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    BMW 7-SERIES 7, turned up to 11 / #BMW-G12 / #BMW-G11 / #BMW-7-Series / #BMW-7-Series-G11 / #BMW-7-Series-G12 / #BMW / #2019 / #BMW-750Li-xDrive-G12 / #2019-BMW-750Li-xDrive-G12

    This glitzy 7-series facelift isn’t subtle, but there’s substance behind the oversized kidney grille

    Licensed to grille, king of the grille – we could go on making poor jokes about the enormous nostrils on Munich’s updated limo but let’s be adult about this, because, believe it or not, that front end is the result of feedback from actual BMW-7-Series customers.

    BMW responded to the call for bolder styling by enlarging the trademark kidney grille by 48 per cent – it’s so big it made the standard badge look microscopic, and designers had to prise a much larger BMW roundel off an X7 to redress the balance.

    The highest point of the nose is now 5cm higher to make the front end look more upright, plus there are thinner head- and tail lights, and a light strip running full-width across the boot. Both the long- and short-wheelbase cars have grown 22 millimetres in length, while bigger vents improve the aerodynamics around the wheels.

    Tall rear-seat passengers might find themselves a little tight on headroom but are easily distracted by a pair of 10-inch displays and a Blu-ray player. As before, everything is controlled by a seven-inch removable tablet taking in seat adjustment, lighting and climate, as well as infotainment and sat-nav.

    Behind the huge honker you’ll find engines ranging from an improved plug-in hybrid to a #V12 petrol, with a new V8 and different versions of the best-selling six-cylinder turbodiesel making up the bulk of the range.

    We reckon the #BMW-745Le-xDrive-G12 plug-in hybrid is a real highlight – it’s now capable of up to 36 electric-only miles and features a more powerful straight-six petrol engine. It’s impressively wafty and serenely quiet-running in EV mode, thanks to the thicker glass now fitted all-round and more insulation in the wheelarches and B-pillars.

    But it’s the superb 4.4-litre V8 750i that’s most rewarding when you up the pace, and the stiff, Carbon Core’d chassis delivers thrills in ways no massive limo should.

    First verdict

    The 7-series remains the best driver’s car in a market where most buyers prefer to be driven by someone else.

    ★ ★ ★ ★ ★

    BMW designers tried a 50% bigger grille, but no, too vulgar; 48% it is
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    ELLIOTT STILING
    1988 E32 750iL V12
    2017 F22 230i M SPORT COUPÉ
    1983 ALPINA B9 3.5 (E28)

    Alpina B9 3.5 (E28)
    YEAR: 1983
    TOTAL MILEAGE: 138,520
    MILEAGE THIS MONTH: 0
    TOTAL COST: £25 (relays), £10 (fuel hose), £40 (ignition coil), £20 (distributor)

    E32 750iL #BMW-V12 / / #BMW-E32 / #BMW-750iL / #BMW-750iL-E32 / #BMW-7-series-E32 / #BMW-7-Series / #BMW / #M70 / #BMW-M70
    YEAR: #1988
    TOTAL MILEAGE: 119,572
    MILEAGE THIS MONTH: 12
    MPG THIS MONTH: 18.7
    TOTAL COST: £136.14 (MoT work), £10 (seatbelt buckle), £50 (storage)

    F22 230i Coupé
    YEAR: 2017
    TOTAL MILEAGE: 18,934
    MILEAGE THIS MONTH: 851
    MPG THIS MONTH: 38.7
    TOTAL COST: Still none

    Last month I made a promise to update you on Maggie’s #MoT and the Alpina’s non-start issue, so here goes.

