The Truth About Cars » luxury sedan http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Sun, 07 Dec 2014 03:22:56 +0000 en-US hourly 1 http://wordpress.org/?v=4.0.1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » luxury sedan http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Review: 2013 Lexus ES 300h Hybrid (Video) http://www.thetruthaboutcars.com/2013/03/review-2013-lexus-es-300h-hybrid-video/ http://www.thetruthaboutcars.com/2013/03/review-2013-lexus-es-300h-hybrid-video/#comments Mon, 25 Mar 2013 11:00:01 +0000 http://www.thetruthaboutcars.com/?p=481436 The ES has been Lexus’ best-selling sedan for 15 years yet the front-driver started life as something of a side-show. In 1989 the ES was a thinly veiled Camry, supposedly rushed to market because Lexus dealers couldn’t envision launching a brand with one vehicle (the LS 400) and were unwilling to wait for the SC […]

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The ES has been Lexus’ best-selling sedan for 15 years yet the front-driver started life as something of a side-show. In 1989 the ES was a thinly veiled Camry, supposedly rushed to market because Lexus dealers couldn’t envision launching a brand with one vehicle (the LS 400) and were unwilling to wait for the SC and GS. This explanation makes sense to me and explains why the ES was the only FWD car in a brand created to compete with the Germans. Of course, this odd fit within a full-range RWD luxury brand is exactly why the ES sells. Wonder why Acura’s wares never had the sales success of the ES? It’s all about the brand baby.

Click here to view the embedded video.

Exterior

The first ES was a Camry with an LS 400 aping nose job. Since then the ES and the Camry were developed together on a common platform, but with every passing redesign the marriage has become more rocky with the two sharing less and less with one another. Like any couple “trying a separation,” divorce was inevitable. For 2014 the papers are served and the ES is now shacking up with the Camry’s big sister, the 2014 Toyota Avalon. Oh, the tongues will wag.

The platform swap means the ES has grown an inch in length, an inch in height and the wheelbase has stretched nearly two inches over the 2012 ES, making it two inches longer than the new GS. LS owners shouldn’t fear, as the flagship is still the biggest Japanese luxury vehicle on the market. For 2013 Lexus has ditched the former ES’s suppository side profile for a blunter nose, taller greenhouse, longer hood and shorter trunk. The new proportions make the ES look like one of the family, not an accident that happened later. It also makes the new Lexus spindle grill look particularly good in my mind, not something I was able to say about the GS or some of the other mugs wearing the new grin.

Interior

Snazzy gizmos aren’t worth anything if they aren’t delivered in style, just ask Apple. The redesign brings the ES’s interior game up a few notches in some ways and down in others. The dashboard now features the latest in automotive interiors crazes: the faux-stitch. Like Buick’s LaCrosse, the ES uses a standard injection-molded dashboard that is then run through a sewing machine (by hand, because this is still a Lexus) to put real stitching on fake seams. While I appreciate the extra effort, I must point out that the ES’ sister-ship Avalon uses real pieces of pleather mechanically quilted together on a sewing machine and fewer hard plastics within easy reach of the driver. As a result I found the Alvaon to have a more premium look and feel with the exception of the fake-wood in the Toyota. Yea, I scratched my head too.

The interior’s design mimics the two-level style introduced in the 2011 GS. Basically we have an inset infotainment/navigation LCD in the dash separated from the system controls by satin nickel and wood trim. I’m still unsure if this is a design theme I’m happy with, let us know your thoughts in the comment section below. While fit and finish in our ES tester was excellent, we found more hard plastic in this cabin than in the old model and while it didn’t bug me on the preview junket a year ago, it did raise my eyebrows after having the new Avalon for a week. On the flip side, all ES hybrid models get new light bamboo wood which has to be one of the most appealing wood veneers I have seen in a vehicle cabin.

