Only game in town

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Late last year, that changed, when BMW finally started releasing the i7 into the market. Initial supplies were focused on the leading London chauffeurs, with the likes of Chabé, Belgraves and Gerrards all becoming early adopters of the all-electric 7-series replacement.

The i7 forms part of an all-new 7-series range, giving BMW a crucial advantage over rival Mercedes-Benz, whose new S-Class does not have a battery-electric option, only a plug-in hybrid. Mercedes last year launched the EQS as its top-line electric option, but the car’s low roofline and hatchback body has perhaps fallen short of chauffeurs’ expectations.

By contrast, BMW has not deviated from the tested formula for its biggest saloon, and has simply produced an electric version of the 7-series. And it does not disappoint. The car has been developed with chauffeurs very much in mind. The i7 is only available in long-wheelbase form, with two trim levels, M Sport and Excellence. The i7 xDrive60 is the launch model, priced from £107,400, which is roughly comparable to the PHEV Mercedes S580eL, and the EQS.

The new i7 is 130mm longer than the previous 7-series model at 5,391mm. It’s also 48mm wider at 1,950mm and 51mm taller at 1,544mm. The wheelbase is now 5mm longer at 3,215mm, adding to rear legroom. Rear headroom has also been improved.

The i7 is unmistakeably a 7-series, though an even bigger grille and narrow, LED lighting creates a different face. Indeed, lighting is central to the strategy, with the BMW kidney grille highlighted in an LED surround, giving a distinctive night-time look.

Our test car sees chrome replaced by black, and with black wheels and paintwork, you’re basically driving a car-shaped Darth Vader. It’s a strong look, though most of the chauffeur fleets have stuck with a more traditional chrome trim look.

Indeed, BMW has made sure that the initial supplies of i7 have a very high specification level. All the first tranche of i7s come with one specification – loaded with many of the most impressive options of the car, including a fold-flat rear seat, a 32in drop-down wide screen in the rear and a “blackout” facility that turns the rear cabin completely dark should the passenger want to sleep.

This has speeded up the supply pipeline. With a single specification, there will be no delays associated with bespoke manufacturing, so if you order a car, you won’t have long to wait before it arrives.

The high specification level means the car has a lot of rear seat functions that should please demanding passengers. The rear seat passengers have access to built-in 5.5in tablet screens in each rear door, which can control many of the car’s functions, including the heated and air-conditioned seats, massage seats, telephone calls, dimming the lights and changing music, all of which the rear-seat passenger can control without having to ask the driver.

Reclining rear seats are also optional, including foot rests that are integrated into the seat base. A panoramic glass sunroof is fitted as standard on all models. This consists of a single fixed glass surface framed by a steel surround. The transparent surface is larger than that of any rival and also much longer than on the outgoing 7-series.

You also get automatic front and rear doors, which are opened or closed simply by touching the handles or the buttons in the interaction bar. The opening and closing sequence can also be activated using the radiooperated key. A collision protection function is fitted when opening the doors.

Having spent a day being chauffeured by Chabé in an i7, it’s certainly a very comfortable experience. Whether many clients will want to use the full-width 31.3in drop-down screen is a moot point, but it’s there if you want to watch the integrated Amazon Fire TV in all its 8K widescreen glory.

From the driver’s seat, the i7 looks to be a sizeable upgrade on the previous 7-series. The separate satnav screen, criticised for being too small in the previous model, is replaced by a curved, widescreen display similar to that already seen on the iX and i4 EVs. The digital screen grouping consists of a 12.3in information display behind the steering wheel and a 14.9in control display screen, both incorporated into a single unit behind a shared glass surface.

Below the curved display screen grouping is an “interaction bar” to control some of the on-screen functions. The rotary controller for the infotainment system is retained on the centre console next to the gear selector, which is a simple forward/reverse switch.

The screen is a touch screen, but there’s no need to be jabbing away at it as you ride the potholes. The rotary controller enables data entry via individual letter input or via handwriting.