    The annual MoT test can be a nerve-wracking ordeal for any classic car owner, but I had faith that Maggie’s test wouldn’t produce a fail sheet as long as my arm. Thankfully, as it turned out, my hunch was spot-on!
    The fail list consisted of two tyres which were not fitted in accordance with the side wall instructions, a windscreen wiper that doesn’t clear the windscreen effectively, the horn not working, a rear seatbelt buckle that was found to be broken and a ball joint dust cover that was no longer preventing the ingress of dirt. However, all things considered, I didn’t think there was actually terribly much to put right and, to be honest, most of them were things that I was already aware of. What’s more, the bill wasn’t too bad at all, either, at just £136.14, which included the test fee. Sadly, though, that inner glow of well-being wasn’t to last.

    While I was out with the car on the photoshoot for this month’s E32 Buyers Guide, I suddenly became aware of an odd, groaning and grinding sound emanating from somewhere under the bonnet. It lasted for a few miles until the power steering failed followed, shortly after that, by a loss of brake pressure. Thankfully, we managed to get all the photos we needed for the feature, and then limped Maggie home without further incident. She’s now sitting patiently, awaiting a slot at the garage to investigate things further.

    Early research would suggest that the most likely culprits could be either a failed power steering pump, air being drawn into the system, a drive belt failure or a brake bomb failure. However, it shouldn’t be the latter as that part was replaced fairly recently, but I’ll just have to wait and see what the garage can find.

    As you saw last month, I’m also having some challenges with the Alpina. It’s never once failed to start in all the time I’ve owned it, but is definitely showing not the slightest interest in fi ring-up now. In an effort to isolate the problem, I bought myself a multimeter and began testing various parts with that. But, in the end, I think it’s better to just replace the most likely candidates, on the basis that they will all then have another fresh lifespan on them.

    Finding parts hasn’t been overly challenging, although you can’t really buy bigger parts from BMW any more. Thankfully, though, there are plenty of alternative options online. So far, I’ve picked up a new distributor and rotor arm, a DME relay, fuel pump relay and an ignition coil. Hopefully, I will find time in the next week or so to fi t these myself, and see if that does the job. I’ve also noticed a strong smell of petrol coming from under the bonnet, and have traced that back to the fuel pipe that runs to the cold start injector. I don’t think it’s related to the starting issue but, clearly, a weeping fuel line in the engine bay is never a good idea, so I’ll be tackling that, also.

    If there’s one positive thing to come out of the current situation, it’s that I get to spend a bit of time getting hands-on with the Alpina; E28s are always nice cars to work on. Of course, if the problem turns out to be more involved than I’m currently hoping, I might be forced to eat those words! It does mean, though, that the car won’t see the light of day this side of Christmas, because I’m struggling to see a time when I can get the subsequent MoT sorted before we go away to the West Coast of Scotland in the New Year.

    Below: The E28 is a good car to work on which, as it turns out, is a good thing. For the first time since I’ve had the Alpina, it won’t start and I’ve yet to isolate the problem. But among the new electrical components I’ve already sourced online, is a new #distributor .

    The Alpina’s also developed a fuel leak, coming from the pipe that supplies the cold start #injector .

    The annual MoT test can be a nerve-wracking ordeal for any classic car owner, but I had faith that Maggie’s test wouldn’t produce a fail sheet as long as my arm. Despite the MoT test success, Maggie rather blotted her copybook on a recent BMW Car magazine photo shoot, with an as yet unidentified power steering and brake pressure failure.
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    BMW-760Li-E66 / CLASSIC ON THE CUSP / CHASING CARS Quentin Willson’s hot tips

    / #BMW-760Li-E66 / #BMW-E66 / #BMW-E65 / #BMW-760Li / #BMW / #BMW-V12 / #V12 / #BMW-7-Series / #BMW-7-Series-E66 / #BMW-7-Series-E65 / #BMW-7-Series-LWB / #BMW-760Li-Yachtline-Concept-E66 / #2002 / #BMW-760Li-Yachtline-Concept / #2002-BMW-760Li-Yachtline-Concept-E66

    COST NEW £90k
    VALUE NOW £10k

    BMW’s long-wheelbase #V12-7-Series was born in a pre-recession world. Back then excess was a badge of rank and the superlatives piled up – plush, fast, huge, silent, smooth, rare and, above all, selfish. The 21st century equivalent of a long-wheelbase Rolls-Royce Silver Cloud (ironically it shares engine architecture with the current RR Ghost), the lengthened 760 was the ultimate luxo-limo for CEOs of PLCs.