The ES’ front seats contort in 10-ways with an optional extending thigh cushion on the driver’s side. Thanks to supple padding and improved NuLuxe (pleather) upholstery on the base hybrid and regular or semi-aniline leather on up-level trims, your backside won’t notice you racking up highway miles. The Lincoln MKZ Hybrid may have a slightly snazzier interior, but the ES’ front seats are more comfortable. The steering wheel is borrowed from the GS sedan, complete with soft leather. Should you want a more premium tiller, the same bamboo can be applied to two-thirds of the wheel and heating is optional as well.

Rear passengers are treated to the most rear legroom of any Lexus sedan – including the six-digit LS 600hL. If you look at the picture above, the driver’s seat is positioned for a 6-foot tall driver in a somewhat reclined position. The result is more combined (front/rear) legroom than a Lincoln MKS or a short wheelbase 7-Series. Since the ES has a more mature audience in mind, the rear seat bottom cushions are higher off the floor making them more comfortable for adults than a Camry. Sadly, the cushy rear seat have something of a flaw: they don’t fold. I had hoped the old Avalon’s reclining rear seats would have made it to the ES, but they were lost on the cutting room floor for both vehicles. ES 350 shoppers get a ski pass-through to help ease the pain, but hybrid lovers must not be winter-sports folks; that opening is plugged by the battery. Speaking of batteries, the nickel-hydride battery pack exacts a trunk-toll of 3.1 cubic feet, reducing your cargo hold to 12.1 cubes, a heftier price than hybrid GS buyers pay.

Infotainment & Gadgets

For $39,250, base ES 300h models get an 8-speaker audio system with Bluetooth and iPod integration and XM radio. Opting for the $740 “display audio” option, buys a 7-inch LCD coupled with a Lexus-branded surround-sound system and backup cam. You will be hard pressed to find either of these on dealer lots as an inventory search by my local dealer turned up zero ES 300h base models in California and exactly two of nearly 300 ES hybrids on dealer lots. That’s fine by me since I demand more toys on my ride.

Most ES options are sold bundled in packages ranging from the $5,250 “premium” to the $10,650 “ultra luxury.” All packages bump you up to the 8-inch LCD navigation/infotainment system, include an electric power tilt/telescoping tiller, in-dash DVD player, and a steering wheel with wood inlays. In addition to iPod/USB media voice control, smartphone text messaging and app integration, the system has ditched the intuitive touchscreen interface for my least favorite input method: Lexus Remote Touch, aka the Lexus joystick. The joystick is intuitive to use because it’s just like a mouse on your computer. You wiggle the controller and the cursor on the screen wiggles. Simple enough, right? I have two problems with it. First, it occupies a great deal of room on the center console, an area the Avalon uses for more conveniently located latté-holders. Secondly, the basic software driving the system hasn’t changed since the touchscreen days. See the problem? With the old system you could glance at the screen, look back up at the road and let your right hand stab the option, even my 91-year-old grandmother has the hand-eye co-ordination to do that. With Remote Touch you have to spend far more time watching the screen to see if the cursor is on the option you want, a potentially dangerous situation if you like playing with your gadgets while you drive. Want to enter an address using the on-screen QWERTY keyboard? It’s obvious why Lexus won’t let you do that in motion. The Avalon uses a version of the same software but retains the touchscreen interface and oddly enough the ES’ base audio system (one notch above the LCD-free ES) uses a knob-style controller like Audi, BMW and Mercedes.

The ES wouldn’t be a Lexus without a few gadgets and expensive options. Top on my list are the $3,745 (yes, you read that right) Mark Levinson sound system which sounds fantastic (as it should for the price), $500 parking sensors, $400 power opening/closing trunk, and the $1,500 radar-based active cruise control with pre-collision warning. Of course all these gizmos are included with the ultra-luxury package bringing the top-end ES 300h to a cool $50,795.

