Built on the new Cluster Architecture CLAR II platform, the 7-Series serves as a vanguard for BMW’s new technologies, showcasing future technology, and design directions for the brand. Gone is the glorious V12, and good luck getting a V8 locally, except on indent. Instead, your choices are a six-cylinder engine, or electric motors. Not that the i7’s heady 536hp and 600km range will disappoint most owners, but we wager brand purists will gravitate towards the 735i—if only for the sound and feel of that creamy straight six.
But how practical is such a car as a daily driver? And, is a rorty gasoline mill a suitable heart for a modern luxury car?
Styling
BMW design is purposely controversial: Push the bleeding edge of style, and others are forced to follow. But they’re late to the split-light design party—the stacked lights, and grille-hood overlap reminiscent of the 10-year-old Jeep Cherokee. It’s not too bad with dark paint, but the headlights definitely feel odd. Not a huge fan of the humongous grille, but it helps disguise the bulk of that front end. Which is a self-inflicted problem, really, There’s enough space to fit another engine in front of the already long straight six in there.
No complaints about the rest of the design. The lines are handsome, and they’ve ditched the tacky chrome ‘L’ embellishing the side of the previous car. Strong shoulders, and a prominent Hoffmeister kink in the rear glass stand out nicely, and the high rear end features subtle L-shaped tail lights. A welcome return to the cleaner look of the ’90s. Triangular hash patterns etched into the rear lights and windows help blend them into the body like digital eyeliner.
Small-ish 19-inch wheels wrapped in thick tires tell the world you’re driving a base model rather than the i7. No matter, the base model 7-Series still got us front door parking at the Marriot beside a Bentley. Worlds apart, I know, but we’ll take that as a win.
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Interior
The radical interior treatment is impressive at first sight. There’s leather and muted wood-grain everywhere. LED lighting strips with complex volume and hidden air vents dominate the dash, while slim, wraparound dual-wide screens offer wide coverage without hampering visibility.
The dashboard falls away from you, giving an airy feel, and all high-contact surfaces are wrapped in supple tan leatherette. Physical controls are minimal, de-cluttering the cabin. All dash switches have been replaced by touch panels. Push-buttons replace bulky door latches, and touchscreens are everywhere. Even the gadget shelf is hidden, keeping your phone neatly out of sight.
The large, flat bottomed wheel feels just right, and the wraparound quilted front seats are very supportive, with controls moved to the doors to spare you the indignity of rooting around under your leg to adjust them. Rear passengers sit deeply cocooned between the rear pillars, with plush neck-pillows and legroom and headroom to spare. Touchscreen panels on the doors control power sunshades, skylight, and even the infotainment system. The rear center armrest features extra storage, and phone pads. This is about as opulent as it gets at this price.
On the debit side, the hidden vents can get pretty loud when dealing with tropical noontime. And their proximity to the touch panels is problematic. The headlight, hazard light, and HVAC touch panels are fiddly, and the hidden vents cause moisture to form over them in humid weather.
Another particular pet peeve are the electric door opening buttons, which are too low on the door, slow to respond, and open the doors with an unceremonious pop. There are still physical release latches for emergency back-up, hidden under the armrests and only slightly harder to find.
Thankfully, the iDrive system and function buttons on the center console are much better thought out. And we have no complaints on the electronic trunk opener, or the huge 515-liter cargo bay. This being a Mafia-level car, having four bodies of space in the trunk is quite useful.
Performance
Carrying that much cargo makes you grateful for the 286hp, 3.0-liter turbocharged B58 inline six gasoline engine under the hood. It’s the latest in a long line of legendary straight sixes. It’s rorty and raspy when unfettered in ‘Sport’ mode, achieving 0-100kph in just 6.5sec.
Switching to a regular drive mode adds a second or two to that time, damping power in favor of smooth silence. The eight-speed ZF automatic is likewise a smooth operator. Unless you’re paddle shifting manually, you’d never know it was there. In ‘Eco’ mode, it seamlessly short shifts to 16-20 km/L on the highway. Rush hour traffic on the other hand, gave us a miserable 3-4 km/L. Not even the 18hp hybrid-assist motor can negate the extra power needed to run A/C in hellish Manila heat. Overall, we saw 7.5 km/L in mixed driving. Not bad for the weight and performance of this big boy.
