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By Karl Brauer, Editor in Chief, Edmunds.com
Date posted: 06-27-2002
No one would deny that BMW has taken a bold move with its 2002 7 Series, but beyond
that rather simple-minded statement, you'd be hard-pressed to find agreement over
the company's latest luxury sedan. For the mainstream automotive press, the general
consensus is that the 7 is, well, controversial.
Ask BMW representatives for their take on the industry's response to the 2002
version and they'll likely tell you that the 7 Series was not meant to please
everyone. After all, BMW prides itself on setting trends, not following them,
and many of today's premium vehicles portray obvious BMW styling and design cues.
Does this mean that in three years luxury sedans will look like the one pictured
here? Probably not. Recent glimpses at BMW's next 5 Series prove that even the
folks in Munich aren't completely ready to stake the company's future on this
flagship.
Thankfully, whether one adores or abhors the 2002 7 Series from a visual standpoint,
it only takes a few minutes behind the wheel to confirm that the car's basic BMW
genes are intact.
Actually, it might take more than a few minutes, depending on how quickly you
grasp the functioning of the ignition "key" and start procedure. The key is similar
in shape to what an Audi or Volkswagen key looks like when the toothed metal portion
is folded into the roughly rectangular plastic fob. But instead of deploying a
metal rod, inserting it into an ignition switch and rotating the key fob, the
7 Series offers a large, vertical dash-mounted slot that almost completely swallows
the entire key fob. Once the key is pressed into place, a second press shuts down
the vehicle and ejects the key when it's time to exit the vehicle.
With the key inserted, a start button, much like the one in Honda's S2000 or BMW's
own Z8, is used to fire the 4.4-liter dual-overhead cam V8 engine. The drivetrain
features all of BMW's latest techno-wizardry, including Valvetronic Double-VANOS
variable valve timing and a variable intake manifold. This system replaces the
traditional throttle system because it can control the engine's power by simply
adjusting the intake valve timing. The result is improved horsepower, improved
gas mileage and superior throttle response, imbuing the V8 with a healthy 325
horsepower and offering fuel mileage of 18 mpg in the city and 26 mpg on the highway.
Part of that high-mileage figure is due to the vehicle's advanced six-speed automatic
transmission. An "adaptive" feature in the transmission allows it to adjust shift
behavior for specific driving styles, though we sometimes felt it was a bit slow
to downshift. Far more annoying was the "manual" mode that isn't really manual
at all. By pressing a button on the steering wheel hub you can put the transmission
into "L" mode, which apparently stands for "Low." In this mode, either chrome
steering wheel button (one each located at the "10" and "2" positions just inside
the steering wheel rim) allows the driver to downshift from his current gear.
The buttons do not allow for manual upshifting. After reading through the owner's
manual, it was apparent that, in some countries, these buttons perform as they
should, meaning one button works to downshift the transmission while the other
is used to upshift. Why Americans were given the "lite" version of an automanual
mode makes little sense. BMW says a real automanual is destined for U.S.-bound
cars "in the future."
We can report that when the transmission up- or downshifts, it does so with a
refined elegance and positive engagement rarely experienced in a four-wheeled
conveyance. Under full throttle, the 4.4-liter's broad powerband, combined with
the transmission's six forward gears, effortlessly allows the car to reach speed.
Zero to 60 mph occurs in 6 seconds flat, with the quarter-mile coming in 14.5
seconds at 97 mph.
While these numbers are impressive for a 2-ton luxury car, they can only be appreciated
in the context of the 7's cabin, where even a near-100-mph test run at a private
facility feels like a walk in the park. Wind noise is almost non-existent at such
speeds, though anything over 40 mph will produce varying amounts of tire rumble
(depending on the driving surface) from the car's optional 19-inch wheels and
low-profile Michelin Pilot tires.
Handling and braking dynamics are similarly sublime, with 60-to-0-mph stopping
distances at 110 feet and average 600-foot slalom speeds staying above 63 mph.
But again, as with the acceleration numbers, you can't get the whole story from
simply glancing at a spec sheet. Where the 7 Series excels is not in pure performance
but in the stately manner maintained throughout its luxury mission. Steering feel
is standard-issue BMW with relatively high weighting and excellent feedback. Several
staffers found the car a sheer delight to drive. And while it may be a stretch
to call the 745i nimble, words like confident and dynamic are perfectly
suited to the sedan.
Much of the 7's handling prowess comes via two active suspension systems called
Active Roll Stabilization and Electronic Damping Control; both are standard on
all 7 Series models. Active Roll Stabilization uses hydraulics to stiffen the
sedan's roll bars while the step-less Electronic Damping Control works to smooth
the ride over varying road surfaces. Both systems improve ride and handling quality
and can be combined with yet a third optional system called Adaptive Ride Package
that features a self-leveling rear suspension (our test car did not have this
option). It should be noted, however, that medium to large bumps can produce an
occasional jarring sensation if you opt for the 19-inch wheel-and-tire package
that our test vehicle had.
Never jarring are the supple front and rear seats found inside the 7's cabin.
The front seats offer a multitude of adjustments, though the controls (located
on the side of the center console) take some getting used to. The front seats
are remarkably comfortable, as is the rear seat. The rear seatback contours perfectly
support your lower back and shoulders while headroom and legroom are abundant.
Go for the 745Li and you'll get 5.6 inches of increased wheelbase, most of it
going into rear-seat legroom for those occasional NBA chauffeuring runs.
Our 745i had the optional Cold Weather Package that gave us heated front and rear
seats, along with a heated steering wheel and a ski bag pass-through between the
trunk and rear seat. It also had the optional power rear window and side window
sunshades that can be deployed individually or all at once, depending on your
rear passengers' level of UV tolerance.
