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BMW Introduces New 7 Series; EfficentDyanmics Now Standard Across Entire BMW Range
5 July 2008
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| The new BMW 7 Series. |
BMW unveiled the fifth generation of its 7 Series in Munich, Germany. The flagship of the BMW model range will debut in November with a set of new driving enhancement and safety technologies, and will be offered with a choice of a new 3.0-liter straight-six diesel engine or one of two new twin-turbo, direct injection gasoline engines (3.3-liter straight-six or 4.4-liter V8). All the new engines produce more power with lower fuel consumption and emissions than the models they replace.
With the launch of the new 7 Series, the entire BMW range will come equipped with EfficientDynamics technologies as standard. Brake Energy Regeneration (earlier post) uses the engine’s power on overrun, such as braking, to charge the battery for the car’s electrical circuit. When accelerating, the alternator disengages, enabling all of the engine’s power to be channelled towards the car’s performance.
On-demand control of the cars’ ancillaries also serves to further optimize the efficiency of the BMW 7 Series. The uptake of power by the fuel and steering assistance pumps, for example, may be reduced significantly as a function of driving conditions. The belt drive on the a/c compressor is fitted with a clutch for the same purpose, the compressor being automatically disengaged as soon as the driver or passengers switch off the air conditioning. Again, this reduces the drag force of the compressor to a minimum.
The BMW 730d and the 740i feature actively controlled cooling air flaps that only open to meet a greater demand for cooling air.
For lightweighting, the new 7 Series uses multi-phase steel and heat-formed steel profiles in the body structures. Roof, doors, front lid and side panels are made of aluminum, an aluminum pressure-cast spring supports at the front, the final drive has an aluminum housing, and all engines have an aluminum crankcase.
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| BMW 6 cylinder diesel engine with aluminium crankcase and 1,800 bar piezo-injection. Click to enlarge. |
The BMW 730d features a new all-aluminum 3.0-liter straight-six cylinder diesel engine that produces 180 kW (245 hp) at 4,000 rpm. Peak torque is 540 Nm (398 lb-ft), attained from 1,750 rpm through to 3,000 rpm. The new diesel is the first representative of a new generation of six-cylinder diesel engines for BMW.
The 2,993 cc powerplant posts the lowest yet CO2 figure of any previous production BMW 7 Series—192 g/km—and it is also the most economical 7 Series model with fuel consumption of 7.2 liters/100 kilometers (33 mpg US). It can accelerate from zero to 62 mph in 7.2 seconds and has a 153 mph top speed.
The performance of the 730d is, in part, possible due to third-generation common-rail direct injection technology, incorporating piezo injectors, that operates at a peak pressure of 1,800 bar. The injectors positioned in the center of the combustion chambers and the valves in vertical arrangement deliver a smooth and constant combustion process and help to reduce engine-out emissions at the same time. The diesel particulates filter and the oxidation catalyst are housed in the same unit positioned close to the engine directly downstream from the turbocharger turbine.
Both the crankcase and the cylinder head on the new diesel engine are made of ultra-strong aluminum alloy. The upgraded turbocharger system with variable intake geometry ensures superior development of power and performance. With its lower height and the rearrangement of the chain drive and vacuum pump, the new diesel offers optimum conditions for fulfilling future demands and standards in pedestrian safety.
At 185 kg (409 lbs), the new six-cylinder diesel engine is also 5 kg lighter than its predecessor.
BMW draws a competitive comparison of 730d’s fuel consumption with the near identical fuel consumption and CO2 emissions to the Mercedes C320CDi—a car that is two market segments below the 7 Series and is smaller and lighter than the BMW.
The 3.0L gasoline engine in the twin-turbo 740i features high-precision direct injection and Double-VANOS variable valve technology to achieve optimum performance. The engine delivers 200 kW (326 hp) of power and maximum torque of 450 Nm (332 lb-ft) at 1,500 rpm. Combined cycle fuel consumption is 9.9 L/100km (24 mpg US), with CO2 emissions of 232 g/km. Compared with its predecessor, the new BMW 740i therefore offers 15 kW/20 hp more power and 12% better fuel economy.