    Like almost all limousines early depreciation had the downward momentum of a falling Steinway. Back in 2003 you could spec up a 760Li and shell out nearly £100k. That same car with a modest mileage 15 years later is now worth ten grand. Craignairn Cars in Kirkcaldy, Scotland, has a mint #Orient-Blue #2003 with 64,000 miles and £12,800 of factory extras for just £9995. And it comes with a full BMW dealer history plus a titled owner in the V5. What’s not to love?

    Don’t get me wrong, a ten-grand 760 won’t be an investment, but as something utterly wonderful for discreet weekend wafting it’s worth losing £5k for a couple of years of feeling like Bill Gates. It might not even cost you that much because there are only 117 examples registered on the DVLA database so they’re rare enough to develop desirability.

    As well as the extra length, you also get soft-close doors, heated, cooled and massaging front and rear power seats, rear-window blinds and side curtains, TV, dynamic damping and your very own iDrive control in the rear compartment to override the chauffeur’s one up front.

    A private seller in Solihull has a 2007 in Burgundy with 57k, full history and a nice private reg for £13,000. And if you really want a keeper how about this one? Advertised in Manchester is a 2003 in silver with just 7000 miles from new and described as ‘totally perfect’ for £19,300. And yes, I hear you say that any big bills could easily contain four figures, but apart from high-pressure fuel pumps and the need for a gearbox service at 50,000 miles, the trade says 760s aren’t that bad. But this is one used super-saloon that categorically needs a full BMW dealer history complete with a sheaf of receipts.

    Therefore, shop with great care and only go for sensible-mileage cars and you should be OK. The 760Li was a neo-classic from the day it was born, but having withered down to as little as £10,000 they’ve become a compelling opportunity.
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    Sounds a little strange, doesn't it? Not the #BMW-745i-E23 part, which was re-introduced in 2002, but it written beside E23 model designation. This unicorn model, first-generation #BMW-7-Series was designed as a super luxury bahn-stormer from 1979, and with 252 ponies in the stall, it didn't disappoint.

    / #BMW-7-Series / #BMW-7-Series-E23 / #BMW-E23 / #BMW / #M102

    These cars were loaded with options from new, ranging from remotely controlled auxiliary heating, rear-armrest radio controls and water buffalo hides. An intention of producing the worlds best luxury car was most certainly in BMW's sights.

    The first 745i 23's used a specially developed #BMW-M102 3.0-litre engine, which was a strengthened #M30B30 / #BMW-M30 , with a #K27 turbocharger bolted to the side. In 1982 the engine grew from 3.0 to 3.4-litres, which required less boost pressure to produce the same horse-power. The same turbocharger gave the increase from 188 to 252bhp on both engine sizes, but the size of it next to the steering linkage fixed the car in left-hand-drive, removing it from the UK market. Damn and Blast.

    The UK market however, didn't miss the 745i and were amply satisfied with the 732i and 735i models to give adequate performance. Compared to similar vehicles from Jaguar and Mercedes, the 7 gave great economy, too. South Africa, you ask? Nope. Not even close. South African driver's, like in the UK, use right hand drive cars which the turbocharger setup didn't permit. BMW's first official subsidiary, needed a solution quickly. Enter the M88/3; The legendary 24 valve engine from the M1, rated at 290 horse power. There were just 209 of these goliath's built, and just 17/209 were specified with a 5-speed manual gearbox, making it one of the most limited production models in the company's history. Never officially badged, but known as the “M745i” gave the 7 Series it's only official BMW motorsport outing, in Class A of South African Modified Saloon Championship. Tony Viana won the class against Sierra XR8's and the nimble Alfa Romeo's of the time, but not without some incredibly hard work wrestling the comparably enormous chassis. The Winfield Racer pictured, is the actual car that won the championship and is still regularly used at period events and track meetings.