Drivetrain

The Avalon Hybrid, Camry Hybrid and ES 300h share the same hybrid drivetrain. Driving the system is a new-for-2012 2.5L 2AR-FXE four-cylinder engine. Running on the Atkinson cycle, the four-pot puts out 156 HP and 153 lb-ft of twist. That engine is coupled to a revised Lexus Hybrid Drive transaxle (labelled as Toyota Synergy Drive in Toyota products), in essence a beefier Prius hybrid system. The planetary gearset and two motor/generator combination allow the system to drive electric only for short distances at limited speeds, motivate the vehicle solely on engine power or combine the 156HP with extra juice from the battery pack in the trunk to deliver 200 ponies until the battery has been depleted. Lexus doesn’t specify a combined torque rating for the ES Hybrid, but based on the 7.24 scoot to 60 we clocked, I estimate the combined number is around 200-220 lb-ft. That run to 60 is a hair faster than the MKZ and about 1/2 a second better than the LaCrosse eAssist.

Performance is better than these numbers might indicate thanks to 199 lb-ft from 0-1500RPM courtesy of the hybrid motor. Lexus is sticking to nickel based batteries and not the trendier Lithium batteries found in the Lincoln. Despite this, the ES averaged an impressive 42 MPG over 780 miles of mixed driving. While that may sound worse than the MKZ’s 47/47/47MPG trifecta, nobody seems to be getting more than 39 in the Detroit hybrid. Meanwhile the ES bested it’s 2008 EPA numbers of 40/39/40 (City/Highway/Combined.)

Drive

There is no other front-wheel-drive hybrid with a luxury logo on the grille to compare to the ES 300h. Sure we have the eAssist Buick LaCrosse and the Lincoln MKZ, but aside from the MKZ being a size-class down and the LaCrosse not being a “true” hybrid (its not even sold as such), neither brand has the same cachet as Lexus. Remember what I said at the beginning? The ES’s strongest selling point is its brand. If BMW made a large, soft front driver, you can be sure its sales would exceed the ES. What does that have to do with the way the ES hybrid drives? Everything. You see, the way the ES handles, brakes and accelerates isn’t as important to the stereotypical driver as the way the car looks, the logo on the grille, how quiet it is, how reliable it is and hoe well the dealers treat you. When it comes to these qualities the ES 300h is the prefect driving appliance.

The ES’s cabin is still peaceful at highway speeds but Buick’s dedication to sound deadening is extreme and the LaCrosse is quieter under most circumstances especially in terms of engine noise. Since the three FWD luxury hybrids all use four-cylinder engines, sound deadening is important. Despite growing in this generation, the ES’ ride isn’t as thoroughly damped as the outgoing model, that’s thanks to Lexus’ efforts to make the ES handle less like a marshmallow. The suspension engineer’s efforts paid off with the ES feeling neither too floaty nor too harsh. The 215/55R17s our tester wore had more grip than I had expected and the ES hybrid didn’t head for the bushes when driven hard. When the road started winding the ES never felt sloppy or out-of-place maintaining its Lexus trademark poise over broken pavement and uneven turns. When it comes to absolute horizontal grip the ES comes in behind the competition, mostly due to the wide 245/40R17s worn by the LaCrosse and the 225/50R17s on the MKZ Hybrid.

Still, the overall experience is what the ES is about, it’s about dealership satisfaction, a polished purchasing experience and a long warranty. The competition has caught up here as well with the MKZ Hybrid and LaCrosse aAssist delivering the same bumper-to-bumper and powertrain warranty terms and Lincoln is now tossing in 4 years and 50,000 miles of scheduled maintenance. The ES 300h’s trump cards remain the same as before: Lexus’s brand image and their reliability reputation. There’s just one further problem: the 2013 Avalon Hybrid. The Avalon Hybrid Limited starts higher than the ES 300h at $41,295 but ends far lower at $44,145 despite having an incredibly similar feature set. Our friends over at TrueDetla.com tell us the price difference ends up at $4,476 for comparably equipped models. Is the Lexus brand, a longer warranty and a snazzy dealership worth the difference?

Hit it

  • Excellent fuel economy.
  • “Short” four-year payback vs the non-hybrid ES.
  • Lexus warranty, reliability reputation and that all-important brand image.

