Hands-free on the Autobahn in the BMW i7

On the day the Chancellor announces the end of the traffic light coalition, we follow his accusations against former Finance Minister Christian Lindner in a position the Chancellor himself probably knows all too well. Almost lying down, on the back seat of the BMW flagship: Because just like us, Olaf Scholz occasionally drives a BMW 7 Series, or rather is driven. On the gigantic 31.3-inch Theatre Screen, the ARD media library livestream runs in a 32:9 widescreen format. One can easily get used to such a chauffeur service. But even in the driver's seat, it's less about conventional driving. Up to a speed of 135, the i7 drives itself, only the eyes need to be directed forward. Since June 2024, the so-called motorway assistant has been available in combination with the previously available Level 3 function called Personal Pilot - a novelty. Reason enough to take a closer look at the assistance functions and infotainment of the BMW i7.

In the BMW i7, the driver is also chauffeured

The first acquaintance with the 5.39-meter-long limousine is slightly overwhelming. Certainly also out of humility, if until recently you were still the proud owner of a VW up - more contrast is hardly possible. But the 7 Series makes it easy to get used to. The more than 30 cameras, lidar, radar, and ultrasonic sensors, an HD map from Here, a new software stack, and a computing platform connected to the BMW Cloud via 5G make parking and turning a breeze. For the first time, eight-megapixel cameras from Mobileye are used, reducing the number of front cameras while doubling the measurement points.

After a short drive through the suburbs, we head straight onto the motorway. A quick click on the button to the left of the steering wheel and the green control symbol lights up on the cockpit and head-up display. A few seconds later, it is already indicated that the Assist Plus is "ready". From now on, you can take your hands off the steering wheel, and the motorway assistant takes over. Certainly, the feeling of relinquishing control is highly subjective. However, if you can and want to adjust to it, the joy of driving takes on a whole new dimension here.

Suddenly, cars cutting in from the left or right do not even remotely panic the i7. Necessary braking manoeuvres happen with impressive smoothness. Traffic signs are reliably recognised, speed limits are automatically adopted, and navigation and sensor data are used proactively. In curves or roundabouts, the i7 adjusts the speed appropriately and keeps the lane without hesitation. We cover more than 1,300 test kilometres in the following days, with the Level 2 system activated for several hours. The vehicle never conveyed uncertainty, quite the opposite. Those who can afford this luxury can indeed consider themselves very fortunate.

Range anxiety also affects the i7

But this happiness in the i7 is also highly dependent on how fast you want to travel. Despite all the sense in preserving the range display, the 544 hp is too tempting to just let it rest. By pulling the boost lever on the steering wheel, a ten-second countdown runs down on the display. Pressing the accelerator pedal and the simultaneous onset of orchestral music, specially recorded for the 7 Series by star composer Hans Zimmer, makes you feel like you're about to take off. The fun factor is limitless! In no time, the speedometer shoots up to 210. Up to this point, the assistance system supports steering and braking. After the adrenaline comes the anxious look at the range. From Munich to Hanover, we had to stop at the charging station twice. And despite the great solitude at the charging stations, we also experienced the often lamented poor charging infrastructure. Very rarely did the i7 receive the maximum 195 kW, usually the charging power was around 100 kilowatts. 30 minutes were often not enough to reach the targeted 80 percent.

Overtaking manoeuvres usually work smoothly in the i7

Away from such general problems that hinder the ramp-up of electromobility, the ADAS systems reveal only minimal weaknesses. Occasionally, the motorway assistant struggles to understand the intentions of vehicles behind it. By tapping the indicator, the car initiates the overtaking manoeuvre. Following drivers usually recognise this and move one lane further to the left. Sometimes, however, the system recognises this making space too late and aborts the overtaking manoeuvre by abruptly returning to the right lane. Fine-tuning could still be improved here. If the motorway assistant itself recognises that you are travelling faster than the vehicle in front, it offers a lane change. A glance in the side mirror is enough, and as if by magic, your own vehicle pulls past. Although the system could make these offers more often, when it does happen, it works smoothly. Even away from the motorway, the assistance systems work well. In city traffic and on country roads, the software steers, brakes, and accelerates the BMW independently. A light grip on the steering wheel is enough to calm the warning systems in the cockpit. The i7 also starts off after a red light without the driver's intervention. If you want to drive yourself again, a tap on the brake is enough to deactivate both the motorway assistant and the Personal Pilot.