    The Blue & Grey pictured cars, are owned by Mohamed Baalbaki, and his friend in Dubai. The cars are european Turbocharged examples, which were imported to Japan when new, and then to UAE in the last 5 years. They have both had extensive maintenance and mechanical overhauls and have had awesome, newer BMW wheels fitted. Keep up the work guys!
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    CAR: #BMW / #BMW-E32 / #BMW-750iL / #BMW-V12 / #BMW-750iL-E32 / #BMW-750i-E32 / #BMW-7-series-E32
    YEAR: #1988
    TOTAL MILEAGE: 118,797
    MILEAGE THIS MONTH: 496
    MPG THIS MONTH: 17.9
    TOTAL COST: £286 (dampers)

    I had hoped to have a fully, fighting-fit #BMW-7-Series for inclusion this month but, sadly, only some of the jobs have been ticked-off the ‘to do’ list. The spark plugs and leads have been fitted, and I’m pleased to report that the engine’s turbine-like approach to business has been restored. The hydraulic brake cylinder has been fitted too, together with a full brake service. Sadly, though, this identified broken bleed nipples on the front calipers, so both had to be replaced – an expense I wasn’t predicting and, while it’s probably not the end of the world, I haven’t had the bill for them yet! Unfortunately, this work hasn’t cured the brake pedal pressure problem I’ve mentioned here in the past, so it’s now looking like I’ll need to source a new brake accumulator. BMW don’t have one in stock apparently (and I’d no doubt have heart failure at the price, even if they did!), so I think a bit of a Google/ forum searching session will be required.

    With workshop space at a premium, Hardings asked if I could take the car back, at least until I managed to get the suspension parts the car needs, so I’ve taken the opportunity to use the car pretty much as a daily-driver. It’s done everything this month from B&Q trips, commuting, plus some decent motorway schleps, seriously boosting this month’s mileage. It’s been an interesting exercise actually, and I’ll report on my thoughts and findings soon.

    In the meantime, I’ve finally managed to track down some matching, Monroe non-EDC dampers for the car, for the bargain price of £286. Funnily enough, they came from Eastern Europe, which seems to be a new parts haven for classic BMWs. Now, with MoT day looming, ‘Maggie’ is back at Hardings awaiting her leg transplants, and the completion of the rest of the outstanding jobs. Something tells me that this garage session is going to cost me…

    Bargain-priced #Monroe dampers, hot off the courier van from Eastern Europe!

    My 750iL still isn’t fully fighting fit, but we’re getting closer.
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    Leading Role. We head off to California to sample BMW’s most powerful road car, the stunning M #BMW-760Li-xDrive-G12 / #BMW-7-Series-G11 . BMW continues its fine V12 tradition with the range-topping M760Li xDrive, but does it deserve the M badge or is it just acting the part? Words: Shane O’ Donoghue. Photography: Uwe Fischer and Barry Hayden.

    To help us get into the mind set of potential buyers of a car like the new M760Li, BMW brought us to Palm Springs in California. There, we got to have a close-up look at how the other half lives, the other half that we watch on our cinema screens, for example, marvelling at their acting talents. I presume that these people don’t need a degree from RADA to feign disinterest in the sticker price of a car, but they’re not impervious to numbers, which is partly why there remains, in 2017, a BMW you (they – no offence) can buy with a prominent ’V12’ badge on its flanks.

    And as we stood sipping cocktails with BMW’s engineers on the lawn of a house owned by Leonardo DiCaprio (you couldn’t make it up), there sat a clear reminder, in the guise of a highly original looking E32 BMW 750iL, that BMW has previous with the #V12 engine layout. Indeed, #2017 marks the 30th anniversary of its introduction and there has been a healthy stream of #V12-engined BMWs ever since.