Quit it

  • Lexus Remote Touch is harder to use than the old touchscreen system.
  • Plenty of hard plastics within easy reach.
  • The Avalon hybrid is a better value.

 

Lexus provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30: 2.95 Seconds

0-60: 7.24 Seconds

1/4 Mile: 15.67 Seconds @ 91.1 MPH

Average Fuel Economy: 41.2 MPG over 785 Miles

2013 Lexus ES 300h, Interior, Gauges, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Gauges, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Gauges, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Gauges, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Dashboard Trim, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Steering Wheel Wood Trim, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Infotainment Lexus Enform, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Infotainment Lexus Enform, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Infotainment Lexus Enform, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Infotainment, Lexus Enforn, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Infotainment Lexus Enform, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Infotainment, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Remote Touch Controller, Infotainment, Lexus Enform controller, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Bamboo Trim, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Driver's Side, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Interior, Dashboard, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Interior, Dashboard, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Interior, Steering Wheel, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Interior, Steering Wheel, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Interior, Rear Seats, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Interior, Rear Seats, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Interior, Cargo Room, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Interior, Trunk, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Drivetrain, 3.0L Hybrid System, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Drivetrain, 3.0L Hybrid System, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Exterior, HID Headlamps, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Exterior, Wheels, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h hybrid, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 Lexus ES 300h, Exterior, Side, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Exterior, Front, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Exterior, Front, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Exterior, Front Overhang, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Exterior, Rear, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Exterior, Rear, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Exterior, Rear 3/4, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Exterior, Rear 3/4, Picture Courtesy of Alex L. DykesQ 2013 Lexus ES 300h, Interior, Infotainment, Remote Touch, Picture Courtesy of Alex L. DykesQ Zemanta Related Posts Thumbnail

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Review: 2013 BMW 750Li – Video http://www.thetruthaboutcars.com/2013/03/review-2013-bmw-750li-video/ http://www.thetruthaboutcars.com/2013/03/review-2013-bmw-750li-video/#comments Wed, 06 Mar 2013 13:30:41 +0000 http://www.thetruthaboutcars.com/?p=479030 The full-sized luxury market used to be a small pond before the Lexus LS appeared. Up to then all Mercedes had to worry about was the German brand known for their delightfully crude 2002. Jaguar? 1980s Jags spent so little time running they were more garage ornament than transportation. Fast forward to today and BMW […]

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The full-sized luxury market used to be a small pond before the Lexus LS appeared. Up to then all Mercedes had to worry about was the German brand known for their delightfully crude 2002. Jaguar? 1980s Jags spent so little time running they were more garage ornament than transportation. Fast forward to today and BMW is the new Mercedes and the full-sized luxury segment is getting crowded with entries from Audi, Porsche and an XJ that spends enough time running to count. Where does that leave the S-Class’ old foe? BMW tossed us the keys to their most popular 7 to find out.

Click here to view the embedded video.

Luxury cars are status symbols. Status can be two things however, buying something unique or showing that you can afford the same sedan as that guy from the country club. With that in mind, sales are important. In 2012 BMW nearly beat Mercedes in America shifting 11,098 7-Series vs 11,794 S-Classes making the 7 a popular and safe bet. If you’re looking for something less common, Audi shifted 6,002 A8s, the XJ  hit 4,852 while that Japanese entry that rocked the boat in ’89 had a slow year at 8,345. Porsche moved 7,614 Panameras proving that you don’t need 5-seats to move your six-digit roller.

Because full-size luxury cars are low volume but important for brand image, frequent makeovers are more common than redesigns. Like many of its owners, the 7-Series went under the knife for a face lift, resulting in a blunter nose and larger grille openings along with redesigned front and rear lamps.

