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From YourSITE.com BMW
THE NEW 7: MOVING BOLDLY INTO THE FUTURE OF LUXURY AUTOMOBILES
Woodcliff Lake, New Jersey, October 1, 2001...The new BMW 7 Series, while remaining true to BMW traditions and philosophy, moves boldly into the future with new design, new engineering and technology, and new solutions to the challenges of contemporary driving. It is a fascinating exercise in the application of original thought to virtually every area of automotive concepts. In contrast to the somewhat broader line of 7 Series models being introduced to the European market, which include two sizes of V-8 engines (and other engine configurations to come), the initial U.S. offering will consist of two models, both powered by the larger V-8: the 745i (available January 2002) and the long-wheelbase 745Li (March 2002). Both are 2002 models. Standard and optional equipment will also reflect differences between the European and U.S. markets, which will be explained in the course of this text. THE CONCEPT: A NEW ‘‘DESIGN LANGUAGE’’ AND NEW APPROACHES THROUGHOUT
There are times when evolution is appropriate, and there are times when bolder steps are justified. Indeed, evolution is more often the appropriate way to proceed in the development of motor vehicles; almost by definition, revolution cannot occur frequently. For some time now, BMW has been on an evolutionary path, carefully and intelligently refining highly successful basic concepts. With the occasional exception of a conceptually new product such as the Z3 or X5, BMW Series --- 7, 5 and 3 being the most established lines --- follow an evolutionary line from generation to generation. Each recent new generation --- the E38 7 Series in 1995, E39 5 Series in 1997, E46 3 Series in 1999 --- has brought with it new design and technology: an abundance thereof, to be sure, but not the most revolutionary sorts of breakthroughs. The new 7 Series for 2002 breaks with this pattern. Even its internal ‘‘E’’ designations --- for the first time there are more than one, E65 and E66 --- signal a bold departure from the past. But there is more, much more, to the ‘‘new 7’’ story than that. The utterly new look is apparent enough at the first glance, but underneath and inside the innovative design is one of the richest palettes of new concepts and new technology ever to appear in a new BMW vehicle generation: Altogether, there are more than 60 significant improvements over the predecessor Series. Not out of necessity is BMW taking this step; for the past four decades, the marque has moved from strength to strength, and in recent years U.S. BMW sales have been trending dramatically upward. Rather, BMW is seizing the initiative of future-oriented leadership. Here, then, is the story of the new 7: the luxury-performance automobile that redefines luxury, performance, design and technology --- and in doing so, launches a new era of automotive excellence. THE LOOK: A KEYWORD IS ‘‘PRESENCE’’
The present E38 7 Series, introduced in 1995 and produced through the 2001 model year, is an excellent performance-luxury design in the BMW tradition. ‘‘Tradition’’ is in fact a keyword for the E38: It was not radical when introduced, and today it is an archetype of conservative luxury-car design. At the same time, for a large luxury car, it has a look that outwardly represents its inner values: performance, agility, quality, elegance. Over its production years, independent experts have confirmed again and again the qualities that make it the BMW of luxury cars: In a November 1999 comparison test, Car and Driver magazine declared the 740iL winner against four key competitors. After praising the big BMW’s spacious back seat, the magazine concluded: ‘‘But forget the back seat, because that’s not where the fun happens. ‘Planted, secure, and confident,’ wrote one tester. ‘No other [car in this test] tells me more clearly what it’s doing and where its limits reside.’ And that’s why we like the 740iL best.’’ For all the 7 Series’ excellence, customers in certain countries --- notably North America and Asia --- have been telling BMW they would like a 7 Series with more ‘‘presence’’ --- a big BMW that looks bigger, more prestigious, more impressive. And of course they want BMW to accomplish this while retaining, even improving, the traditional BMW traits of strong performance and active driving pleasure. This is precisely what the new 7 does. Christopher Bangle, Director of Design at BMW AG, explains the E65 design philosophy: ‘‘The Board of Directors requested that we exercise strong design leadership,’’ says Bangle, who believes that ‘‘A leader is someone who takes you where you don’t want to go.’’ ‘‘To produce an excellent product and outstanding design,’’ adds Bangle, ‘‘you must believe in what you’re doing. We believe strongly in this car.’’ Bangle and his design team set a progressive direction for the new look. ‘‘The dynamic is all BMW. But the presence is new. The ‘greenhouse’ --- the passenger cabin, that is --- is set back, making it clear that there is Power up front. The wheels are big,’’ continues Bangle. In fact, for the U.S., the standard wheels and tires are 18-in., with 245/50 tires. Together with an inch-and-a-half greater height, these underscore the new models’ ‘‘presence.’’ See and be seen. At the front, the traditional BMW ‘‘kidney’’ grilles take on a higher, more assertive position and look. The ‘‘eyes,’’ also in the BMW tradition with four round headlights, are set relatively low by virtue of carrying the turn indicators (eyebrows) above them. They incorporate new technology: The outboard beams are Bi-Xenon, with high-intensity-discharge low and high beams (previously only the low beams were Xenon). The inboard lights are conventional halogen high beams. All four beams are outlined by light rings, which function as parking lights and illuminate whenever the parking- or headlights are switched on. A high-pressure headlight cleaning system is standard.
Though not the most romantic part of a vehicle, the windshield-wiper/ washer system is important to safety and driving ease; BMW engineers have devoted a lot of attention to it. The reversing of direction that occurs each wiping cycle is now accomplished by an electronically controlled reversing motor rather than via the wiper linkage; this allows the system to bring the wiper right up to the driver’s-side A-pillar at all vehicle and wiping speeds, and with less noise and impact. The actual wiped area is up 10%, improving the driver’s field of vision in the rain; in their intermittent setting, the wipers are rainsensing as before. In their parked position, every three days or so the wipers move, so that the rubber wiper blades do not get ‘‘set’’ into a distorted position from being stationary. And the washer nozzles are now on the wiper arms themselves, saving washer fluid by applying it right where it is needed. As before, the windshield itself is of the infrared-reflecting Climate Comfort type to reduce solar heat in the cabin. From the rear, the new 7 looks (and is) wider than its predecessor. The main taillight units are outboard, and incorporate new 3-dimensional LEDs for their tail and brake lights. Additional tail-lamps, the backup light, and the newly standard rear fog-lights are in a light band across the trunklid. A new ‘‘world first’’ feature here is adaptive brakelights, which signal the intensity of the 7 Series driver’s braking to following drivers:
In case of burnout of certain exterior bulbs, a nearby bulb (one normally used for a different function) is ‘‘commandeered’’ automatically until the defective bulb is replaced. The Check Control monitor system alerts the driver to the burned-out bulb. With its general lack of decoration and no body-side moldings, the new 7 is notable for its purity of line. Overhangs --- the distances from wheel centers to the ends of the vehicle --- are compact (actually shorter than those of the predecessor, though overall length is up slightly); this contributes to the substantial, yet sporty look. UNDER THE HOOD: A BRAND-NEW ENGINE WITH UNIQUE, PATENTED TECHNOLOGY The new 7 doesn’t merely look new; it is new, through and through. Under the long aluminum hood, for example, is a brand-new engine. While its bore, stroke and displacement are unchanged from the previous (and much praised) M62 unit, the new engine --- designated N62, N for “new” --- makes dramatic strides in torque, power, accelerator response and efficiency. There are detail refinements throughout, but two major new technologies are the main driving force behind the engine’s dramatically improved capabilities. Both of the initial U.S. models are powered by the entirely new 4.4-liter V- 8 engine that produces almost exactly the same power as the current 750iL V- 12 engine, or 325 horsepower; this is a good 15% more than the predecessor V- 8. Equally remarkably, fuel economy is expected to be maintained at about the same level as that of the 2001 740i/iL engine. And response to the accelerator pedal --- one can no longer say “throttle” --- is markedly livelier more spontaneous.
VALVETRONIC: REVOLUTIONARY NEW ‘‘BREATHING’’ CONCEPT Many contemporary automotive engines have variable valve timing, including all of BMW’s. BMW achieves variable valve timing by rotating the camshafts relative to their driving sprockets. Some manufacturers also have systems that vary valve lift, or the distance the valves open. BMW’s new Valvetronic system also varies lift --- but to a far greater, and more fundamental, degree than existing systems. Indeed, Valvetronic varies intake-valve lift to such an extent that it assumes the function of the traditional engine throttle; engine breathing is thus controlled entirely by the valves, and the traditional throttle simply goes away. Thus we can no longer call that righthand pedal on the floor a ‘‘throttle pedal.’’ We might as well go back to the old term ‘‘accelerator pedal.’’ The Valvetronic mechanism sits atop the intake valves on each of the new V-8’s two cylinder banks. Each of the engine’s 32 valves (4 valves per cylinder) is actuated as the camshaft lobe deflects a finger-type rocker arm with hydraulic clearance adjustment. On the intake side, however, there is an additional element between the cam lobe and rocker arm, called an intermediate follower.
Upon contact by the camshaft lobe, this intermediate follower actuates the rocker arm and, in turn, the valve. But the intermediate follower isn’t merely an extra piece between the camshaft and rocker arm. At its top, it is held in place by another sort of cam lobe --- not of a regular engine camshaft, but as part of an eccentric shaft that can be rotated by a servo motor. This eccentric shaft, whose commands come from the electronic engine management system in response to the driver’s accelerator-pedal movements, determines the intermediate follower’s pivot point. The surface of the intermediate follower that transmits motion to the rocker arm is so contoured that according to where its pivot point is positioned by the eccentric shaft, the motion imparted by the camshaft lobe produces more or less motion at the rocker arm, and hence more or less valve lift. Like many ingenious developments, it’s straightforward in principle, though someone had to think it up in the first place. It was BMW engine engineers who thought it up, and BMW has patented Valvetronic. Particulars and refinements of the Valvetronic system follow: Intake valves assume function of throttle. The Valvetronic mechanism varies valve lift in a major way: from 0.3 mm to 9.7 mm. Engine breathing --- air intake --- is controlled by varying this lift. The driver’s foot gives the commands; the eccentric shaft turns to control the intermediate follower’s pivot point; valve lift varies accordingly. At minimum lift, the engine is idling or decelerating; at maximum lift, it is producing full power.