    But this one is different. This is the first developed by BMW M and wearing the evocative red, blue and purple striped badging. The name is a little longwinded, but that indicates its positioning as an M Performance Vehicle, not a full-on M car. We asked Frank van Meel, BMW M’s boss, why not call it simply the #BMW-M7 , and he explained that, to back that up, the 7 Series would have to lose some of its comfort and comportment in a bid to give it the razor-sharp responses and focus of a true M car. He reckons there isn’t really a market out there for such a model. That doesn’t, he insists, mean that the M760Li should be seen as a pretender to the throne. The remit for the #BMW-M760Li was simple: give buyers the absolute best-in-segment combination of driving dynamics and ride comfort.

    Before we get to that, however, we really should address the powerplant, as it’s a tad special. The 6.6-litre V12 is fed air by two mono-scroll turbochargers (twin-scroll ’chargers were deemed unnecessary to reach the target output and responsiveness) making for maximum figures of 610hp at 5500rpm and 590lb ft of torque from just 1550rpm all the way around to 5000rpm – just below that peak power point, notice. It starts up with a purposeful rumble, but unless you’ve selected Sport mode it settles into a subdued idle and it’s whisper quiet and smooth around town or even at a high-speed cruise. The sound changes markedly if you either pin the throttle for an extended period or you press the Sport button. There’s a bypass valve in the exhaust that opens automatically at wide open throttle under load or when the car is in the Sport setting and it lets the V12 sing in its distinctive voice, though being an M car it’s given a harderedged note here than it might otherwise have had. Oddly, BMW thought it necessary to amplify the sound by small amounts through the car’s speakers. We wouldn’t have thought it was required with such a power unit to play with.

    Although the long wheelbase 7 Series uses its ’Carbon Core’ to help reduce weight, it’s still not far off two and a half tonnes, so the official 0-62mph time of 3.7 seconds is scandalous – it’s the quickest of any BMW in production right now. And owners of the car can attempt to repeat that feat over and over thanks to the inclusion of a simple-to-use launch control function in the eight-speed automatic transmission. Come to a stop, keep the brake pedal down hard with your left foot, floor the throttle without releasing the brake just yet and a little chequered flag appears in the all-digital instrumentation as the revs settle at an optimum point. Release the brake within three seconds and the rear dips, the nose rises and before you know it you’re doing licence-shredding speeds, punctuated by fast, smooth gearchanges exactly where the computer thinks they should be. It sounds dramatic, but actually it’s so controlled and so effortless for the engine that it’s almost an anti-climax. That transmission is a beauty though, perfectly smooth and refined in Comfort mode and a little quicker in the Sport setting without ever feeling as razor-sharp or uncouth as BMW M’s dual-clutch transmission can be. Even on two different tracks we found little need to take over control via the tactile wheel-mounted gearchange paddles.

    That’s right, we brought this long wheelbase luxury car weighing over 2200kg to a race circuit and lived to tell the tale. In fact, the M760Li gave a rather good account of itself. Before we were let loose on the ’Triple Crown’ race circuit at The Thermal Club (adjacent to the new BMW Performance Center West in California and basically a purpose-built five-mile track for the well-heeled to play on with their expensive toys – it’s possible to buy a villa overlooking the circuit with all-inclusive access to the track at any time, for example), we tried out the big Seven on a handling circuit that initially looked more suited to karting than a big limousine. Even in Comfort mode the car didn’t feel out of place, while selecting Sport upped the fun quotient considerably and all four tyres were soon squealing with delight (that’s what it is, right?) as it felt perfectly natural to push the M760Li to its limits, even on such a narrow piece of tarmac.