Interior

Mercedes ditched the short-wheelbase S-Class in America but can still get your Beemer in different lengths. BMW tells us the long-wheelbase 750Li (as tested) is the most popular flavor so that’s what we requested. Our tester started at $90,500 and mildly optioned it landed in our driveway at $113,000. Despite being a refresh year, little changed on the inside in terms of style and parts. Still, the dashboard and doors were slathered in hand-stitched leather goodness and nary a seam was out of place. Compared to the Mercedes, the 7 feels like it is assembled from a more expensive parts bin but if you need better bits, BMW is happy to up-sell you things like a ceramic iDrive knob for $650. Jaguar and Porsche earn higher scores in this area thanks to better material, but you’ll pay dearly for them. Meanwhile Lexus delivers 95% of the interior elegance for 80% of the price.

Unless you’re slummin’ in the “discount” $73,600 740i, all 7s come with 20-way power front seats with four-way lumbar, extending thigh support, “butterfly” airline-style headrests and seat backs with adjustable curvature. They may not be as cushy as the Barcaloungers in the S-Class, but they win the award for contorting in the most directions possible. If you can’t find a comfortable position, you’re not human. Mercedes and Jaguar tout massaging thrones, but BMW’s active contour seats are more my style. Like the anti-fatigue seats in the Ford Taurus, the system uses air bladders in the seat to improve blood flow and reduce that “numb butt” feeling on long trips. (It also feels like someone is slowly groping your bottom, you know, if you’re into that.)

Interior parts quality usually declines as you move rearwards, but not for the high-rollers. The rear doors, center console and controls are all just as nicely finished as those up front and all 2013 models have standard 4-zone climate control. For an extra $3,700 (standard on the 760) the optional “luxury rear seating package” gives the rear passengers 18-way power/memory seats that heat, cool and massage your royal personage. Reclining rear seats aren’t new, but BMW takes the range of motion to an all-new level. As you’d expect, legroom is good in the 750i and excellent in the 750Li matching the XJL for most rear legroom and beating everyone else. If getting a decent massage in the rear seat is on your must-have list, buy your driver the Lexus, as it’s shiatsu massage system uses rollers instead of air bladders and gives a much deeper rub.

Infotainment and Gadgets

Luxury sedans are prime gadget breeding ground thanks to owners with disposable cash. This year brings BMW’s latest version of iDrive (4.2), hands-free trunk operation and an “attention assistant” to tell you when you’re sleepy. Of course if you were in Europe you’d also have access to “dazzle-free high beams” which shade the vehicles in-front of you from your high beam allowing it to stay on for the rest of your field of view. Sadly the DOT has decided the fancy lights aren’t allowed in America.

The newest iDrive replaces the CD button with a  “Media” button, adds voice recognition commands for searching your USB/iDevice, mildly tweaked menus and mapping software with improved 3D graphics. I find BMW’s latest iDrive iterations to be one of the more intuitive and feature-rich systems available at any price. Sadly the latest heads-up display in the 3-Series that shows infotainment details hasn’t made it to the 7 yet. Now that BMW has patched the glaring hole that was the lack of iDevice/USB voice commands, I have nothing to complain about other than the $3,700 price tag on the Bang & Olufsen sound system.

Debuting in the 7-Series is a new take on rear seat entertainment. Up till now, RSE systems have been kept  mostly separate from the infotainment system up front. Even the latest Jaguar/Land Rover vehicles which use similar graphics on the headrest screens don’t interact with the system in the same way users up front do. BMW’s new system uses 9.2-inch LCDs attached to the front seats that “float” as BMW calls it, but that’s not the interesting part: the system uses an iDrive controller and accesses the car’s central iDrive system. The twin displays aren’t the same aspect ratio or resolution as the front, but rear users have essentially the same level of iDrive access as the front allowing you to enter a navigation destination, change the media source, access BMW Connected apps and control media devices. The only thing I found odd is the rear seat user can’t control a USB/iDevice plugged in up front and vice versa. The price tag on this rear seat love? $2,800.