Rocker arms, by the way, are not part of the current V-8 engine; its overhead camshafts actuate the valves via ‘‘bucket-type” valve lifters --- cylindrical components that incorporate hydraulic adjustment of valve clearance. Rocker arms, rather than bucket valve lifters, are essential to the Valvetronic concept.
DOUBLE VANOS: BMW’S VARIABLE VALVE TIMING MAKES ITS CONTRIBUTION TOO In recent years, BMW engines have benefited from VANOS --- Variable NOckenwellen Steuerung, German for variable camshaft control or variable valve timing. Where the predecessor engine had VANOS steplessly variable intake-valve timing, the new one incorporates Double VANOS, affecting the intake and exhaust valves. In response to operating conditions and the driver’s demands for power, Double VANOS rotates the intake and exhaust camshafts steplessly between ‘‘earliest’’ and ‘‘latest’’ valve timing. (These extremes of the timing adjust are 40o apart for the intake camshafts, 25 deg apart for the exhaust camshafts.) As in other BMW engines, Double VANOS enhances the engine’s torque, efficiency and emission control. In the new N62 engine, it operates in combination with Valvetronic to help achieve heretofore unknown levels of performance, efficiency and general operational excellence. FULLY VARIABLE INTAKE MANIFOLD: ANOTHER MAJOR NEW TECHNOLOGY A number of contemporary engines, including BMW’s 2.5- and 3.0-liter inline 6-cylinder units (3, Z3, 5 and X5 Series), employ 2-stage intake manifolds. Generally, these have a flap mechanism that switches between two different paths for air entering the engine: one shorter, one longer. One of the two paths is tuned for low- to medium-speed operation (improving torque and response), the other for high-speed operation (improving top-end power). For the new V-8 engine, BMW engineers have evolved this concept into a fully, steplessly variable intake manifold. To achieve this, the engine team conceived an internal mechanism consisting of two intertwined helical elements which, rotated by an electric servo motor, vary the effective intake length steplessly between 215 and 607 mm (8.5---23.9 in.). Like Valvetronic and the stepless Double VANOS, this manifold concept dispenses with traditional compromises to achieve truly optimum performance. ADVANCED FEATURES CONTINUE: LIQUID-COOLED ALTERNATOR, ALUMINUM BLOCK Continuing an advanced feature introduced about two years ago, the electrical/electronics system of all 7 Series models continues to be powered by a liquid-cooled alternator. Compared to conventional air-cooled types, the liquid-cooled alternator is more compact, produces more electrical power, and is fully encapsulated for exceptional quietness. As before, the engine’s cylinder block is of Alusil --- silicon-impregnated cast aluminum --- for light weight and long-wearing durability. A new feature here is that instead of the aluminum being chemically etched away, a so-called ‘‘soft honing’’ machine removes just enough of the aluminum to leave silicon crystals as the ultra-hard working surfaces of the cylinders. Bore and stroke dimensions are unchanged from the previous V-8. TO COME LATER: A BRAND-NEW V-12 ENGINE FOR THE TOP OF THE SERIES Presently, the 7 Series V-8 (740i/iL) and V-12 (750iL) engines are completely different units; the V-8 is a 4-cam, 4-valve-per-cylinder concept, the V-12 a 2-cam, 2-valve-per-cylinder architecture. In the new 7 Series, the V-8 (745i/Li) and V-12 (760Li) are members of the same engine family, sharing essential engineering and technological elements. Scheduled for fall of 2002 for the 2003 model year, the 760Li will be powered by a V-12 engine called the N73. With 6.0-liter displacement, it is significantly larger than the present 5.4-liter M73 unit, but it is not just larger; it is completely new. MAJOR EVOLUTIONARY STEP: A NEW 6-SPEED AUTOMATIC TRANSMISSION
Over the decades, automatic transmissions have gradually acquired more and more forward gears to accommodate and exploit engines’ ever-wider rpm ranges. After introducing its first automatic in the 1960s, BMW has worked through 3- and 4-speed types to arrive at today’s 5-speed units. The new 7 makes the next leap forward with an all-new 6-speed automatic transmission that is the first of its type. Compared to the previous 5-speed automatic, the ZF transmission’s six ratios provide ---
Remarkably, the new unit is lighter and more compact than the 5-speed it replaces, thanks mainly to a new type of planetary gearset called Lepelletier. A new type of control system, called Mechatronic, combines hydraulic and electronic controls inside the transmission case and thus reduces external wiring. Additionally, a new feature called Standby Control partially disengages one of the internal clutches to reduce fuel consumption and tendency to creep during idling in gear. (More to come about ‘‘creep.’’) In addition to the improved performance delivered by the more powerful engine and 6-speed transmission, there are innovative aspects to the transmission’s operation. Most obvious to the driver is that the transmission selector has migrated from the center console to a position just ahead of the steering-wheel rim. The connection between selector and transmission is electric, not mechanical; the selector provides three basic positions. One pushes the selector in the desired direction; whenever the selector is released, it returns to its middle position:
Because of EPA test procedures, there is a mileage penalty associated with STEPTRONIC; thus this feature is not included on the initial 745 model. Instead, there is a ‘‘limiting mode’’ that provides for driver-controlled downshifting. This is accomplished via the upper right-hand button on the multifunction steering wheel, labeled L/D (for Limit/Drive). Actuation of this button puts the transmission in its ‘‘limit mode,’’ which captures the gear currently engaged as the highest gear the transmission will reach (6th, 5th, 4th, etc.). Then, the driver may drop the transmission down to L5, L4, L3, L2 and L1 by successively pressing either of the twin shift buttons near the steering wheel’s rim. To return to normal automatic operation, the driver need only press the ‘‘L/D’’ button again. Indications for ‘‘L’’ operation and the range currently engaged (4, 3, 2, etc.) appear in a window below the R-N-P-D indicators in the instrument cluster. STEPTRONIC shifting will be included with the V-12 760Li and the models’ 745 Sport Package, both scheduled for later introduction. Continuing a refinement of present BMW transmissions, automatic shifting is adaptive; that is, shift programming automatically adapts to driving and environmental conditions as well as the driver’s driving style. AUTOMATIC HOLD: ‘‘HILLHOLDER’’ OR NO-CREEP FUNCTION Via the iDrive monitor’s Configuration menu, the driver can select the Automatic Hold feature. This automatically holds hydraulic pressure to the four wheel brakes anytime the vehicle comes to a stop, eliminating any tendency of the vehicle to ‘‘creep’’ when the engine is idling and the transmission engaged. The feature can also hold the vehicle stationary when it is stopped on a hill; also, when it is activated the electromechanical parking brake engages automatically anytime the engine is switched off. ‘‘Auto P’’ appears in the instrument cluster when Auto Hold is selected. HANDLING, RIDE AND BRAKING: TRADITIONAL BMW ATTRIBUTES, PLUS The new 7 comes with a generous helping of the advances one traditionally expects of a new BMW: namely, evolution in suspension, steering, brakes, wheels and tires. But make no mistake: The new 7 also propels the road capabilities of the largest BMW Series decisively into the future with fascinating innovations. Body engineering. The unitized body/chassis structure is a decisive influence on the ride, handling and crash safety of any motor vehicle. One does not expect a revolution here, as BMW has been at the forefront of body construction for a long time. However, there are evolutionary improvements over the outstanding predecessor Series:
Aluminum suspension. While maintaining BMW’s unique and proven system of struts and double-pivot lower arms, the front suspension is new in virtually all its components. In the predecessor, only the lower arms were made of aluminum; in the new 7, virtually everything is of this weight-saving, comfort-improving material:
The rear suspension, also evolutionary in the sense that it retains BMW’s 4- link Integral system, makes the evolution to aluminum in ---
Use of aluminum rather than steel in suspension’s moving parts (links and front strut housings) reduces unsprung weight. In terms of riding comfort and handling, this is absolutely the ideal place to reduce weight, for reduced unsprung weight improves the suspension’s ability to respond to bumps and other road irregularities. This can markedly improve riding comfort and, on any irregular road surface, handling as well. It was the current 5 Series --- E39 --- that truly launched BMW’s move toward aluminum suspension systems. Accolades for their combination of ride and handling continue to the present day: in its February 2001 issue, Automobile Magazine had this to say about the 5 Series: ‘‘…and the car’s every movement and nuance seem to be transmitted telepathically to our nerve endings. On the road, these dynamic qualities, in cahoots with an incredible supple ride…’’ [quote goes on to other 5 Series strengths]. The aluminum suspension has similar effects on the new 7 Series’ ride and handling. The new aluminum subframes do not reduce unsprung weight, but do reduce overall vehicle weight for a positive effect on performance and fuel efficiency. Furthermore, the new 7 employs aluminum brake calipers all around, which do reduce unsprung weight. Thus the 7 Series moves to BMW’s most advanced suspension materials and --- as we shall now see --- technology. And not to be neglected here is that the hood and front fenders are of aluminum, contributing to the excellent front/rear weight distribution for which BMWs have long been known. Preliminary data for European models indicate near-50/50 distribution for both 745 models. Active Roll Stabilization. Combining with the evolutionary aluminum suspension, Active Roll Stabilization is a distinctly high-tech suspension innovation. The primary function of Active Roll Stabilization is to reduce body roll in cornering. This improves handling by virtue of improved suspension geometry (wheel angles relative to vertical) resulting from the reduced roll. ARS consists of ---
Whenever the vehicle enters a corner or curve --- or, for that matter, turns in any manner or begins an avoidance maneuver --- lateral acceleration is generated. This is read by the sensor, which transmits a signal indicating the level of lateral acceleration to the ECU. The ECU processes this signal and transmits it to the valve/sensor block. In turn, the valve/sensor block determines the amount and direction of hydraulic pressure applied to the active anti-roll bars to control body roll. The key word here is ‘‘active.’’ Here’s what ARS does:
ELECTRONIC DAMPING CONTROL: UPDATED AND IMPROVED
As in the previous 7 Series, Electronic Damping Control is offered as part of an optional Adaptive Ride Package for discerning customers who want to take handling and ride capabilities to an even higher level. Yet EDC is no longer merely EDC; it is now EDC-K, the “K” being for “kontinuierlich” or ‘‘continuous.’’ In the U.S., however, this system will still be called simply EDC. ‘‘Continuous’’ is better described as ‘‘stepless.’’ The previous EDC switched the shock absorbers among three levels of firmness according to road and driving conditions. The new system controls them to any level of firmness between their softest and firmest settings, and thus more precisely adapts their firmness to the conditions at hand. In particular:
According to Siegfried Kölbel, who has headed development of the chassis technology, the new EDC is ‘‘dramatically better,’’ and EDC was already very good. Kölbel is referring to the system’s overall benefits in terms of combining firm handling with the highest possible level of riding comfort; but in particular, the Sport mode is more sophisticated. Instead of simply setting the shocks to their firmest setting, EDC varies them according to conditions but always keeps them at a higher level of firmness than Normal. A user’s preferred EDC setting can be captured in the Key Memory settings. (Vehicle and Key Memory is BMW’s system of tailoring vehicle functions to customers’ and individual users’ preferences.) REAR AIR SUSPENSION: A NEW PATH TO SELF-LEVELING As with the previous 740i/iL models, self-leveling rear suspension is available on the 745i/Li as part of the optional adaptive Ride Package. However, the self-leveling system is completely new. The new system, with air springs for its self-leveling action, is simpler and lighter than the previous hydraulic system. Air springs replace the rear coil springs; self-leveling is achieved by an electric air compressor and sensors that recognize changes in vehicle loading. Whenever the sensors detect a longerterm change in the ride height at the rear (as with a full passenger load or heavy loads in the trunk), the pressure in the air springs is increased to bring the vehicle back to its normal attitude. NEW TO THE 7 SERIES: RACK-AND-PINION STEERING Although other makers earlier adopted rack-and-pinion steering systems for their luxury cars, BMW has taken a more cautious approach. The challenge has been to achieve the advantages of the rack-and-pinion mechanism while overcoming its one drawback: greater road shock felt at the steering wheel. Rack-and-pinion’s advantages are:
BMW’s 3 Series has long used rack-and-pinion steering; the Z3 Series and Z8 have it too, as do the 5 Series 6-cylinder models and all X5s. For the most luxurious models, including the V-8 5 Series and all 7 Series models, BMW has kept recirculating-ball steering, which transmits less road shock to the steering wheel. Now, careful development has produced a rack-and-pinion system that brings the above advantages to the 7, while meeting the highest standards in isolating road shock from the steering wheel. To enhance the fundamental weight advantage, the rack-and-pinion housing is made of aluminum. It also includes a feature seen on the 6-cylinder 5 Series models and Z8: a variable steering ratio. The rack-and-pinion gear teeth are profiled to make the steering ratio 10.6% ‘‘quicker’’ as the wheel is turned away from the center position. This fine-tunes steering response according to the situation one is in, be it on an Interstate at today’s high cruising speeds or maneuvering into a parking space. Power assist is also variable, via the Servotronic vehicle-speed-sensitive system. This reduces steering effort in parking and at very low road speeds more than the engine-speed-sensitive system of most other BMW models, as is appropriate for BMW’s largest, most luxurious cars. Variable steering ratio and variable power assist are not the same thing; they are two separate features, here optimally complementing each other. BRAKES: AMONG BMW’S LARGEST, MOST POWERFUL YET
The swift, sure stopping power of BMW brakes is legend, so it should be no surprise that The new 7 incorporates one of the most powerful ever employed in a production BMW, plus the most advanced engineering features to optimize their performance. There are also some new braking features that offer appealing, unique benefits. For the first time, all 7 Series models will have ventilated discs all around: up to now this distinction has been reserved for top-of-line 750iL models. All discs are also of significantly larger dimensions than before:
Aluminum calipers have been adopted to reduce unsprung weight; these can be seen as part of the overall ‘‘aluminum suspension’’ theme and the clear benefits it brings to the customer in terms of riding comfort and handling, particularly on uneven road surface. Electronic brake proportioning. Via the Dynamic Stability Control wheel-speed sensors, this system actually measures the amount of slip at each wheel when the brakes are applied, and apportions pressure to the front and rear brakes accordingly. This makes best use of the available braking traction at the tiresand helps distribute brake and tire wear more evenly. The brake proportioningis also designed to prevent over-braking of the rear wheels, and thus help preserve stability, should the ABS malfunction. Dynamic Brake Control reinforces the driver’s pedal effort in emergency braking and thus helps the driver achieve the shortest possible stopping distance. It was already present in the current 7 Series and other BMW models. Electromechanical parking brake. The first of its type in a production automobile, the parking brake is applied electrically rather than directly by human effort. To engage it, the driver presses a button at the lower left side of the instrument panel. The electromechanical brake also functions as an emergency brake in the unlikely event of a failure of both circuits of the wheel brakes: In this instance the driver presses the brake button, and the parking brake then retards the vehicle at a preset, moderate rate of deceleration. Automatic Hold. Described earlier, this is the function that holds the brakes anytime the vehicle comes to a stop, then releases them when the driver steps on the accelerator pedal again. It operates through the regular wheel brakes, not the parking brake. However, if the driver shuts off the engine with the vehicle stopped and this feature activated, the parking brake then engages automatically. Brake-wear display. Instead of a simple warning indicating that it’s time to renew the brake pads, the iDrive monitor offers in its Vehicle menu a display of the estimated mileage at which replacement of the pads will be due. 18-INCH WHEELS AND TIRES STANDARD, 19-INCH OPTIONAL In a dramatic move to enhance the new 7’s handling and appearance, BMW decided to make 18-in. wheels and tires standard on all models for the U.S. market. The 18 x 8.0 wheels in a new Double Spoke design carry 245/50R-18 V-rated all-season tires; as on most BMW models, the spare wheel/tire is a full-use one. V-rated all-season tires are new; previously, the highest speed rating for all-season tires on BMWs was H. To further enhance handling and sporty appearance, optional on both models are even more generously dimensioned 19 x 9.0 front / 19 x 10.0 rear Star Spoke wheels with 245/45R-19 front / 275/40R-19 rear performance tires. STABILITY-ENHANCING TECHNOLOGY: A NEW CAPABILITY CALLED DYNAMIC TRACTION CONTROL It has always been possible to de-activate BMW’s All Season Traction (earlier models) or Dynamic Stability Control (all current models) via a console switch. The new 7’s DSC system adds a new capability, called Dynamic Traction Control or DTC. DTC improves the vehicle’s utilization of available road traction under specific conditions, including ---
Via the iDrive monitor’s Configuration menu, the driver may either fully deactivate DSC, or activate the DTC mode. With DTC selected, the tractioncontrol logic is reset to allow more wheelspin. With DTC selected, DSC’s stabilizing action is reduced somewhat to favor the traction priority, but not completely de-activated. When DTC is selected (as also when DSC is de-activated), the DSC indicator in the instrument cluster flashes to remind the driver. If the vehicle reaches a speed of approximately 43 mph, normal DSC operation is re-instated until speed once again drops below this threshold, at which point DTC operation resumes. When the engine is shut off and re-started, the system defaults to full DSC operation. iDRIVE: THE NEW WAY TO COMMAND BMW Contemporary automobiles --- particularly luxury cars --- pose an evergrowing challenge to their designers: how to accommodate the extensive functions that modern technology offers without overwhelming the driver and creating a driving environment cluttered with controls. iDrive is BMW’s solution to this challenge. By dividing the vehicle’s control environment into two areas --- Driving and Comfort --- iDrive separates those functions that pertain directly to vehicle operation from those that relate more to occupants’ comfort and well-being. THE DRIVING ZONE
The basic driving functions have not changed in any fundamental way. As always in BMWs, all primary driving controls are clustered around the steering wheel --- now including the automatic-transmission selector, which has been moved from the center console to a position that allows fingertip operation from the steering wheel. Similarly, functions that drivers and front passengers use often --- basic climate and audio controls --- are also in their customary places, and operate in familiar ways. The ‘‘primary area’’ of iDrive, as it is that area most directly associated with driving. It is composed of the following elements: New multi-function remote control. The remote control no longer includes a conventional key for insertion into the ignition switch. Instead, one inserts the remote itself into a slot. The remote includes all functions of the current remote, including ---
The choice of whether all doors, the trunk and the fuel-filler door unlock at once, or the driver’s door first, is also programmable on the iDrive Configuration screen. A small ‘‘reserve key’’ is carried inside each remote (two remotes are supplied with each new vehicle; the Key Memory can accommodate up to four remotes). Its primary function is to lock the center-console compartment separately, but it may also be used in a conventional lock in the driver’s door, but it is not designed for constant use. Start/Stop button. After inserting the remote into slot, the driver actuates the adjacent Start/Stop button to start the engine and turn on the instrument lighting. 1-touch starting, which allows the driver to start the engine with just a quick touch of the button, continues as a standard 7 Series feature. The Start/Stop button is also used to switch off the engine. The brake pedal must be depressed for the Start/Stop button to start the engine. If it is not, the button can be pressed alternately to switch on the accessory or ignition current (these correspond to BMW’s traditional ‘‘1’’ and ‘‘2’’ positions) and to switch everything off again. Electric transmission selector on the steering column, the L/D selector on the steering-wheel face, and the downshift buttons near the steering-wheel rim. Note: the main selector is electric, not electronic. Other steering-column stalks. Like the transmission selector, the other steering-column stalks (there are four in all) operate electrically rather than mechanically, always returning to their central position after being actuated in one direction or the other. Main instruments with LCD displays. In a perfect combination of BMW tradition and iDrive future, the entire instrument cluster --- including the speedometer and tachometer faces --- is available for the many warnings, indicators and displays that help keep the 7 Series driver informed of what’s going on with the vehicle and environment.