Driving Impressions
Given its size, the 7-Series isn’t our first choice for a canyon run car. This is a BMW to be driven in, not to drive. That said, the 735i’s neutral balance makes it lithe and agile for its size. It handles with the same nonchalance as the last 735i I drove, despite being the heftiest 7-Series yet. At 5,400mm long, and weighing over 1,900kg, it is nearly as big as the old 7-based Rolls-Royce Ghost, but still much more focused to drive. You even get extra clamping from the motorized seat bolsters when you flip it into Sport mode, which also gives you adaptive anti-roll and three stage stability control adjustment.
Even with all that, you’re not tossing this around as wantonly as a 4-Series or 5-Series. That front end feels alarmingly long when flying down into a hairpin. But it doesn’t feel like it will ever set you a foot wrong. The steering is actually a bit better than the i5 we drove recently, with more heft and deftness at low speeds. Mark it down to the perplexing alchemy of tire choice. The 735i’s 245/50 R19 Advan Sport tires are not ultra high performance by any metric, but provide better steering feel and ride comfort than the more aggressive Hankooks on the i5.
Back seat drivers will be thankful for that comfort. Whatever gets past the tires is effectively smothered by the adaptive suspension. While you certainly hear the big wheels jounce over odd ruts and humps, that’s not transmitted to your tailbone. Only the lesser window insulation gives the game away. This is no Rolls-Royce, the windows are not thick panes of transparent unobtanium, but as long as no motorcycles buzz you, you can almost pretend it is.
Around town, the 7-Series’ width makes it harder to maneuver than many smaller cars, but it’s less cumbersome than any family crossover. You’ve got good visibility and a decent turning circle, and the tall tires have no fear of parking kerbs. There’s a reverse camera and 360-degree sensors to help you navigate urban chaos, as well as an AI parking guide. But I do wish this car had side cameras for those times you absolutely need to squeeze through a back alley in the middle of the night.
Other Features
Also missing are adaptive cruise, and full Level 2 self-driving. I guess BMW feels its owners, or their drivers, should drive themselves. There’s lane departure mitigation with modest assist, and irritating vibration feedback, as well as brake assist and warning, but no magic carpet semi-self driving.
You get six driving modes, but bafflingly, only two, Eco and Sport, actually alter the way the car drives. The other four, Personal, Expressive, Relaxed and Silent, simply juggle in-cabin creature comforts to your liking. Rear seat passengers can control these modes from their touchscreen panels, as well. Which can get annoying if you have kids back there.
Those panels can also directly control the motorized window blinds, sunroof, and infotainment system—you can simultaneously tether up to four phones via Bluetooth, switching between media playback and calls on multiple devices. The system also includes one of the nicest built-in navigation apps I’ve had the pleasure of using, with 3D maps and live traffic updates. There’s also pre-installed Spotify, in case you want to mirror your home account to your car. Sound output from the Bowers & Wilkins system is a quantum leap over the Harman Kardon in the 5-Series, with articulate bass from the subwoofer and crisp, excellent sound all around.
Aside from auto-unlocking, the car turns itself off when the driver gets out, in order to save fuel. This can be a pain if you’re getting out to assist rear passengers or load groceries. You can turn this feature off in one of the sub-menus, but only for the duration of one trip. After which it activates again, and has to be deactivated again.
Verdict
The plethora of features is a problem for the driver, expected to read all the appropriate menus and adjust accordingly. For the boss in the back seat, the 735i is pure bliss. Granted, it’s not as quiet as a pure electric, but the reassuringly raspy purr of that straight-six is comforting music to an enthusiast’s ears—like a mechanical kitten sitting on your lap. And the level of material and creature comfort does elevate the 735i to rarefied heights. Granted, the highest perks are reserved for the much more expensive i7, but unless you’re looking for near-Bentley parity, this is all the luxury you may ever need.
SPECS: BMW 735i Pure Excellence 2024
Price: P8,990,000
Engine: 3.0-liter turbocharged six-cylinder B58
Power: 286hp
Torque: 425Nm
Transmission: eight-speed automatic
Drive layout: RWD
Seating: 5
Score: 9/10
More photos of the BMW i5 Pure Excellence 2024:
