It’s coming up on nearly a decade since BMW launched its first two hybrid models, the X6 ActiveHybrid and the 7 Series ActiveHybrid. It’s safe to say that neither of those vehicles were particularly impressive from either an efficiency or sales standpoint. The X6 was the lone BMW output of a failed partnership between General Motors and what started as DaimlerChrysler to commercialize the two-mode hybrid system GM originally developed for buses. The 7 series was a mild hybrid spawned from a separate deal with Daimler. Today, BMW has a whole range of hybrid models that have leveraged lessons from the Project i electrification program including this 740e that I just spent a week with.
BMW currently has four different electrified propulsion systems including two that dedicated plug-in vehicles, the battery electric setup in the i3 and the mid-engine plug-in hybrid in the i8. There is also a transverse engine plug-in hybrid system in the European 2 series Tourer and the upcoming Mini E Countryman. The most widely used variant is a longitudinal engine plug-in hybrid currently available in the 330e, 530e, X5 and this 740e.
Each of these uses BMW’s turbocharged 2.0-liter four-cylinder paired with an eight-speed automatic transmission and an electric motor sandwiched in between. In the 740e, the engine generates 255-hp and 295 lb-ft of torque while the electric motor produces 111-hp and 184 lb-ft that is available from 0 rpm. Under the floor of the 14.8 cubic foot trunk sits a 9.2-kWh lithium ion battery. Tractive effort is sent to all four wheels as needed which also helps with maximizing the amount of kinetic energy that can be recovered by drawing it in through the front wheels under braking.
In prior generations, the 7 Series has been offered in two wheelbase lengths, but since the current generation launched in late 2015 only the longer edition is available in North America. That means that this is a very large car with a 126-inch span between the axles and 206.6-inches between the extremities of the bumpers. While BMW has integrated an array of ultra-high-strength steels, aluminum and even carbon fiber bits in the structure of this 7 Series, basic physics means that any machine this large and loaded with so many amenities is going to have some significant mass. At 4,700 pounds, the all-wheel-drive, plug-in hybrid 740e is some 550 pounds beefier than the rear-drive 740i but all things considered that’s not terrible.
With the combined gasoline and electric propulsion, BMW claims a 0-60 sprint of 5.1 seconds and while I didn’t clock the 740e, that number certainly felt utterly plausible. The 740e isn’t going to out-drag a ludicrous mode Tesla, but aside from the extra distance required because of its size it won’t ever struggle to complete a pass or merge onto a freeway. Even when driving in electric-only mode, the instant torque moves this behemoth away from a stop adequately enough that you aren’t going to be holding up traffic behind you.
Whenever I returned home I plugged in the 740e so in about 200 miles of driving over the course of a week, 79 miles was on battery alone with most of the rest coming on the highway. With sufficient charge, the 740e is capable of moving along at 70+ mph on just electrons but it will certainly drain the battery faster and it’s not the most efficient way to move. Thus, it mostly switches to running the turbo four-cylinder at higher speeds. The transitions between electric and hybrid propulsion are completely seamless and even with the engine running, this car is impressively quiet as you would expect in this class.
Back in 2010, the high end brand from the BMW Group revealed a concept version of the Rolls-Royce Phantom dubbed the 102EX. The electric Phantom had a claimed 124-mile range and Rolls-Royce took it around the world showing it to owners. They opted not to produce it at the time because it was claimed that owners felt it had insufficient range. This always struck me as somewhat dubious since most Phantom owners are driven around and are more likely to take a private jet for longer trips than the car. Regardless of why a Phantom EV wasn’t built before, a plug-in version is almost certainly coming in the new generation that debuts later this year. The combination of the plug-in electric drive of this 740e perhaps paired with BMW’s lovely inline six-cylinder would make an almost ideal combination for the big Roller.
From a design perspective, the new 7 is consistent with other recent BMWs. The headlamp clusters now butt up against the chrome surrounds of the grille and small vents sit behind the front wheel arches. It’s instantly recognizable as a BMW and lacks the controversial elements of the Chris Bangle design era. At the same time, it’s been toned down to the point of almost being generic. Personally, I prefer the proportions of the standard wheelbase variant, but short of a Phantom there aren’t a lot of straight from the factory sedans that offer more rear seat stretch out space than this long wheelbase 7.
The ride quality of the 740e is wonderfully compliant, soaking up even the worst roads without any feeling of floatiness. While I certainly wouldn’t characterize this as a driver’s car, if nothing else because of its immense size, neither is at anything like the big American land yachts of yore. For someone looking for a big comfy ride that isn’t ostentatious either in its appearance or its consumption of fossil fuels, the 740e is an excellent option.
The obvious question to ask is why should anyone choose the 740e over a Tesla Model S at the same price range. It all depends on what you are looking for in a car. The Tesla is certainly quicker in a drag race, but how often are you going to do that. From a luxury perspective, while Teslas are priced accordingly, they have never had the sort of fit and finish, materials or amenities you’ll find in the big Europeans. The big 7 also offers substantially more room inside, especially in the rear compartment. The Model S has 94 cubic feet of passenger volume, about the same as a 3 series or Audi A4 while the 740 has 114 cubic feet. If the owner’s choice is to employ a driver rather than handling the wheel, the BMW is the better choice. The 2017 BMW 740e starts at $90,700 and my tester stickered at $101,000.
https://www.forbes.com/sites/samabuelsamid/2017/07/01/2017-bmw-740e-iperformance-the-100000-luxury-econocar/
2017-07-01T12:33:00+00:00