Despite the bounty of content present, one key element is notably absent: a console-mounted shift lever. It, as well as the activators for the wipers, lights, and cruise control, now resides on four mini-stalks flanking the steering wheel-which is itself fitted with an array of buttons that control numerous other basic functions. In place of a now electrically activated shifter, a small, round controller element presides over the car's revolutionary iDrive system. Push, pull, and twist this actuator in the proper sequence, and you can regulate every major system in the vehicle.
Working in graphical consort with a central LCD screen, iDrive operation is oriented toward the eight points of the compass. To access the most often used primary functions-communications, navigation, entertainment, and climate-the controller is moved in basic north/south/east/west directions. Secondary menus-emergency roadside assistance, notification of vehicle maintenance requirements, a basic help menu, and configuring setups for the car's myriad programmable functions-are called up by moving the controller on those respective diagonals. Like other luxo manufacturers, BMW applies the term "intuitive" to this revolutionary integrated on-board system. But exploring its total capabilities requires spending serious quality time with the owner's manual-and any other human or electronic training resources available.
Even starting this ultra BMW is a unique experience. In place of a conventional ignition key, it has a multi-function/driver-programmable remote-control unit. To fire the engine, you plug it into the dash and push the adjacent starter button with the transmission in park and your foot on the brake pedal. (Omit the last two elements in that equation and you merely activate the accessory circuitry.) To shut things down, the steps are reversed. Engagement/disengagement of its electro-mechanical emergency brake is accomplished in similar manner, with the push of a button located on the opposite side of the steering column.
Some of the most effective innovation on the new 7 Series is found beneath its weight-saving aluminum hood and front fenders. A new, all-alloy 4.4L DOHC V-8 shares common basic architecture with its similar-size predecessor, but uses the firm's patented Valvetronic and enhanced VANOS technologies to help increase both efficiency and responsiveness. The former, BMW's steplessly variable intake-valve lift system, eliminates a conventional throttle butterfly and does away with the associated pumping losses under low-load conditions. The latter, a continuously variable valve-timing package, operates here on the exhaust, as well as on the intake camshaft. As a final output-optimizing touch, a new computer-controlled inlet manifold steplessly varies runner length in response to changing engine speeds.
Real-world gains are impressive to say the least. This new V-8 makes 325 hp-15 percent more than the engine it replaces and only one fewer pony than the firm's 5.4L V-12. Torque is a stout 330 lb-ft, up from 324 in the existing engine. It peaks at 3600 rpm (versus the previous 3700) and 90 percent of that twist is available from 2200 to 5600 revs. Best of all, fuel-economy numbers are expected to equal the 740i's 17-city/23-hwy-mpg figures.
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