is a mix of 'Tron,' Apple, and a luxury space yacht." It's plenty comfortable, too, though not terribly space efficient (measuring largest outside, it ranks fifth on interior space). Its MMI raised the ire of Lago and Reynolds, who found it obtuse and infuriating. Its electronic shifter makes selecting Reverse so difficult that 3-point U-turns are out of the question. Those niggles were sufficient to knock it down 2 places, but it remains Febbo's choice to own.
2nd Place: Porsche Panamera
HOME DEPOT HAULER: Fold the seats and there's 44.6 cubic feet of cargo space. Need more cross-country luggage room? The Panamera also has roof-rack mounts.
FLY PAN-AM
A biz-jet among limos. That's what this feels like, literally. The cockpit's intimidating rows of buttons lining the center and overhead consoles and its high-tech gauges appear equipped to control the Rolls BR710 jet engines of a Gulfstream G500 instead of a mere 300-horse V-6. Likewise the 4 firm, narrow bucket seats offer minimal adjustment and no shoulder support, but heighten the airy, intimate private-plane feel.
Although the numbers look middling (at 13.1 pounds per pony, only the BMW and Mercedes horses pull more weight), that magical 7-speed PDK trans makes the most of all 295 pound-feet of twist. Its gear ratio spread of 10.12 is 43% wider than the next-best Audi 8-speed's, allowing a super-short first gear to compensate for the lack of a torque converter. No-loss twin-clutch shifting further contributes to its 3rd-best 14.1-second, 99.8-mph quarter-mile sprint. Only in parking maneuvers and slow launches does the PDK feel jerky.
But it's in the handling department where the Panamera really distinguishes itself. "Forget a gun at a knife fight, Porsche's brought a bazooka to a bake sale," says Febbo. Not only is this the smallest and lightest car here, it's also the only 1 that makes no pretense of providing a plush ride. Normal suspension tuning feels like everyone else's sportiest; Sport+ feels right for the starting grid at LeMans. Then there's Porsche's legendary steering, which always feels natural, its variable ratio never making itself known as most others do. No wonder it smote all the others in our handling tests: 0.99g lateral grip and 25.0 seconds flat at 0.76 g around the figure-eight match 911 Carrera S performance.
None of us likes its styling, but Reynolds pointed out the original bathtub Porsches weren't exactly ravishing beauties, either. Detroit editor Todd Lassa and Lago would own this 1 anyway, without the $16K in options. But it's a selfish person's car. Yes, it accommodates four 6-footers, but the driver has all the fun. Passengers enjoy no coddling, a so-so sound system, and iffy rear visibility. Who cares? We're cleared for takeoff.
1st Place: BMW 740i
PUSH-BUTTON PLUSH: BMW's 3-position suspension switch offers the best range of authority. From luxuriously supple to no-lean athletic, these dampers mean business.
RELUCTANT CONQUEROR
Legions of you will assert the fix was in. That the congenital BMWphilia that afflicts all car-mag writers struck again. Or that our 740i's 14.0-cubic-foot trunk arrived filled with unmarked $20s. Quite the contrary. The senior Bimmer showed up as an underdog. Its twin-turbo V-8 750i sibling didn't even make the finals in our 2010 Car of the Year competition, nor did its 550i stepbrother this year. In fact, when we began deliberations on the finishing order in this test, most expected the 740i to finish in the upper middle of the ranking because it didn't seem to excel at any 1 thing.
Then we started discussing the priorities for this class of car. Spacious, comfortable seating? Front-seat room ranks 2nd to the Hyundai's, and rear space nearly matches it, trailing the long-wheelbase Jag and cavernous Mercedes (an extra $4400 buys the 740Li if you're ferrying NBA forwards); all 4 headrests boast airplane-style side wings; and the zillion-way adjustable multicontour front seats ($1300) feel sublime.
Cars in this class should be technology leaders, but they need to be user-friendly. After several generations of Sevens, BMW is getting that 2nd part right. The latest button-ringed iDrive infuriated far fewer of us than Audi's shifter and MMI or Jag's pokey touch screen, though it trails the big-button/touch-screen Lexus and Hyundai interfaces. As for tech, the active roll stabilization and dynamic damping that comes with the $6500 M Sport package represent the state of the suspension art. Inveterate gadgeteers can add night-vision with pedestrian detection ($2600), a head-up display ($1300), and around-view cameras ($1200).
Prestige, panache, and style? BMW may not outrank Mercedes-Benz or Porsche when valets compute the mental tip calculus that determines which car gets parked closest to the entrance, but the Roundel identifies its owner as someone who cares more about driving than arriving. Style is in the eye of the beholder, and Febbo held that this is perhaps "the best-looking 7 ever," while Lago reluctantly admitted that "the flame surfacing finally works." We all rank it well ahead of the Porsche and the Asians, if not the Jag or Audi.
Of course, the criterion we enjoy evaluating most is performance, and we use this category to sort contenders that are closely ranked in the other criteria. Here we were pleasantly surprised by the twin-scroll turbocharged inline-6. Only the Hybrid Benz carries more weight per horsepower, but short gearing helps make the most of the available torque. Lago noted: "There's plentiful torque in every nook and cranny of the rev band, it doesn't feel underpowered, and it's the best sounding 6-cylinder here to boot." At 5.5 seconds, 0-to-60 performance ties the Audi and Porsche and is a half-second behind the killer Jag.
01-17-2011, 07:40 PM
#557
Senior Moderator
Kinda funny how C&D put the Equus above the Lex, but here they put it a few places behind it. 
01-18-2011, 10:58 AM
#558
Senior Moderator
01-20-2011, 03:54 PM
#559
I'm the Firestarter
C&D also raved about the A8 in its 10 Best issue. They seemed to like the handling a lot more than R&T did, saying it feels like a small car unlike the other cars in its class. I guess the differences between all these cars are so small, it's up to the driver's opinion.