Like Audi and Mercedes, BMW offers an expensive night vision system. The $2,600 system uses a FLIR camera and image processing software to detect pedestrians and highlight them in yellow on the iDrive screen. It will also place a yellow pedestrian icon in the gauge cluster. Because we’re in America and our lighting laws are stupid, the system won’t shine a spotlight on the pedestrian’s legs like it would in Europe. (No, I’m not kidding about that one.) Of course, I find that the best way to detect pedestrians is to simply look out the window. My advice to Americans: save your cash or spend it on the less expensive but much more useful full-range active cruise control.

Drivetrain

There is no doubt the Germans lead the pack when it comes to engine options, the 7-Series offering a single turbo inline-6, two twin-turbo V8s, a ridiculous twin-turbo V12 and tree-hugging hybrid.

Not originally planned for the American market, the base 740i and 740Li are the result of dealers wanting a less front-heavy 7-series lower 7-series price point. The twin-turbo 3.0L N54 I6 is out in favor of the newer twin-scroll turbo N55 engine. Power is up slightly compared to the N54 and the update adds “Valvetronic” which is BMW’s variable valve timing and lift system that also acts as the engine’s throttle body.

The 750i and 750Li, get an updated 4.4L twin-turbo V8. The new N63B44TU engine (the TU part is what’s new) gets Valvetronic and tweaked software programming to boost power from an already strong 400HP to 443. Torque takes a similar jump from 450lb-ft to 479lb-ft from 2,000-4500RPM. The power increase shaves nearly two-tenths of the 750’s sprint to 60 vs the 2012 model.

Instead of a twin-turbo V8 hybrid, BMW has downsized to a 3.0L turbo inline-6. The system uses a pancake motor between the engine and transmission to boost the same N55 engine as the 740i to 350HP and 360lb-ft. Fuel economy increases from 19/28MPG to 22/30 vs the 740i. You can expect a return on your investment sometime around the 12th of never when you consider the $10,700 premium.

If you need more cylinders, there is a twin-turbo V12 which adds more weight to the nose in exchange for 535 ponies and 550lb-ft of stump-pulling from 1,500-5,000RPM. Despite the numbers, the V12 isn’t the performance choice because of the added nose weight and long wheelbase, that’s where the Alpina B7 comes in. The B7 is a 750 that’s been tweaked by BMW’s a boosted version of the 750’s 4.4L twin-turbo V8 putting out 540HP and 538lb-ft of twist.

All engines are now mated to ZF’s 8-speed automatic sending power to the rear wheels or to all four if you check the xDrive option box. For 2013 BMW has decided to program 740, 750 and B7 models to essentially decouple the engine and transmission when you lift off the accelerator pedal. The effect is like shifting to neutral and can be disabled by keeping the car in Sport or Sport +. BMW has also fitted the I6 and V8 engines with their mild start/stop system which uses a heavy-duty starter and a glass mat battery.

The 7-Series used to have the reputation of “the driver’s luxury car” but BMW’s mission has changed. That’s not to say that BMW is emulating Lexus, but our 750Li with dynamic dampers and rear air suspension felt far more isolated than the XJ Supercharged or a Panamera S. Even the badly broken pavement and pot-holed off-camber turns in the Sierra Nevada foothills were unable to upset the supple ride. Of course, a luxurious ride is at odds with crisp handling, but that is a “problem” every luxury sedan must contend with. Where does the BMW land vs the competition? Firmly in the middle. The BMW 750 uses 245-width rubber front and rear, notably smaller than the S550’s 255-width tires and the XJ’s staggered 245/275 setup. This coupled with the 4,745lb curb weight meas the 750 can’t pull as many Gs on the oval as the lighter XJ or Panamera. It also means the 750 has a harder time applying its power when compared to the competition with staggered rubber.