The BMW 750i is the range flagship. The new 4,395 cc V8 engine from the recently launched X6, featuring twin-turbochargers and high-precision direct injection technology, produces 200 kW (407 hp) from 5,500 rpm to 6,400 rpm and torque of 600 Nm (443 lb-ft) from 1,750 rpm to 4,500 rpm. The BMW 750i accelerates from zero to 62 mph in 5.2 seconds, with an electronically-limited top speed of 155 mph.
Average fuel consumption of the BMW 750i in the EU test cycle is 11.4 liters/ 100 kilometers (20.6 mpg US), with CO2 emissions of 266 g/km.
The all-aluminum V8 engine powering the 750i and 750Li also features its own world first—twin-turbochargers and catalysts that are placed within the V-space of the engine block. This not only optimizes packaging but the reduction in manifold length and larger cross sections mean the engine breathes better for enhanced performance. Double-VANOS variable valve technology and high-precision direct injection technology further aid engine performance to the degree that it results in a V8 engine that has an equivalent output of a traditional 12-cylinder unit.
All BMW 7 Series models come with a six-speed automatic gearbox as standard. A newly developed control unit and modified converter technology ensure more precise selection of gears. With direct access to the respective gear lane, shifting down more than one gear is just as fast as the standard shift from one gear to the next. Whenever the driver kicks down the gas pedal, the automatic transmission will shift back immediately by up to four gears.
The automatic transmission is controlled by an electronic gear selector lever using electrical signals instead of mechanical control functions. The parking position is set by pressing the P button on the upper side of the gearshift lever. To activate the manual gearshift mode, the driver pushes the gearshift lever to the left, then shifts.
July 5, 2008 in Engines, Fuel Efficiency, Vehicle Systems | Permalink | Comments (19) | TrackBack (0)
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Comments
A couple of things to watch for in the USA market:
1) The "735d" model that uses the same engine as the 335d and X5d models coming this fall. It will be surprisingly fast, thanks to the very high torque peak of the 258 bhp (US market rating) turbodiesel engine.
2) A version that uses the new hybrid drivetrain co-developed with GM and Daimler-Benz (when it was called DaimlerChrysler). I believe that drivetrain will use the 3.0-liter I-6 rated at around 255 bhp in addition to the electric motor assist.
Posted by: Raymond | Jul 5, 2008 6:07:09 AM
This reminds me of the fabulous advances made in turntable technology just as CD's were first brought to market. They were introduced at high prices, but within 5 years, you couldn't give them away at a garage sale.
With the Electric Car soon to become available, even the best gas and oil technology will soon become redundant. Check back in 5 years.
Posted by: John Taylor | Jul 5, 2008 6:15:48 AM
Agree with John. A paradigm shift is required. Amazing and creative ways to extract a little bit better gas mileage is not going to mean much with $10 gasoline -- if you can get it. We need to move on and bid adieu to the ICE.
Posted by: Tom Street | Jul 5, 2008 6:30:47 AM
To be honest, I'm disappointed.
1. The CS concept looked amazing and the production version looks... blah. That's not really relevant to this blog...
2. I really, really, really hope that they bring the 735d to the U.S. It would be perfect for me as I drive my 750i about 30,000miles/year and I'm really sick of 20mpg.
3. Why not do something to the underbody to make it more aerodynamic. I've owned four BMWs (all in last 6 years, big family) and not one of them has had anything on them to improve the aerodynamics under the car.
4. What happened to that eight speed transmission that was co-developed with ZF? The one that was supposed to have integrated start/stop. That would've been good for another 5% fuel economy.
5. What's wrong with CRP for the hood and trunk?
6. Why not get your feet wet with new battery tech and use a lightweight Lithium Phosphate battery instead of the standard fair lead acid. It would save a little weight...
QUESTION TO THE EDITOR: is the 3.0L I6 actually a 3.0L (ala N54) or a new 3.3L derivative (ala Alpina B3 BiTurbo)?
