The 7 Series is BMW's largest and most expensive car, the ultimate expression of BMW luxury and technology. One might go so far as to say it presents the "state of BMW." Those who purchase 7 Series are typically younger than buyers of competing cars, so BMW, though preserving continuity, sees little value in conservatism. The new car, coded E65, is brim-full of the sort of obsessive engineering excellence and leaps of progress one would expect from BMW, but most interesting are the ways in which it is truly revolutionary.
The most obvious departure is in its styling. Chief designer Chris Bangle decided that, as BMW styling once changed from "shark" to "wedge," it was again time for a new direction in design. The driver interface has been rationalized and vastly simplified through the invention of i-Drive, or "intuitive" drive. The all-new N62 engine is simply amazing. Harmon-Kardon's Logic 7 sound system was developed (and named) for home use, taking the concept of surround sound to new heights, and is integrated into the new 7 Series as could only be achieved when planning for it from the beginning.
The remainder of the car offers such "trifles" as active anti-roll control and active damping, the world's first six-speed automatic transmission, greater use of aluminum structure, and comfort and safety standards ratcheted up several more clicks at every point.
BMW has experimented with new styling directions in the last couple years' show cars. The Z9 and X-Coupe define two extremes of the vision that will give birth to future BMW products. Bangle explained that, 5 years ago, if any BMW stylist had been asked for a concept of the next 7 Series, or virtually any model, it would have been lower, wider and more wedge-shaped than the old one, a look that was arguably destined to become stale.
Today's 7 Series began with three concepts called "avante guardistic," "Sporty" and "luxury," the latter being grand in the Maybach paradigm. What reached fruition was the avante guardistic look, fortified with sporty wheel proportions. Production sizes range from 17 to 19 in., but Bangle said he likes 20-in. wheels best. The new car is both longer and wider by 20cm (7.87 in.), and it's 6cm (2.36 in.) higher than the old. The BMW wedge has been replaced with a balanced shoulder line. The grille is more upright, with a "power bulge" connecting the kidneys and A-pillars. A new stepless door-holding mechanism allows anti-ding trim to be dispensed with. The overall look, Bangle said, has more presence. It is dominating, leading and modern, powerful like an athlete. Where the thin headlights of the old car had the look of a cat crouching, the new lights give the front end upward movement, as if the cat is leaping forward.
The rear, Bangle argues, is a rational solution to engineering requirements. Aerodynamics dictate a relationship between the roof and the rear deck height. The roof height was increased for headroom, yet it was desired to keep the window line sweeping back from the A-pillars as low as possible to give the interior an open, airy feeling. Another European marque solved the same problem with a cut-off "extrusion," a look Chris rejected as terribly unimaginative. The solution worked out for the 7 Series has structural advantages as well as maximizing access to the trunk, which can hold four golf bags full of 46-in. clubs. Whether you love or hate the new styling, BMW's record is of designs that lead aesthetic judgment and age well.
BMW has also made a revolutionary departure in simplifying the driver interface. In 1952, the 502 had 26 control and indicator functions. In 1975, the E21 had a similar count, but thereafter features and functions increased, with the E38 7 Series having approximately 70 functions requiring nearly as many indicators and about 35 control elements. The E65 7 Series vastly increases the number of functions, and future requirements could increase the count beyond 700. Something had to be done to prevent the cabin from looking like a B-52's cockpit.
BMW's answer is i-Drive, or intuitive-Drive. More than a knob, it's a concept, a rationalization of cockpit functions and space. Primary controls, those related to driving the car, are located on the steering column and wheel. Secondary controls, the basics of major cabin systems such as stereo volume control and climate controls, are available at all times on the console. The remaining tertiary functions are accessed through a controller and display, a versatile, upgradeable, software-based interface.
The display is mounted high in the center of the dash so the driver's peripheral vision can be on the road. The controller is a single knob at the end of the armrest, always at hand and large enough to be used blindly. It functions as a button, joystick and rotary dial. Tactile feedback is actively generated rather than mechanical and is tailored to the functions on the screen, reducing the need to take one's eyes from the road. With this system, the number of operating elements is reduced nearly to the figure of 1952.