Options: Rear Executive Lounge Seating package, $7250 Executive package, $6550 BMW Individual Composition, $5450 Frozen Deep Grey paint, $5000 Bowers & Wilkins Diamond surround sound, $4800 Driving Assistance Professional package, $2100 21-inch wheels with summer tires, $1300 solar-reflecting laminated glass, $1300 M Sport Professional package, $950 Parking Assistant package, $900 Luxury Rear Seating package, $600 interior camera, $100įront Motor: current-excited synchronous AC, 255 hp, 269 lb-ft Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan The system works well, although the car occasionally wanders in the lane. Of course, there are many cameras and sensors to see for you, and the i7 is capable of hands-free driving on the highway under certain circumstances. ![]() A warning pops up in the central display, prompting the driver to ensure that the seat is not blocking the view of the side-view mirror, but it's not immediately clear what to do to remedy the situation. The $7250 Rear Executive Lounge Seating package includes a reclining passenger's-side rear seat with an ottoman function that shoves the seat in front of it all the way forward to serve as a footrest. Unfortunately for the driver, the screen obscures the rearview mirror entirely, and there's no digital-camera mirror available to help you see what's behind you. ![]() Theater mode deploys the 31.3-inch screen for the rear seat and raises the rear-window shades to create a cocoon for watching Netflix. Some modes even automatically activate the massaging seats, open or close the sunroof shade, and change the interior displays and ambient lighting.īMW wants the i7's cabin to provide an immersive experience, and it's almost too successful. The level of regen in D is also configurable, and there are numerous driving modes that adjust the air springs, adaptive dampers, and accelerator response. We didn't use the brake pedal much on the street, though, opting instead to shift into B, which enables one-pedal driving. Riding on Pirelli P Zero PZ4 summer tires and optional 21-inch wheels, the i7 also outperformed the EQS at our track by significant margins, with a strong skidpad result of 0.93 g and a short (for three tons) 70-mph stopping distance of 159 feet. Wheel control is impressive, body motions are well damped, and ride quality is impeccable. It inspires confidence when pointed straight ahead, but the steering lacks feel when you change direction. Composed and imperturbable, the i7 wafts along without floating. So, the battery-powered i7 shares its body, underpinnings, and platform with the latest-generation gas-powered 7-series.Īnd yet, the i7 hides its heft well, furthering our suspicion that BMW has reassigned its best chassis engineers to work on EVs. ![]() BMW, meanwhile, after retiring the carbon-fiber-intensive i3 and i8, appears to be moving away from the strategy of giving EVs dedicated platforms. Mercedes, typically sober and conservative, has gone all science fiction with its stand-alone EQ blob-shaped electric models. The two automakers' divergent approaches to EVs have already shifted traditional roles. The 7-series is the Bavarians' Mercedes S-class fighter, and it has often struggled to find footing against its rival, which has come to define the term "flagship sedan." Could battery propulsion offer the opportunity to turn the tide? Plus, if you want a sporty BMW, you can still get an M2. ![]() But we're not wringing our hands over this couchification, because a 7-series doesn't claim to be a sports sedan. Given BMW's trajectory, it's only logical that the brand's latest flagship is a three-ton behemoth with a movie-theater screen and a hands-free driving mode. From the June 2023 issue of Car and Driver.
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