Verdict

Ambient lighting incorporates a

Boot space at 500 litres is very good – much better than the previous PHEV 745Le. The useable space is narrow but deep, and wide enough for our regular test suitcases to fit side by side. With a bit of judicious stacking, you could probably get four cases in – though you might have to leave the bulky charge cable at home. The boot lid also has automatic opening and closing, activated by either the push of a button or the movement of a foot under the rear apron.

The main question is about the car’s performance. Does it do what it says on the tin? The electric i7 xDrive60 has a claimed range of 367-388 miles (WLTP) on a full charge. The i7 allows AC charging at a rate of up to 11kW, with DC charging at a rate of up to 195kW, which should allows 106 miles (WLTP) of range to be added in 10 minutes at a high-power charging station capable delivering this power.

In cold, February conditions, that range claim does appear somewhat optimistic. With almost a full charge (97%), the i7’s display claimed a range of 246 miles.

As for recharging, we stopped at Ionity’s superfast 350kW-capable chargers at Cobham services, where a recharge from 12% to 81% took 38 minutes, with power delivered at 76kW, some way short of the car’s maximum 195kW capacity (and the charge point’s abilities). Not bad, though – time for a snack and browse of WH Smiths. And oddly, the post-Ionity range claimed to be 251 miles at 81%.

Not all charge points are equal, of course. A trip to Birmingham required a recharge on the return journey, and with just 16% of juice remaining, I called in at Hopwood Park services on the M42, where two Gridserve chargers were available. These were 50kW fast chargers, though in practice, they delivered power at a rather sluggish 26kW, resulting in a tedious 1hr 20min wait just to get to 50%, and sufficient range to get back home (138 miles).

The Hopwood Park to base distance was 109 miles; I got home with the i7 showing 41 miles of range left, so it managed that 138 miles rather better than expected. So long as you drive within the speed limits, you should get a little more than the advertised range.

BMW has undoubtedly got it right with the i7, and thus has gained a significant advantage in the market over its main rival, Mercedes-Benz. Making the electric 7-series look like all the other 7-series versions is a masterstroke, and Mercedes’ strategy of having a different-looking EV line to its ICE range now looks a mistake, at least as far as chauffeuring is concerned.

The i7 feels different to the previous-generation 7-series too. Bigger, and more stately, with a genuine presence both inside and out. These are serious boxes to tick for chauffeur use. It’s smooth and exceptionally quiet, and the rear seat functionality is class-leading. Even the boot space is very workable.

Is there a downside? Only the fact that it is an EV, and has the limitations of any EV. Range is ,in practical terms, around 250 miles. With judicious use of overnight charging, a full day’s local work should pose no problems, and you should be able to minimise use of the more expensive networks on longer runs.

If you do use the networks, do your research and find the fastest available chargers – which might not be in the most obvious locations. And build in enough time to cope with slower than expected charging speeds. One benefit for i7 buyers is 12 months’ free use of Ionity chargers – a very worthwhile offer, as these normally cost 69p/kW.

For the foreseeable future, BMW will have this market to itself. Audi has a large EV on the stocks, but it is likely to be some form of SUV-crossover. Mercedes has no plans to make an electric S-Class, so you’re stuck with EQS (and the forthcoming EQS SUV). The only other luxury electric saloon on the market is the Genesis G80, which is more in the E-Class/5-series size range.

So if you want an electric chauffeur limousine, the i7 is the only game in town.

Charging speed is dependent on so many factors – time of day, temperature, how many other cars are charging, and general power draw from the local grid. It’s manageable but not ideal, and requires planning.

As for the i7, it’s in the upper bracket of real-world range, with a dependable 250 or so miles on offer with a full charge. That certainly makes LondonBirmingham or London-Bristol achievable without a stop, while London-Manchester is doable, but not without some range anxiety.

On the road, you’re aware of the sheer size of the car. EVs are heavy thanks to the battery pack, so the i7 feels exceptionally stable on motorways. It has air suspension and all-wheel steering, so flat, almost rollfree cornering is a major feature. The rear-steer also comes into its own when manoeuvring in town.

The car is exceptionally smooth and quiet, as you’d expect from an electric powertrain. There’s plenty of power available if you need to overtake quickly, though the i7 is in its element at 70mph, in comfort mode, which helps it ride the potholes (even with the lowprofile tyres fitted to our test car).