The primary control mechanism for the 7 Series' numerous luxury features is the
much ballyhooed (and pooh-poohed) iDrive system. Despite the swirling controversy,
we approached iDrive with an open mind and tried to perform some basic functions
without cracking the owner's manual or calling a BMW representative. With minimal
fussing, we were able to operate the navigation system, program the radio station
memory slots and adjust tonal controls. We also programmed the seat memory and
utilized the basic climate controls. We should point out that not all of these
items require iDrive interaction. In fact, the basic climate controls are located
in the center of the dash and couldn't be more straightforward. Higher level features,
such as telling the car to "ventilate" the interior at a pre-determined time (like
just before the movie you've gone to see ends and you don't want to get into a
hot, stuffy car) requires much spinning and pressing of the iDrive knob located
on the center console.
We must acknowledge that we could not operate the higher level functions without
referring to the owner's manual. These included displaying the odometer, utilizing
the voice commands, understanding the "split-screen" design of the information
display and understanding the steering wheel buttons for automanual mode of the
transmission.
Despite the potentially complex nature of iDrive, the control mechanism itself
is quite ingenious. It utilizes an electronically created tactile feedback system
that, when scrolling through menus, gives the user different-feeling "detents."
It is bizarre at first, but quickly makes sense. When you consider the level of
complex functions that can be controlled through this simple dial/button combination,
it almost makes the steep learning curve and inevitable frustrations worth it.
Had the iDrive system performed flawlessly throughout our loan period, we'd have
probably given it a qualified thumbs up (the qualification being that it will
take some time to master). However, we encountered multiple "glitches" with the
system that could not be explained by anyone at BMW.
For instance, at one point we lost volume and on/off control of the audio system,
meaning we had to listen to the audio system whether we wanted to or not (thankfully,
we could still change radio stations). Because our driver was on a major Los Angeles
freeway in rush hour, he couldn't easily pull over and totally concentrate on
the problem, though he was convinced it was something he'd caused while playing
with iDrive. After about an hour (or about 5 miles in L.A. rush hour time), the
central screen briefly went blank, and then came on with the initial message that
was displayed every time the 7 Series was started. More puzzled than ever, our
driver decided to give the volume knob another try and — it worked! He then
pressed the knob and the sound system shut off. It seems the computer finally
recognized the problem and did the equivalent of a reboot to correct it.
On a different day, we tried utilizing the voice command controls and found the
system to be completely non-responsive. It would ask us for commands, but no matter
how clearly we spoke, it didn't recognize what we were saying. Acting on our earlier
experience with the sound system, we shut the car off completely and restarted
it. Sure enough, the voice command now worked perfectly. In fact, except for the
brief period when it wasn't working at all, the system proved more capable of
understanding voice commands than any other such system we've tried. It could
even deal with our lame attempts at various accents, as well as a large amount
of background interior noise (like having a window open at mid-range speeds).
Our final iDrive "glitch" involved the radio coming on after the car had been
shut off and parked. This happened in our own parking garage and was noted by
another editor when he was parking next to the BMW. "Why is the radio on in the
7 Series? I was going to turn it off, but the doors are locked," were the first
words out of his mouth when he got into the office. With a grumble, the previous
driver, who had parked the silent BMW luxury sedan 30 minutes earlier, got up
from behind his desk, grabbed the 7 Series key and schlepped down to the parking
garage while sarcastically muttering something about the "great promise of technology."
A check with a BMW representative confirmed that "No, the car isn't supposed to
randomly turn the radio on after the doors are locked and the key is out of the
ignition." Hmmm.
More confounding than iDrive, at least for some editors, were the steering column-mounted
stalks for shifting, cruise control, turn signals and wiper functions. All four
stalks are precariously close together and nearly identical in look and feel.
Like iDrive, these stalks are all about tactility, so if you want to go between
park, reverse and drive you have to know just how hard and just how far to push
or pull the lever. The same goes for setting cruise control or adjusting wiper
speed. On more than one occasion, this writer was trying to execute a quick three-point
turn and ended up spraying the windshield washer fluid (always impressive to bystanders
wondering who the Homer Simpson-type is driving the new 7 Series). The counter
argument would be that with familiarity will come ease of use, but after being
the primary 7 Series driver for 10 days, one editor still was spraying washer
fluid when it was time to back up.
Glitches aside, the 745i is undeniably a technological tour de force. The
park distance control provides both an audible and visual assessment of the surrounding
area that should completely eliminate those annoying low-speed "oops" situations
in parking lots and tight garages. The navigation system, though still CD-based,
updates quickly and displays its instructions in the central screen as well as
within the tachometer gauge for clear, easy-to-read directions. The "soft-close"
doors and power-opening and -closing trunk lid seem like minor conveniences until
you live with them for a week or two, at which point the $1,000 Convenience Package
that includes them seems like a bargain. The trunk itself is huge — 18 cubic
feet — and contains a fullsize 19-inch spare. Finally, the Logic 7 audio
system is one of the best we've heard and is certainly on par with the Mark Levinson
systems found in Lexus products.
For those in the super luxury sedan market, the new 7 offers undeniable performance,
unmatched technology and uncompromising luxury. BMW even managed to keep the price
competitive despite the all-new design. But it replaces an icon in this category
— a sleek, refined and straightforward car that many felt couldn't be improved
on.
Perhaps they were right.
See all the Ratings: 2002 BMW 7 Series 745i 4dr Sedan (4.4L 8cyl 6A) Road Test Scoreboard
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