Each country makes its specific contribution to automotive greatness: Germany, for example, has the autobahn, where unlimited speed still rules. But with gasoline prices approaching the equivalent of $7.50 a gallon and more, it’s no wonder that fuel-sipping technologies such as BMW’s “efficient dynamics” are all the rage. This is where other markets, such as the U.S. or Asia, come in. They don’t have much to offer in terms of high-speed, long-distance cruising, but thanks to status-conscious customers, ultra-powerful V-12 engines are in sufficient demand to warrant constant updates.

Huffing and Puffing

“We need a V-12 mainly for Asian and American customers,” confirms a BMW engineer. And so, the Shanghai auto show will see BMW launch a new V-12 version of the new-for-2009 7-series. The 2010 760i and the long-wheelbase 760Li are powered by an all-aluminum, direct-injected 6.0-liter V-12, which, unlike its 439-hp predecessor, is force-fed by two turbochargers. The two compressors are placed in a conventional manner outside the cylinder banks, each feeding six cylinders. Output for the new engine is 536 hp at 5250 rpm, while 553 lb-ft of torque is available from as low as 1500 rpm.

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BMW is back with another rendition of its ActiveHybrid system—this time in its flagship 7-series—with the world debut of the BMW Concept 7-series ActiveHybrid in October at the 2008 Paris auto show.

The automaker pairs the car’s twin-turbo, direction-injection, 4.4-liter V-8 engine with an electric drive for what is known as a mild hybrid—meaning the car cannot operate on electricity alone. Rather, the electric motors reduce fuel consumption and emissions—BMW claims by 15 percent—through such means as an automatic start-stop function that turns the vehicle off when it otherwise would be idling.

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A somewhat less honorable way to stand out is to at first purposely hold back and then impressively show huge improvement. Has BMW done just that with its 7-series?

Even though the new, fifth-generation 7-series follows suit as the technology pacesetter by adding a bunch of high-tech features including active suspension damping, rear-wheel steering, night vision with pedestrian detection, lane-change warning, and side-view cameras, the biggest news is BMW’s backpedaling from some of the previous 7’s, uh, “breakthroughs.” Last time around, BMW rethought the whole business of ergonomics and moved the shifter from the center console to a somewhat confusing lever on the column. It’s now been moved back. The seat controls on the previous 7 were moved to the center console and operated in a way that made them about 10 times more difficult to use. For ’09 they’re back on the outboard side of the seat and operate conventionally, just as on every other BMW.
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BMW has officially announced the details pertaining to the 5th generation 7 Series, so let’s cut right to the chase. In Europe, there are five models arriving on the market in November of this year: the 730d; the 740i and Li; and the 750i and Li. The latter two are powered by the same twin-turbo 4.4L V8 that debuted in the X6. In the U.S.-market 7 Series, the turbo eight is rated at 400 horsepower and 450 lb-ft of torque, and it is the sole engine option being made available. If you want a BMW 7 Series in America, it will be a 750.

Europeans get more choices. The 730d’s 3.0L diesel I6 pumps out 245 horses with nearly 400 lb-ft of torque. Despite the grunt, it boasts a combined fuel economy number of 32.6 U.S. miles per gallon (39.2 Imperial). The 740 models are powered by the now-familiar 3.0L twin-turbo gasoline engine. In the 7, the 3.0TT’s power output is 326 horses and 332 lb-ft — enough to hustle the 740Li from 0 to 62 mph in six seconds flat. All the engines are connected to a six-speed automatic. Follow the jump for more details and BMW’s official press release.
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We’ve already seen what appear to be official press shots of the new 2009 BMW 7 Series, and it looks pretty good to our eyes. As expected, now that the pictures are available for all the world to see, details about the underpinnings are starting to leak out. Not surprisingly, the V8-powered 750i and 750iL models will get the new twin-turbo engine introduced on the controversial X6, offering 400 horses and 450 lb.-ft. of torque. Other possible powertrains, though not available at launch time, will be a revised twin-turbo inline six with 326 horsepower and a diesel engine for the European market. But fret not fuel misers, a hybrid model is also being considered. Underneath, active suspension which eschews BMW’s trademark front struts in favor of double-wishbones, will offer variable damping with comfort, normal, sports and sports-plus modes selectable from inside the cabin.
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