    Following other drivers in convoy it was possible to see that the rear wheels were steering too, the presence of Integral Active Steering helping the long Seven feel profoundly agile in tight and acute direction changes in particular. Mapped to the driving modes, the rear-wheel steering system steers the rear wheels in the opposite direction to the fronts at low speeds to help manoeuvrability and agility in slower corners, while turning them in the same direction at higher speeds to enhance stability – such as in the case of a high-speed lane change. It’s remarkably effective on track given that the rear wheels have a maximum angle of just three degrees, though its inclusion in the chassis has allowed BMW to use a more direct front axle steering ratio – itself featuring a variable ratio rack. And there’s even enough information coming through the steering wheel rim for you to adjust your line at speed.

    We discovered that more so on the wide expanses of the Triple Crown track, where lovely long and reassuringly wide sweeping bends allowed time to explore the outer limits of the chassis’ ability. The most impressive aspect of all this was perhaps the unflappable brakes. They’re steel discs all-round and we had no issues with pedal feel or fade after a few fast laps, each featuring several high-speed straights into much slower corners. The Michelin Pilot tyres eventually became the weakest link as they heated up, but even so, the chassis balance means it’s all well-telegraphed and controllable. Leave all the driver assistance systems in place and the M760Li will lap smoothly and quickly with little drama, but even with traction and stability control turned off, it’s no handful in the dry.

    What’s more, the chassis is highly resistant to understeer, instead preferring to gradually move into a neutral four-wheel slide – after quite a bit of provocation I should add. When this happens, there’s little reason to back off the throttle fully, instead trimming the line by slight adjustments with your right foot, helping the M760Li feel more rear-driven than you might expect. Unsurprisingly, xDrive four-wheel drive is standard, but it’s undoubtedly a system that prefers a rear-drive bias. By default, 100 per cent of the engine output is sent to the back axle, and an army of sensors help the control unit decide when it would be prudent to send power to the front. But even then the maximum that can be apportioned to the front wheels is 50 percent.

    There’s plenty more trickery in the suspension, and the clever part of this car, which few buyers will appreciate, is how all the sub-systems interact with each other. So the air suspension (same volume as in the rest of the 7 Series line-up, but retuned to suit the M760Li) and Dynamic Damper Control systems are brought together with active roll stabilisation within the Executive Drive Pro system. And this is the key to the M760Li’s breadth of abilities. On track, being driven faster than any real buyer of this car is likely to drive it, the M760Li does feel big, but it’s remarkably controlled and controllable; there’s no unseemly lurching or body lean or pronounced nose dive under hard braking – it just gets on with it, even if you are aware of the battle with the laws of physics.

    When we finished our circuit driving, we took the same cars out on the public road where it revealed its alter ego. There, despite the low profile tyres and a more sporting remit than any other #BMW-7-Series , the M760Li was just as comfortable as them – even on really poor road surfaces. What’s more, it was eerily smooth and refined and comfortable even in Sport mode when not in a hurry, while Comfort and Comfort Plus delivered the clichéd magic carpet experience. That active roll stabilisation system plays a large part in that, as it allows for greater wheel movement in a straight line than fixed anti-roll bars, while quickly reacting to turning forces and cancelling them out before you’ve realised in the corners. It’s so effective that the best driving mode for the public road is Adaptive. This uses data from the sat nav, a stereo camera and other variables defining driving style to best set the car up for any given moment. Few will find fault with it, though many will still prefer to actively choose a given mode, of course.

    For those that want all the performance and dynamic ability of the M760Li, but not necessarily the attention it might attract, there’s the ’Excellence’ version of the car (pictured below), which is available for the same £132,310 price. This does without the M aerodynamic package, has a lot more shiny chrome, unique (much less sporting) 20-inch wheels, less M badging and a quieter exhaust at all times. Inside, it gets a few other bespoke touches (for the already sumptuous cabin with its #BMW Individual leather upholstery and lots lots more) and the gearchange paddles are removed.

