DRIVEN: 2016 BMW 7 Series Prototype Tech Overview and Quick Drive
April 17, 2015
By: Jake Holmes
MIRAMAS, France -- BMW freely admits it benchmarked the Audi A8 and Mercedes-Benz S-Class when developing its new 2016 BMW 7 Series. The present generation of BMW’s full-size luxury sedan went on sale in late 2008, well before the current A8 and S-Class debuted, so it was long overdue for serious redo. Not surprisingly, BMW says the latest 7 Series will have what it takes to tackle its German rivals head on, thanks in large part to it being lighter, more comfortable, and easier to use than the outgoing model.
A carbon diet
The 2016 BMW 7 Series, codenamed G12, employs technology similar to BMW’s Project i cars (the i8 and i3) to help it shave weight over its predecessor. Like in the production of those cars, carbon-fiber reinforced plastic (CFRP) parts made in Moses Lake, Washington, are shipped to Germany for final assembly. But unlike the i cars, only part of the passenger compartment is made from the lightweight material. Instead, the new 7 Series features what BMW calls a Carbon Core design, where strategic placement of carbon-fiber elements helps increase strength and crash protection, all while dropping pounds.
We had a chance to test out all the new suspension updates around a handling course and came away suitably impressed. First, we dialed in Comfort Plus mode to see just how luxurious a ride the suspension provides. This setting adjusts the dampers and anti-roll bars to their most comfortable mode, allowing the 2016 BMW 7 Series to float over choppy pavement. Though there's a moderate amount of noise from the 245/45/R19 Pirelli P-Zero tires, the ride in our car was serene even over broken, deteriorating concrete. Switching to Comfort (the car’s default driving setting) reduces body movement over rough pavement, but it’s still a remarkably plush ride.
Finally, we tried Sport mode, which sets the anti-roll bars and dampers to their stiffest settings and lowers the air suspension by 0.39 inch. The car dove through a coned-off slalom far more eagerly, enabling us to arc through turns quicker and with less body roll. The overall ride is still quite good, a trait BMW attributes to keeping the air springs relatively soft and dialing in more aggressive damping. Calling it “sporty” handling is a stretch, but the car is much more composed than its soft ride quality may imply.
2016 BMW 7 Series Prototype First Drive
Carbon Fingerprint: BMW Pioneers the Carbon-Fiber/Steel/Aluminum Unibody
By Frank Markus | April 17, 2015
The Drive
At last -- the moment I've been waiting for. The test cars are rear-drive 740Li models fully equipped with Executive Drive Program and Integral Active Steering, riding on 245/45R19 Pirelli P Zeros. My first laps of a rolling, twisting handling circuit were made in Comfort+ mode, which seemed to provide Benz S-Class levels of isolation, with a bit more float than I'm accustomed to from the Roundel. This is how the Asian markets prefer their chauffeured conveyances to feel. Stepping back down to the default Comfort mode buttons things down to a more familiar Euro-plush connectedness. Steering effort remains light, and negotiating the few near-U-turn maneuvers never requires more than 180 degrees of lock with the help of the rear steering.
Then our convoy quickens the pace and selects Adaptive mode. By the first time I trail-brake into a turn the steering has stiffened up noticeably (while still conveying subtle messages about the level of grip on our damp track), and the transmission is resisting its instinct to grab the highest possible gear. Cornering is flatter and road surface texture is more noticeable. This is the setting I'd use most often. We eventually switch to a different, faster track and try the top Sport mode, which lowers the body by 0.4 inch and further restricts the amount of permissible roll. Ride quality is slightly sharper and the throttle and transmission programming is notably more aggressive, but clearly each setting has been designed to be every day livable -- not just a "hey, look at this" parlor trick of temporary kidney trauma. Brake pedal feel and response is near ideal in the first car I sample, way too grabby in the second, so hopefully the former is closer to production intent.
First drive: 2016 BMW 7-series prototype
April 17, 2015
Caveats aside, the prototype was an extraordinary driver at all speeds, with the rear steering function and lightweighting measures combining to make the car feel a full size smaller than it was. Though not exactly the mythical M7 fanboys covet, the 7-series did things a luxury car shouldn’t be capable of when driven in anger. Stability, steering response and body control are the best we’ve ever experienced on a full-size Autobahn bruiser.
The immediate question is, how does the new 7-series compare to the Mercedes-Benz S-class? That’ll have to wait for a detailed side-by-side drive. We can fairly say that BMW may be in the final stages of developing the best driver’s luxury car on the market, if not the most luxurious luxury car on the market.
Trying to focus so much on driving dynamics/handling w/o providing what the majority of the luxury market wants was a mistake, and winning the driving dynamics/handling crown is even less important for the flagship class.
But even so, will be interesting to see how things shake out btwn the CT6 and new 7 Series (that is, until the Porsche is ready w/ the next gen Panamera).
Doesn't look to be significantly different. The use of i-Series technology is interesting and not unexpected.
