THESE days, grand saloons are very much that – they cost over a million “grand” and fit the word’s dictionary defi nition of “large or impressive, imposing” with considerable aplomb. Generally the flagship of a range, these automotive pleasure domes showcase the manufacturer’s well-being, boasting state-of-the-art technology, exceptional build quality – and offer a special travelling experience for all their occupants. Truth is, grand saloons are increasingly being developed to offer as much – if not more – pleasure to the person doing the driving as they do to the people being driven, to the point where it is actually more appealing to be an owner/driver than it is to employ a chauffeur. It goes without saying that when BMW and Mercedes-Benz present their variations on the theme, you can expect nothing short of the very best to be on offer. With the launch of the latest 7 Series, the Bavarians are armed with their best product yet to challenge the yardstick model from Stuttgart.
Four models make up the new, fifth-generation, 7 Series range – 730d, 740i, 750i and 750Li – and it is the sporty 750i that we pit here against the rival S500 in this battle of V8 giants.
DESIGN & PACKAGING
750i 16/20
S500 16/20
When the previous 7 Series was launched in mid-2001, heralding the “flame surface” look that was to be adopted by subsequent new BMWs, the company – and in particular design chief Chris Bangle – was castigated for imposing such an ugly duckling on the motoring world. But global sales of the 7 increased, the 5s and 3s followed suit, and eventually critics got fed up with throwing brickbats at BMW, turning to showing surprise when walother companies picked up on the some of the design cues. One of the more controversial areas of the styling – the boot lid and surrounds – was soon to be aped by a number of other manufacturers, Mercedes-Benz amongst them… Sure, the 7 did receive an early minor facelift, but nothing like the “admission of guilt” alterations expected by many pundits. Clearly an evolution of its predecessor, the new 7’s styling is somehow softer yet a bit more imposing – in proportion, the long wheelbase helping to create a slightly stretched profile. The “nostrils” are particularly striking. A waist-high crease line and pronounced sills break up the heavy sides – the glasshouse is not particularly large. Overall, the new 7 is noticeably fresher but still familiar.
The current S appeared in 2005 and a facelift is due locally within a couple of months. It is a swoopy, swept-back shape, and the blistered wheelarches, particularly those at the front, are, well, certainly distinctive. Its proportions are well balanced, with a notably short front overhang. Overall, while not being exactly understated, it is very much a traditional big Mercedes (with a hint of Maybach, it has to be said).
Size-wise there is not a lot between the two. The 750i stretches the tape to just over the fivemetre mark – 5 072 mm to be exact – in length, 1 902 mm in width and 1 479 in height, and rides on 3 070 mm wheelbase. Wheel tracks are 1 611 mm front and 1 650 mm rear. It is a BIG car… The S500 is a bit smaller in some directions but no less substantial: length/width/height measurements are 5 076, 1 871 and 1 473 mm, respectively. The wheelbase is 3 035, and front/rear tracks are 1 600/1 606 mm.
Both cars boast a useful boot capacity of 384 dm3, the 750i’s loading height being 710 mm and the S500’s 685 mm.
COMFORT & FEATURES
750i 17/20
S500 17/20
Being flagships, both of these cars are technological tours de force, featuring standard equipment lists that Doctor Who would give his back teeth for: they make his Tardis time capsule appear positively archaic. Typically, though, each has a list of features many of which border on sci-fi. Some are options and come at a cost, but once past the million rand barrier, a few thousand extra is neither here nor there. Our two test cars were equipped with various add-ons, but here we will run through the major technical items that are fitted as standard or available as extras to illustrate just how sophisticated grand saloons have become.
First, though, the seats. Both cars have superb chairs that have Lay-Z-Boy-like levels of comfort. Certainly, driving fatigue should not be a concern when at the wheel of either of these cars for any length of time. The 750i has what are arguably the finest seats ever to grace a production car, offering all-embracing adjustment and support, heating and ventilation, plus an integral “mechanical masseur” for the driver, which incorporates 12 “bubbles” to pamper the torso. Active front seat cushions are also available to help prevent cramp or fatigue in the legs. In the S500 you get 12-way-plus-lumbar electricadjustment plus integral heating and ventilation as well as a massage function. There are 11 air chambers that enable the seat contours to be individually adjusted. Dynamic bolstering that provides improved lateral support can be specified as an option.
The 750i’s distinctive bi-xenon headlamps have a host of innovations available: daytime running lights, automatic dipped/main beam selection, an additional beam that illuminates the road being turned in to, and range control that takes vertical contours, such as crests, into account, and a thermal imaging camera for improved night vision. Other available trickery includes active cruise control with integral distance and stop/go controls, lane change and lane departure warning systems with both vibratory (through the steering wheel) and LED visual alerts, air-conditioning with four-zone climate control, park distance control with rearview camera and side view that views traffic approaching from the flanks, a Professional HiFi audio system that can be supplemented by a rear seat entertainment package that teenagers would rate as heaven-sent, and trailer stability control. The 750i’s sat-nav represents another step towards virtual reality… And, finally, if you cannot fathom out anything, check out the car’s on-board integral driver’s “handbook”…
Fitted to all S500s are auto-on, active, bi-xenon headlamps that follow steering input and have infra-red night view assist, which extends the driver’s range of vision when travelling on dipped beam and displays the road ahead in the instrument cluster. Then there are adaptive brakes with hill-hold, four-zone climate control, COMAND media interface controlling audio/CD/DVD/TV, navigation and telephone systems with voice control, ESP with trailer stabilisation and tyre pressure loss sensors, surroundsound for each seating position, front, side (front and rear) and full curtain airbags, and active front head restraints.