Slow driving unlocks Level 3

A unique aspect of this test drive: The hope of getting into a traffic jam. Only then is the "next" level unlocked. This exact transition from the motorway assistant (SAE Level 2+) to the Personal Pilot (SAE Level 3) is the USP of the 7 Series. While our night drive from Munich to Hanover did not bring any stop-and-go traffic, the traffic in the Ruhr area two days later was reliable. A few seconds after entering the traffic jam, a voice signals the availability of the Personal Pilot. A simple click on the corresponding button marked with an A on the steering wheel is enough for it to move back a good bit - intervention expressly undesirable. The light strips on the steering wheel turn turquoise and the Me-Time can begin. Only longer glances at the back seat trigger a signal complaining about not being able to see the eyes anymore. As long as they are detected, they can be calmly directed at the smartphone, out the window, or at the screen in the middle. In the test, the Personal Pilot proved flawless. Only the fact that the system, like the motorway assistant, is not available in construction sites, the sections that mostly cause traffic jams, slightly dampens the practical experience.

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The infotainment in the i7 ensures there's no boredom

When stationary or during Level 3 phases, there's time to explore the infotainment offerings in the i7. The first impression of the 14.9-inch curved display is somewhat overwhelming. The countless settings options also demand a lot of time and patience in the i7. Again, it strongly depends on personal perception whether it's enjoyable to navigate through the various apps. From a neutral perspective, the setup could be more intuitive.

The 12.3-inch display behind the steering wheel provides a dual view in the driving direction: Among the options for the middle display segment in the 7 Series is the Augmented View function. It provides a video live stream from the front camera with context-relevant additional information from navigation or driver assistance. With the combination of augmented reality and the map view of the head-up display, BMW creates a practical addition within the line of sight, which helps overcome the navigation overview that takes some getting used to.

The interior design is characterised by crystals. Gear selector, controller, start button, volume control, seat adjustment controls, and the illuminated function strip can be adorned with crystal glass applications. Luxury is at the forefront. Seat ventilation or massage functions become a given. The fact that these are also available for the rear seats is just an indication of how much BMW is focusing on customers with chauffeurs.

Pure luxury reigns on the back seat

Unlike previous 7 Series models, the latest generation is only available with a long wheelbase. This allowed the car manufacturer to gain additional space in the rear. This is used for the ultimate comfort feature: the Executive Lounge with Theatre Screen. If needed, the front passenger seat can be folded forward and a footrest extended. Combined with the calf rest and heated armrest - including a smartphone holder for wireless charging - this creates the optimal reclining position to make the most of the i7's literal eye-catcher.

The 31.3-inch display in 32:9 format can be extended from the roof lining and, thanks to 8K resolution and Amazon Fire TV, creates a cinema atmosphere in the rear. Side and rear windows are automatically darkened by blinds, and logging into a personal account opens up all possibilities: whether YouTube, Netflix, Disney Plus, Prime, ARD, or ZDF media library - those sitting in the back have a free choice. Billing is done via the mobile network provider's data tariff - using an eSIM. In the doors are smartphone-like touch displays, through which the screen, as well as the massage functions, reclining position, light, temperature, and sound can be controlled. For audio output, either two Bluetooth headphones or the extremely impressive 36 speakers of the Bowers & Wilkins Surround Sound System can be used. Alternatively, the giant screen can also be operated directly on it, including fingerprint smudges.

Ultimately, the private cinema on wheels is only missing small details for perfection. Even at maximum distance, the wide screen overwhelms the eyes in the long run, comparable to the front row in the cinema. Above all, it brings disadvantages for the driver. Their view of the right side mirror is already restricted by the folded passenger seat of the Executive Lounge. With the Theatre Screen, they now also lose the view to the rear due to the lack of a digital rearview mirror.

Voice control still has room for improvement

There is also a need for optimization in voice control. Too often, the system misunderstands even the simplest commands or does not understand them at all. Although most other car manufacturers still struggle here, for a vehicle that starts at 139,000 euros, one expects corresponding performance in terms of voice assistance. Apparently, BMW themselves are aware of this and thus allow customers to use a second assistant like Alexa, Siri, or Google. The integration of the two smartphone operating systems naturally also includes Apple Car Play and Android Auto. Although BMW would prefer to bind users to their own software and the connection with the myBMW app generally works well - in mid-October, the OEM reached the milestone of ten million successfully installed Remote Software Upgrades. Nevertheless, the Munich-based company also fails to beat Apple and Google in the often-invoked seamless experience between smartphone and car.

This article was first published at automotiveit.eu