Posted by: GreenPlease | Jul 5, 2008 7:02:59 AM
GreenPlease,
It appears the engine in the 740i is the same 3.0-liter bi-turbo engine used on the 335i sedan/coupe model, except they tweaked it for a little more power.
I do think they will bring the 735d over, because it'll use the same engine found on the US-legal 335d and X5d models coming this fall. Because the engine is rated at 258 bhp (SAE 08/04 net), the 735d will not be slow.
Posted by: Raymond | Jul 5, 2008 7:25:01 AM
to GreenPlease
Just hold off a couple of years and get the new 5-seater from Tesla. It sounds like you can easily afford it. At best, 735d will add a couple of MPG, say even 25 MPG. Tesla's all-electric 5-seater should be in 80-100 MPG equivalent. And don't worry about the performance. If the new Tesla is anything like their current 2-seater, respectively scaled, it will leave any ICE BMW in the dust. :-)
Posted by: Know_It_All | Jul 5, 2008 7:27:51 AM
Truely disapointing from BMW
- No progress in aerodynamic, when CD of 0.19 are in reach without loss of volume as demonstrated by mercedes 4 years ago
- Marginal gain in weight reduction when composite or aluminun are quite affordable for a luxury vehicle
- No start and stop function or even hybrid platform
- 3 liter engine when a 2 liters with would be enough to get the same power.
- No advanced concept like seat cooling or UV reflective windows or windshield to save energy and improve confort.
Torque and power thats all for the rest f""k yourself
Posted by: Treehugger | Jul 5, 2008 8:12:11 AM
This topic is on the wrong blog surely. This is GREEN CARS congress, these are not green by any stretch of the imagination. It appears that GCC just ran a commercial for BMW.
First for a sedan car anything over 2.5L can't be green.
Second for disengaging an alternator you just switch off the field supply.
This can be done at 5v logic levels. Nothing groundbreaking there. The saving of 550W plus mechanical and electrical losses gives me the feeling we are being mocked.
T2
Posted by: T2 | Jul 5, 2008 8:55:20 AM
While this car is not the greenest of all cars, there are a several good reasons that it should be posted here:
1) Advanced engine and emissions technology: lower emissions and greater efficiency.
2) Engine construction technology: Lower weight
3) Car light weighting: lighter car, less fuel consumption
4) Air flaps: opened only as needed for engine cooling, reducing drag.
5) Ancillary decoupling: reduces engine loads and increases efficiency.
6) 6 speed transmission standard: reflects the industry wide trend towards higher numbers of gear ratios for increased fuel efficiency.
Posted by: allen_xl_z | Jul 5, 2008 9:35:36 AM
BMW engines tend to be very efficient for the performance they offer. I usually brag about the 45mpg I consistently achieve with my e92 320d. Just 177hp but I find the 6.9s 0 to 60 enough. That sounds nice for a sporty coupé. Some years ago to get the same levels of performance you usually run just 20mpg. Don’t get me wrong, I hope this is my last bimmer with an ICE.
Posted by: MH | Jul 5, 2008 9:41:25 AM
They are squeexing* a little more mileage out. And it all helps - this perhaps not very much. Refinement with diminishing returns.
I sympathize with the ICE engineer. He isn't free to spend the budget on personal dreams - which might be cold fusion engines ready for use by 2027.
* I noticed the word 'lightweighting' in the story. It seems to be a verb. Accordingly, after hesitating about between 'squeezing' and 'extracting' I liberate 'squeexing.'
Fly little word....
Posted by: K | Jul 5, 2008 2:19:23 PM
@T2,
You mention 550Watt saving.
I read - earlier post " 3.5 kilowatt electrical consumption."
Defrayed on acceleration. and regained on engine overrun.
I assume the electrical consumption comes from the alternator, so the rating may in fact be slightly more.
As the smoke clears your 550w figure may be surprisingly close.
A very disappointing result from such a capable design house.
I am one who gets exited by the vision and dashed by reality.
Posted by: arnold | Jul 5, 2008 5:32:31 PM
Ok, all the talk aside, let's check those numbers.