Don’t mistake me, the 750 is no slouch on the road. Mash the go pedal from a stop and our 750Li blasted to 60 in 4.95 eerily quiet seconds, only a few tenths off a Mustang GT (with a professional shifter at the stick.) 8.35 seconds later, the Bavarian heavyweight crossed the quarter-mile at 107MPH. Shoppers should take two things from this: First, the 750Li is a few ticks behind the lighter XJ Supercharged and second, there isn’t much of an exhaust note. You see, the turbos that give BMW’s 4.4L engine its epic shove are in the exhaust stream and that means BMW had two choices, make it quiet or live with the turbo-song. (That’s why the M5 plays canned V8 noises through its stereo.) If you want your luxury car to look and sound mean, the Panamera screams like a banshee at WOT and the XJ Supercharged and Supersport growl like a monster in a horror flick.

Although the optional active four-wheel steering ($1,750) and active roll-stabilization ($2,500) make the 750 more dynamic on the road, nothing will change the fact that the 750 is a large, softy sprung sedan with numb electric power steering. The Audi A8, despite being redesigned to put the engine farther forward in the body still has a 55/45 weight balance and front-heavy (albeit predictable) driving dynamics. While we’re talking about the Audi, it’s important to remember that there is no RWD version of the A8. Of course it goes without saying that the S550 is still Buick soft and the air-ride suspension makes it somewhat ponderous over bumpy roads. The Lexus LS 460 may be the slowest of this bunch as it’s the only one left with a naturally aspirated engine, but thanks to a relatively light curb weight and balanced chassis it has some of the most direct road feel and manners of the group.

After a week and 836 miles with the 750Li I have to admit I was smitten, but despite BMW advertising the 7-series as “the driver’s luxury car,” it had little to do with the way the 750 drove and everything to do with the back seat. Sure, the 750 is fast, sure it’s impressively nimble for a vehicle that’s one cheeseburger away from 5,000lbs, but honestly if driving feel and handling ability were your top concerns, buy the Jaguar or Porsche. If you’re after the best back seat experience, but the 750Li, it’s a better place to spend your time than a number of ultra luxury sedans I could mention. Where does that place the 750Li vs its nemesis the S550? On top for a variety of reasons. The 750Li is more engaging to drive than the S550 yet also offers a higher level of gadgetry and creature comforts. Mercedes promises the all-new 2014 S-Class will shake up the luxury market when it lands next year, but until then the Jaguar XJL should be at the top of your list followed closely by the 2013 BMW 750Li.

 

Hit it

  • Best Rear Seat Entertainment system available. Period.
  • BMW’s full-color heads up display

Quit it

  • Night vision. It’s kind of “gimmicky” and your cash is better spent on BMW’s excellent full-speed adaptive cruise control.
  • V12 – nose heavy and seriously, the twin-turbo V8 is incredible.

Specifications as tested

0-30: 2.2 Seconds

0-60: 4.95 Seconds

1/4 Mile: 13.3 Seconds @ 107 MPH

Average observed fuel economy: 21MPG over 836 miles

BMW Provided the vehicle, insurance and one tank of gas for this review

2013 BMW 750Li, Interior, Rear Seats, Picture Courtsy of Alex L. Dykes 2013 BMW 750Li, Interior, Rear Seats, Picture Courtsy of Alex L. Dykes 2013 BMW 750Li, Interior, Rear Seat Entertainment, iDrive, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, Rear HVAC controls, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, Rear seat controls, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, Rear iDrive Controller, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, Gauge cluster, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, Gauge cluster, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, infotainment, iDrive, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, infotainment, iDrive, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, Radio and HVAC Controls, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, Shifter and iDrive, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, Driver's Side, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, Front Seats, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, Passenger Side, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, Door switches, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Interior, Rear Seats, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Trunk, Cargo Area, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Engine, N63B44TU, N63 4.4L Twin-Turbo V8, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Engine, N63B44TU, N63 4.4L Twin-Turbo V8, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Exterior, Front, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Exterior, Side, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Exterior, Rear 3/4, Picture Courtesy of Alex L. Dykes 2013 BMW 750Li, Exterior, Rear, Picture Courtesy of Alex L. Dykes Hit it or Quit it? Hit it or Quit it? Zemanta Related Posts Thumbnail

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