And as always, its a technological tour de force.
CT6 should be able to hold its own no problem, in terms of performance. In terms of everything else? Im not so sure.
Doesn't look to be significantly different. The use of i-Series technology is interesting and not unexpected.
And as always, its a technological tour de force.
CT6 should be able to hold its own no problem, in terms of performance. In terms of everything else? Im not so sure.
When is the expected on sale date? Should be very interesting to see how this impacts the currently runaway S-class sales. How well they nailed the "luxurious" part will impact that far more than the performance part.
I don't see that the 7 offers anything special over the CT6 in terms of technology or chassis development. Not to mention, it's nothing to look at. However, it seems that there was more focus on the details and luxury experience.
The CT6 is going to have its work cut out in terms of positioning. The CT6's interior and luxury experience had better stack up with the competition. The lines are already blurred with the CT6. Cadillac needs to fix that right away and cultivate the right story.
I think Cadillac has an opening here. This 7 is already being touted as the best large drivers car and people are impressed by the dynamics. The CT6 needs to surprise them even more. Cadillac needs to make it clear that they write the book on dynamics now, regardless of vehicle size. That's why I think a CT6-V is so important. There is no M7. It would allow Cadillac to crystallize the notion of a large, dynamic performance vehicle and slide into a space that really isn't occupied.
The sixth-generation 7 Series isn’t made entirely of carbon fiber reenforced plastic, but combines the best attributes of steel, aluminum and CFRP to make the body shell 88 pounds lighter than the current car’s, while the overall weight got pushed down by “up to 286 pounds.” That’s one heavy pig saved right there.
Carbon fiber isn’t necessarily replacing the metal in the 7-Series, but acts as bracing and an energy deflector all over the safety cell, which allows BMW to use less of the heavier steels and more lightweight aluminum throughout the car.
All this is pretty revolutionary. BMW’s Carbon Core basically pushes Audi’s hybrid spaceframe idea to a whole new level and is years ahead of what Cadillac just came up with for its next generation of supersedans.
At the end of the day, lightness and safety has to be the two most important goals of every carmaker, and with BMW’s new 7 Series, the game is more on than ever.
BMW's technology is a spinoff from their iSeries. So, any company that doesn't know it was happening is blind.
Cadillac was right in using advanced materials for CT6. It gets them in the game early. But the lead is short-lived. A8 is coming, and it already is all- aluminum.
What Mercedes does with the S will be telling. They did manage to save weight in this current iteration, but it is still largely steel.
And yes, it does manage to outsell the next 3 largest competitors... combined.
Hmmm.... the biggest weight loser is about the old and uber bulky - and pig heavy plus 4.4L V8 replacements and substitutions.
Ain't half as sexy as it sounds - the 88lbs is just as significant if not more so than the 286lbs.
****
Ford must be nervous.....
And for those naive enough to compare the mass / mass savings of CT 6 to some other older AL intensive whatever .... you have got to be kiddin' Also... you definitely have a lot to learn.
I think we will need to see the actual curb weights and comparisons when these two cars come out (CT6 & 7 Series). Otherwise there is to much corporate chest thumping going on to know who has the real advantage.
Weight reduction is aimed at reducing fuel consumption and emissions - manufacturers/brands/models will adopt different ways of reducing those critical figures.
So how do the fuel consumption / emissions figures stack up ?
Where - and what did that get them - in terms of then and today ?
****
Wanna compare all the relevant other ?
Starting with process environmental - and then going up and thru measured non measured interior space + impact protection standards and performance + the extra equipment and kit carried by the CT 6 ??????
Oh and all kinds of cost and efficiency measures ?????
I mean yeah, a Zero was lighter than a Spit - 'so what' seems to cover it - yes ?
Seems some of you are hellbent on knockin' Cadillac / GM's mighty fine so far accomplishment down very artificially while also subscribing to one thing ( compounded by a very different location on the timeline ) has to be better than another.
Obviously that is BS as well - or we wouldn't have 'EcoBoast' now would we -
7series with their weight loss is still heavier than Cadillac CT6. Audi's next gen Chassis is the only real competitior. The CT6 is lighter (probably stiffer) than the Jaguar XJ Short-wheel base entry model which is smaller than the CT6 in size. Heck, CT6 is within 150lbs of the XF... S-class is a cow and I still love that cow but none the less its a cow.
Obviously with what we are hearing today and where from.... GM evidently has seized the Aluminum / LW whatever advantage - and now we see the battle for the talking points and perception bending.
And yes, this takes a bit of the glow off the AL F150 - shares the spotlight if not more ..... yes ?
Meanwhile, one is fully reminded by CT 6 of what Marchionne said about the AL F150 and '- ........... better uses of Aluminum'.
"BMW Just Kicked Everybody's Ass With Its Carbon Fiber 7 Series"
Cool... Premature AND misleading.
Pretty typical for a GMI post extolling the virtues of the competition.
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