2003 BMW 7 Series

Cars with 12 cylinders always have been special. They've been the top-line models with the most power and glamor in a car line, although American automakers concentrated on V-8s after World War II because that type engine had become more efficient and was less costly to build.

BMW and Mercedes-Benz currently are the only automakers offering V-12 cars with halfway reasonable prices. (Never mind the $300,000-plus Rolls-Royce and Maybach V-12 cars.) However, Cadillac is working on a V-12, and Volkswagen will put one in its costly new Phaeton auto.

It was found in the early days of the internal combustion piston engine that a V-12 was the smoothest such engine. For instance, the 1916 Packard with its "Double Six'' 12-cylinder engine was a top prestige car. During World War II, the V-12 was the best piston engine for fighter planes because its vibration was less likely to shake such a plane to pieces.

When Enzo Ferrari started his sports-racing car company in 1946, he concentrated only on making a V-12 because he thought it was the best type of engine for his autos.

The flagship $115,800 BMW 760Li sedan I tested was lavishly upholstered, trimmed and equipped--although its highlight was the high-tech V-12. That big new 6-liter engine is smooth as warm cream and generates a mighty 438 horsepower and enormous torque. The car weights a hefty 4,872 pounds, but the engine gives it the response of a small, potent sports car.

The 760Li has the first direct-injected gasoline V-12 engine in a production car for more power and fuel economy. The system allows a very high compression ratio of 11.3:1. That type of ratio once called for gasoline with a 100-plus octane rating and vanished with fast 1960 muscle cars, presumably never to be seen again. (The 760Li calls for premium fuel.)

BMW is so proud of its V-12 that it actually puts backlit V-12 emblems on the door sill plates.

Other cars in BMW's top-line 7-Series have a 4.4-liter, 325-horsepower V-8, which also is a smoothie and provides very fast acceleration. The V-8 7-Series models are the $68,500 745i and $72,500 745Li, which has the same 5.5-inch-longer wheelbase of the flagship V-12 model. (The "L'' stands for long wheelbase.)

All 7-Series cars are large, with even the base 745i having a 117.7-inch wheelbase. But the longer-wheelbase versions have limousine-style rear-seat room and look more impressive; they have a 123.2-inch wheelbase and are 203.5 inches long, compared with 198 inches for the 745i.

Buyers of the BMW 7-Series don't really need the V-12; the car's V-8 whisks it from 0-60 mph in 5.9 seconds, whereas the 12-cylinder engine hits 60 mph in 5.4 seconds. The 760Li would be faster to 60 mph, but is nearly 500 pounds heavier than the 7-Series V-8 model.

Despite the added weight of the 760Li, the V-12's extra power and torque make the car more responsive than the V-8 during virtually all types of driving--although power surges sometimes prevented smooth acceleration from a stop or at low speeds. (Top speed of all 7-Series models is electronically limited to 149 mph.)

The V-12 works with a smooth, advanced six-speed automatic transmission, which helps it deliver an estimated 15 mpg in the city and 23 on the highway; that's respectable, considering the car's size, weight and power. The 7-Series V-8 does a little better, at 18 city and 26 highway.

The current-generation 7-Series was introduced for 2002 with controversial styling. The body is aerodynamic, but some still haven't gotten used to the offbeat styling of its headlights and trunk lid.

New for the current 7-Series are the 760Li V-12 model and a new $3,200 Sport Package for V-8 models, which contains such items as a sport suspension, sport seats, wider tires and unique exterior trim.

The 7-Series has BMW's high-tech "iDrive'' system. It uses a silver knob on the console that you push, pull and twist to control such things as audio, climate control, navigation and telephone system functions. Control settings are displayed on a dashboard screen.

Seem like technical overkill? BMW said iDrive eliminates a dashboard "cluttered with controls.'' But handing the 760Li to a valet calls for some explaining. For example, there's no ignition key. Rather, you plug a small plastic unit into a dashboard slot and push a "start'' button to fire up the engine. The same button is pressed to stop the engine, after which you remove the plastic unit.

The gear selector is a small, unusual electric lever on the steering column with push-pull activation. Power front seat controls consist of a rotary knob and small buttons. Directional signals often call for a driver to cancel their operation after lane changes. But there's no arguing with the comfort, luxury and performance of the 760Li, which is loaded with equipment. All seats have power assist, and are heated and cooled. You can even get an optional refrigerator, which is concealed in the center of the rear seats.

Safety equipment for the strongly built 760Li includes more air bags than you can shake a stick at.

This big rear-drive sedan has quick variable-ratio steering. It handles much like a sports car with its huge 19-inch tires, and has every advanced suspension control item you can think of.

One such item is Active Roll Stabilization. It's an electrohydraulic system that controls active anti-roll (stabilizer) bars in response to cornering forces to reduce body roll or "lean.'' You can zip thorough curves with the 760Li almost as if in a BMW Z4 two-seat sports car.

The ride is smooth, and braking power is awesome--although the brake pedal is overly sensitive.

The athletic 760Li provides enough room for four NBA players and plenty of cargo. It has dazzling technical features and seems like an ideal car to be powered by a V-12.

BMW 760Li

Price:
$115,800

Likes:
Luxurious new flagship sedan. Smooth and powerful new V-12 engine. Sports car handling.

Dislikes:
Controversial styling. Sensitive brake pedal. Technical overkill?