For example, in the tachometer face the main and trip odometers are not displayed permanently, but can be called up when desired; when the ignition is first switched on, the Service Interval Indicator briefly shows the mileage remaining until maintenance is required. The fuel gauge (in bar-graph style) appears only when the fuel tank reaches its reserve level. Onboard Computer, Check Control and GPS Navigation indications can appear in the tachometer face; those for GPS Navigation give visual instructions and location information closer to the driver’s direct line of sight than the more extensive GPS display in the monitor. Many other indicators, including those for the transmission range and gear, turn signals, high beams, outside temperature, and clock, are displayed to the driver as appropriate in the cluster. Illumination of the cluster, which is used day and night, automatically adjusts to ambient light levels (transmissive at night, reflective in daylight). As in the M5 and M3, the tachometer’s warning field varies according to engine temperature, indicating a low rpm limit when the engine is cold and increasing this limit as the engine warms up. Electromechanical parking brake and Automatic Hold. Described earlier, these innovations are also part of the iDrive system’s Driving area. Programmable cruise control. With the vehicle stationary, the driver can preprogram up to six desired speeds, corresponding to various speed limits or driving preferences, and then retrieve them at any time by pushing the stalk forward or pulling it rearward past a detent. Thus, for example, if one had programmed 55 mph and was entering a ‘‘reduced speed’’ zone where the limit is 55, one would pull the stalk rearward past the detent until the preset 55 (as indicated by an arrow in the speedometer face) is reached. The current speed can also be captured as one of the programmed speeds. THE COMFORT ZONE This extensive set of functions, or ‘‘secondary zone,’’ is positioned centrally in the front occupant compartment. Though characterized as the Comfort Zone, it actually encompasses a wide range of comfort, convenience and informational features and also presents users with some interesting and highly useful choices in how certain features and functions operate. Here, BMW has applied the well-developed and proven concept of the Navigation System that has been standard on the previous 7 Series and optional on many other BMW models: a color monitor with control menus, and a controller. The main conceptual differences here are that more functions than ever are controlled in this manner, and that the controller has migrated from the monitor panel to a central position between the front seats. A further refinement is that the controller is endowed with force feedback: According to the functions it is currently controlling, it communicates to the user an appropriate tactile feedback. The controller is equally accessible to the driver and front passenger, and is finished in high-quality satin aluminum. THE MENUS: EIGHT ‘‘COMPASS POINTS’’ Each time the remote control is inserted into the ignition lock, the monitor displays its start menu. This shows the eight directions in which the controller can be moved to select the control menus, and the names of these menus appear in the border of the monitor screen. Beginning at ‘‘north’’ (top) and proceeding in steps of 90o around the monitor, the primary menus are:
The secondary menus are at ‘‘diagonal’’ positions of the compass. Beginning with ‘‘northwest’’ (top left), these are:
Dynamic Traction Control, operation of central locking system and other functions; selection of units of measurement (i.e. miles per gallon or liters/100 km, 24- or 12-hour clock, o F or o C, etc.) and language, setting date and time, and others. THE MENUS ONE-BY-ONE
Communications. Memory phone dialing and other functions: similar to those in today’s Navigation System. Navigation. Encompasses the Onboard Computer and GPS Navigation.