    For completion (ok, we just wanted more track time), we took the Excellence variant out on the Triple Crown track for a few fast laps and, in honesty, it felt no different at all. In truth, many will think that its subtle #V12 badging and appearance mean a less vulgar looking car, in keeping with the wishes of certain members of The Rich and Famous Club to keep a low profile. Hence it may not fit in around Palm Springs way…

    The M760Li does feel big, but it’s remarkably controlled and controllable; there’s no unseemly lurching or body lean.

    Despite the low profile tyres and a more sporting remit than any other #BMW-7-Series-G12 the M760Li was just as comfortable.

    It starts up with a purposeful rumble, but unless you’ve selected Sport mode it settles into a subdued idle and it’s whisper quiet and smooth.


    TECHNICAL DATA FILE #2017 / #BMW-M760Li-xDrive / #BMW-M760Li-xDrive-G12 / #BMW-G12 / #BMW-G11 /
    ENGINE: #V12 , 48-valve, turbocharged

    CAPACITY: 6592cc
    MAX POWER: 610hp @ 5500rpm
    MAX TORQUE: 590lb ft @ 1550-5000rpm
    0-62MPH: 3.7 seconds
    TOP SPEED: 155mph (can be upped to 190mph with M Driver’s package)
    ECONOMY: 22.1mpg
    EMISSIONS: 294g/km
    WEIGHT (EU): 2255kg
    PRICE (OTR): £132,310
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    / #Best-ever-sales / #BMW-5-Series-G30 / #BMW-5-Series / #BMW / #BMW-7-Series / #BMW-7-Series-G12 / #BMW-7-Series-G11 / #BMW-3-Series / #BMW-3-Series-F30 / #2017

    The BMW brand is celebrating an all-time sales high, both worldwide and in the UK. Globally the BMW brand achieved a new full-year sales record of 2,003,359, 5.2 percent up on 2015. The onward march of the X vehicles was certainly responsible for some of this growth with one in three #BMW vehicles now being equipped with four-wheel drive. With nearly 645,000 X models being sold worldwide this represented a year-on-year increase of 22.3 percent. Other notable growth drivers for the brand include the 2 Series (up 24.8 percent) and the #BMW-7-Series , which saw sales increase by 69.2 per cent to total 61,514.

    In the UK the BMW brand accounted for 182,593 sales, an increase of 9.0 percent compared to 2015 and over 15,000 vehicles more than its previous UK sales record in 2015. The #BMW-1-Series five-door was the brand’s biggest selling model closely followed by the #BMW-3-Series-Saloon , the #BMW-5-Series-Saloon and the new X1. #2016 also saw demand doubling for BMW’s electric and hybrid models with more than 9000 customers choosing an alternatively fuelled vehicle. The recently launched #BMW-330e-F30 iPerformance models have already become a popular choice with over 3500 vehicles sold in the UK last year.
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    Additional options for the #BMW-7-Series / #BMW-7-Series-G11 / #BMW-7-Series-G12 / #BMW-G11 / #BMW-G12

    From March #2017 there will be a broader choice of driver assistance systems for 7 Series models. The systems will be included in the optional equipment package ‘ #Driving-Assistant-Plus ’ and will offer the driver effective assistance in many different situations, ultimately leading the way to automated driving.

    A further addition to the range of Driving Assistant Plus functions is the #ActiveAssist-Collision-Avoidance system. Should a rapid lane change become necessary in order to avoid a suddenly appearing obstacle, it provides steering assistance at speeds of up to 100mph. The Cross Traffic Alert function, also included in the equipment package from March, provides visual and acoustic signals if the traffic signs identified by the stereo camera should indicate that the driver has overlooked a road with right of way.

    The new Driving Assistant Plus features are complemented by the #Wrong-Way-Driving-Alert feature. This system analyses navigation data in order to provide information on hazardous situations. It intervenes when the vehicle is driving in the wrong direction into one-way streets, roundabouts or motorway entrances.