The 3.0 l gasoline engine that is supposed to be in the 740i, is currently in the 730i. It delivers 190 kW and consumes 10.1 l/100 km (combined European test cycle).
According to this article the 'new' 730i is now labeled the 740i and has 15 kW more power. Not true, it is only 10 kW (190 vs 200), and the average fuel consumption is only 2% better, not 12% (9.9 vs 10.1).
Perhaps there was some mixup of model numbers. Let's look at the old 740i, which has a 4 l V8 delivering 225 kW. That one has a consumption of 10.7 l/100 km combined, still yielding an improvement of only 8%, and not 12%. But that collides with the claim that the new 740i has 15 kW MORE power than the old model, because it has 25 kW LESS. Giving a car lower fuel consumption by reducing power and performance, that is no green technology.
There is an error in the numbers for the 750i too. According to the article, it delivers 200 kW, this should be more like 300 kW. The bhp number seems correct. Also note that the old model delivers 270 kW and has a consumption of 11.5 l/100 km, yielding an improvement of less than 1% for the new 750i. In the gasoline department it seems business as usual for BMW: they have chosen performance over fuel economy.
As far as I can tell, the numbers for the 730d seem to be correct.
I think GCC has to do a better job of giving us the REAL numbers and not draw up a smokescreen of impressive fuel economy improvements that are not there in reality.
Posted by: Anne | Jul 6, 2008 4:56:43 AM
What about the H2 internal combustion engine version?
Top Gear looked at this back in 1990:
http://youtube.com/watch?v=4GfnuVccyQ0
Why is it taking so long, 18 years to work on this so far (at least!)
Posted by: John Baldwin | Jul 6, 2008 6:45:08 AM
Excellent job ! Anne
You really know your cars.
Something I've decided to make salient in my posts when appropriate is top speed. It would certainly apply here.
We know that manufacturers have to meet safety regulations to sell here. It often acts as a non-tariff barrier to overseas manufacturers who, as a result, never bother to ship their most economical cars. At the same time there seem to be no safety laws that would discourage the marketing of their high end vehicles capable of 153mph even though the maximum posted speed limits are 70mph here.
This is an accident waiting to happen particularly when stolen by joy riders with little to lose. Our roads are not race tracks. They are often studded with truck debri and other road hazards. Not to be a 'fun spoiler' but in the interests of safety would it not be reasonable to restrict all but police vehicles to a maximum of 100mph as part of North American road safety legislation.
T2
Posted by: T2 | Jul 6, 2008 9:22:07 AM
John Taylor.
Your comparison is very appropriate. This is too little too late to save the ICE from the endangered species list.
Posted by: HarveyD | Jul 6, 2008 4:47:05 PM
the maximum posted speed limits are 70mph here.Not to detract too much from your point, but I-10 is posted at 75 MPH through parts of Arizona. I suspect there is more.
153 MPH is still twice the posted limit anywhere in the USA.
Posted by: Reality Czech | Jul 7, 2008 2:23:00 PM
I don't think you guys are understanding the point of 153 MPH. Of course no one who buys one is ever going to drive one that fast on the road. It is a specification that is used in certain types of "urination" contests, usually taking place at the local country club. For example, the conversation might go "So, how many ponies is that new 750i pumping out? 407? Oh, that's nice. Incidentally, my Jag peaks out at 450." Of course no sixty-year-old business man has any concept of what an ICE actually producing 450 horsepower in a passenger vehicle might feel like, but it sure sounds cool!
Posted by: Bob Bastard | Jul 8, 2008 6:16:57 AM
The latest BMW sounds to me like a "mild" hybrid, rather than a full hybrid like the Toyota Prius.
I suppose that given pressure for fuel economy, BMW will eventually come out with a full hybrid, perhaps with a drive system similar to the Prius.
As for full electric cars like the Tesla, unless the "well to wheels" carbon dioxide is actually less, full electric or plug-in hybrid may be just a clever way to get around draconian CAFE laws.
But at least coal, nuclear energy, windmills, etc won't require importation of oil from the Middle East.
Posted by: Alex Kovnat | Jul 9, 2008 7:56:30 AM