Entertainment. In addition to basic audio controls on the instrument panel, extensive functions (FM/AM/CD selection, radio tuning and station presets, tone, DSP of optional Logic 7 system, etc.) are available on this screen. Climate. Frequently used climate controls are permanently located at dash center, more rarely used settings are in the Climate screen. After selecting this screen, one may override the automatic airflow settings by setting preferred flow levels and relative temperature levels to defroster, dash vents and footwells, for the driver’s and passenger’s side as always in 7 Series models. Airflow and temperature are depicted graphically in the monitor. A new and unique feature here is the ability to vary the relative heating levels of the available heated front seats’ cushions and backrests by as much as 5 deg F; the heating levels are depicted in a graphic of the seat as this is done. BMW Assist. Basically familiar from the current Navigation System screen, this screen is the simplest of all, offering three choices: BMW Roadside Assistance, Emergency Assistance, and Vehicle Position as determined by the onboard GPS equipment. Vehicle. A highly useful menu, including ---
Help screen (Information). Appears in a split screen with other screens; the user puts the cursor on a function on the screen in question, and sees its explanation on the adjacent help screen. Configuration. Here the user has choices regarding the human/machine interface. One can choose the units in which information is displayed, such as mpg, liters/100 km or km/liter; a 12- or 24-hour clock; or the language in which all displays read (English, German, French). This is also the screen where one can ---
These functions automatically become associated with the remote currently inserted in the ignition switch. When present, the optional Tire Pressure Monitoring is always active. Should the system note a loss of pressure in any tire, a diagram of the vehicle appears in the monitor. If all tires have gradually lost pressure (as is normal with any tire), the tires in the display change from their normal green to yellow. If an individual tire loses pressure, that tire is displayed in red.
OTHER INTERIOR FEATURES: LUXURY, CONVENIENCE AND TECHNOLOGY Throughout The new 7’s cabin, just about everything is new and much is innovative. Stepless door checks. Even with the 2-position door checks of current BMWs, how many times have we wished for another place to hold the door open so that we could get in or out while avoiding hitting a wall or pillar with the door? The new door checks are hydraulic and stepless, holding the door at any position to which the occupant opens it. They are effective with the vehicle pointing uphill up to 10 deg leaning to one side or the other up to 6 deg Soft-close doors are available as part of the Convenience Package; More space inside. Model for model, The new 7 is slightly longer (1.8 in.), wider (1.6 in.) and taller (1.4 in.) than its predecessor, but its wheelbase (117.7 in. for the 745i, 123.2 in. for the 745Li) is a substantial 2.3 in. longer. These gains in vehicle size translate to 0.9 in. greater shoulder room in the front compartment and 0.6 in. greater rear head room. Though not dramatic increases, these are significant and mean even greater space than in the roomy predecessors.
Multi-function steering wheel with new functions. The multi-function steering wheel, a concept familiar from the current 7, 5, 3 and X5 Series, continues and evolves. Brand-new are buttons at the rim for downshifting the transmission through its ‘‘limit modes,’’ described earlier. As before, the steering wheel is power-adjustable by 2.0 in. in tilt, 3.1 in. telescopically, included in the memory system, and equipped with auto tilt-away for the driver’s entrance and exit. Auto-dimming inside and outside mirrors now standard. Formerly part of the optional Convenience Package. Seating: new choices, new control locations. The head restraints are newly coupled with fore-aft seat adjustment: farther forward (shorter driver), lower head restraint and vice versa. (Fine adjustment of the head restraints is manual.) Counting the head-restraint movement as a power adjustment, the front seats are 14-way driver / 12-way passenger, including 4-way power lumbar. The standard memory system captures preferred positions for the driver’s seat, steering wheel, outside mirrors and safety-belt height. Front Comfort Seats with expanded functions. As before, Comfort front seats are standard in the long-wheelbase model (now 745Li) and optional in the regular wheelbase 745i. While retaining the distinctive separately adjustable upper backrest section, they add significant new amenities:
In contrast to the standard seats, fine adjustment of head-restraint height is powered. The restraints include fold-out sides that help support the head of an occupant using them as headrests, as for example when sleeping. Further front seating options. The following options can be combined with either the standard 745i seats or the Comfort seats:
New seat controls. Power seat controls are newly located on the sides of the front center console and (with optional rear seating) rear center armrest. They are also newly arranged, each set with a ‘‘menu’’ and a ‘‘motion switch.’’ The ‘‘menu’’ consists of pushbuttons representing the various portions of the seat; the portion to be adjusted is selected by pressing its button. The motion switch can be pressed upward or downward, or rotated as appropriate to the desired motion. Preferred seat settings for individual users can be programmed by the BMW center in the Key Memory system. The memory buttons are also on the console sides, as are controls for the available seat heating and ventilation. Multifaceted console compartment. Between the front seats is an uncommonly spacious console compartment with dual, opposite-opening, lockable lids. The compartment is climate-controlled and illuminated; it holds the phone handset, a coinholder and the trunk-release lockout. New power-window controls with lift-to-close, push-to-open switches and a new refinement: As each window approaches fully closed or open, it slows down gradually. This reduces any noise at these points. Automatic climate control. In its range of functions, the climate-control system is essentially similar to that of the previous 7 Series
Audio systems. The base 10-speaker, 180-watt audio system comes with an in dash single-disc CD player; a cassette player may be substituted at no extra cost. Consistent with the climate system, the audio controls likely to be used most frequently are ‘‘out in the open,’’ centrally located on the dash; other, less frequently used, controls are found in the monitor and selected via the ENTERTAINMENT screen. Standard BMW Cellular Phone System with Mayday feature and Telecommander. BMW’s CPT 8000 Timeport phone system is standard, and includes the following features:
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