    Lastly for the #BMW 7 Series in conjunction with the #Surround-View system drivers of a 7 Series will in future also have access to the #Remote-3D-View feature, the Surround View system which provides them with permanent access to a three-dimensional live image of their vehicle and its surroundings which can be transmitted to their smartphone via the #BMW-Connected feature.
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    Seven eleven? #BMW-760Li-E66 / #BMW-760Li / #BMW-760i-E65 / #BMW-E65 / #BMW-E66 / #BMW-7-Series / #BMW-7-Series-E65 / #2011 / #2008 / #BMW /

    On the streets of Dublin, I have several times noted an interesting curiosity. It’s a blue E65 7 Series long wheelbase, registration plate starting with an 11. The significance of this is that the 11 means it was manufactured in 2011. As everybody knows, E65 went off production lines sometime in mid-2008. There were 100,000 cars, vans and trucks registered in Ireland in 2011, so from the rest of the plate (which we’ve not written in full here ~ Ed) it’s likely to mean it was Q1/Q2 2011. I checked motor tax records at www.motortax.ie, and weirdly there is no record of it (even though I checked in the past tens of other cars and always found out how much tax was due for a given regplate).

    However, www.cartell.ie says it’s a 2011 #BMW-760Li (5975cc capacity). Needless to say, I know it was an E65. I owned one and I can distinguish it from afar from the more modern F02 model that should have been produced in 2011. My question is: do you have any idea where such vehicle could have come from? Have you ever heard of a BMW that has been mysteriously manufactured three years after production ceased?

    Perhaps it’s some diplomatic stuff or an armoured vehicle finished in 2011 (i.e the armouring modifications being so pervasive that it took so long to be registered vehicle)? Or fake plates (I was considering reporting it to the police, but I’ve seen this E65 a few times driving always around the same spot so I doubt it’s fake plates, rather somebody commuting to work). It’s been puzzling me for the last few months, so if you have any ideas how an E65 can have a 2011 registration plate I’d be delighted to hear it. Which brings me to the other thing I wanted to ask. I’ve been searching for an E23, the first 7 Series and nearly bought one (thanks BMW Car for pointing me to the issue with the E23 Buying Guide). However, my family will be expanding soon, and I will need some more modern technology for commuting, so it leaves me with an E65 (in addition to my current E60 5 Series petrol wheels, which at 25mpg for my daily 30-mile drive leaves much to be desired in terms of economy). Can you let me know which BMW-Car featured a Buying Guide to the E65 7 Series?

    And one more thing: I was just reading the latest January 2017 issue of the mag and loved the feature about the new 5 Series. Fantastic car. However, it think there might have been a little gremlin: you quoted economy for the 540i as over 60mpg and CO² emissions of only 128g/km (same as for 530d) – if it’s not a gremlin then, wow, nice economy and emissions. As usual, looking forward to the next issue.
    • We’re afraid this one has got us stumped Michal and we can’t offer you a definitive answer. Could it be that the car was ordered in 2008 and then cancWe’re afraid this one has got us stumped Michal and we can’t offer you a definitive answer. Could it be that the car was ordered in 2008 and then cancelled at the last minute as the global recession hit hard? It’s just possible it sat unsold for the ensuing two-and-a-half years as we can’t imagine there were too many folk willing to drop €100,000 on a gas guzzler that had just been superceded, especially given the economic conditions. We’re also not sure how the Irish registration system works… could it have been imported from another country in 2011 and mistakenly given a 2011 plate rather than an age related one? Perhaps you can attract the driver’s attention one day and get to the bottom of the mystery?

      As far as a Buying Guide for the E65 Seven is concerned, the last in-depth guide we did was in November 2015, which covered the V8 petrol models, while for an overview of the 730d the last piece we did was a Ten Minute Guide in September 2012. And, yes, well spotted on the 5 Series gremlin – see Five Gremlins opposite.
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