For additional outlay there is Brake Assist Plus, which is a radar-based system that recognises a potential collision with the vehicle ahead and calculates the brake servo assistance required to prevent an accident, even to increasing the driver’s pedal pressure if it is insufficient. BAS+ is available with the Distronic Plus proximity control system (park assist is part of this package) that keeps the S at the desired distance from the vehicle ahead and operates at speeds up to 200 km/h. In stop-go traffic, the system will automatically brake the car to standstill and accelerate back to the programmed speed when the traffic starts moving again. A reverse camera with directional lines is also available.
Facia layout, operation of minor controls and clarity of instrumentation goes in favour of the 750i. BMW’s iDrive, now with multi-modal (voice and controller) operation – and a 10,2-inch screen – is now more instinctive and easier to operate. Mercedes- Benz’s COMAND system is much of a muchness, but its controller layout is a bit awkward. Overall, the 750i’s layout has the more instinctive ergonomics and attractive appearance, and its head-up display is a boon. The S500’s facia divided opinion within the test team: some found it messy and not very user-friendly, while others called its presentation “elegant”. Different strokes…
RIDE, HANDLING & BRAKING
750i 17/20
S500 17/20
The 750 has Dynamic Driving Control as standard, offering four settings – Comfort, Normal, Sport and Sport+ – that alter the degree of damping force (Dynamic Damper Control), the multi-function DSC Dynamic Stability Control, the gearshift dynamics and the control maps for the accelerator and steering assistance, and the test car was fitted with the optional Dynamic Drive roll stabilisation system, all of which combine to provide ride/ handling settings ranging from floaty but level to sportily firm. Apart from Comfort and Normal, there is enough difference between the settings – selected via a couple of switches – to make the facility worth accessing to match desired travel comfort levels with the load/speed/distance of the journey in hand. Anti-sway is an option. Servotronic speedrelated power assistance is highgeared – a fraction over two turns lock to lock – so is sharp and accurate in its response. As an option, active steering is available with integrated rear-wheel steering, which helps put the 7 at the pinnacle of grand saloon dynamics. Overall, considering its size and bulk, the 750i is without doubt a “driver’s car”, capable of being pushed through challenging topography with absolute confidence. For such a big car, it is remarkably agile. And with a turning circle of 12,2 metres, it is no more problematic to park than a double-cab pick-up.
Perhaps suggesting a more passenger-cosseting focus, the S500 rides on full air suspension, the likes of which are often wallowy. But M-B’s Airmatic system, which incorporates active damping control, avoids this pitfall and provides a fi rmly harnessed ride in all conditions, enhanced on the test car by optional Active Body Control that helps keep everything stable when pressing on. The driver can select a Comfort or Sport setting (which drops the ride height by 20 mm amongst other alterations), or dial-in a personal set-up. Hustling the S500 takes some concentration, because there is some inherent understeer to contend with and compensate for. The characteristics of the air suspension take some getting used to: response to steering input is a tad “detached”. At 2,8 turns, the S500’s steering is lower geared than the 750i, and the turning circle is an impressive 11,8 metres. The S500 perhaps wafts more than excites, but with familiarity can be an entertaining and rewarding drive.
Although of the same diameter (19 inches) as standard, the test 750i was fi tted with an optional light alloy wheel package that provides 245/45 tyres on 8,5J-wide rims at the front, and 274/40s on 9,5Js at the rear. Tyres are run-fl ats. The S500 rode on conventional 255/25 rubber fi tted to 18×8,5J alloys front and rear. A full-size alloy spare is fi tted.
Both of these cars have massive ventilated discs all round to provide adequate braking capability. The 750i’s front rotors are 375 mm in diameter, 370 mm at the rear, and the car’s average stopping time in our 10-stopsfrom- 100 km/h test routine was an excellent 2,83 seconds – the hotter they got, the better they stopped. By comparison, the S500’s 350 mm front/320 mm rear set-up appears to be rather meagre in size, but the set-up proved to be remarkably consistent – only four-tenths of a second difference over the 10 stops – and fade free, achieving an even more impressive 2,71-second average. These fi gures are supercar standard. Each car incorporates full ABS control including all the latest available ancillary systems, but the 750i does boast a (shades of F1) brake energy regeneration system. Both cars have electronic parking brakes, the 750i’s with a switchable hill-hold facility.
PERFORMANCE
750i 18/20
S500 17/20
There was a time when the badging on these cars actually related to their specification, but often it no longer applies. Both “50i” and “500” suggest a 5,0-litre powerplant under the bonnet, but in both cases this is far from the truth. In the BMW’s case, the motor is a 4 395 cm3 twin-turbocharged V8, whereas the S500’s engine is a 5 461 cm3 naturally aspirated unit. It is no real surprise, then, to see that despite having 1 066 cm3 greater swept volume than the 750i, the S500’s V8 loses out in terms of power and torque.
“Loses out” is a relative term, though, because 285 kW at 6 000 r/min is healthy enough by anyone’s standards. Without the advantage of forced induction, the motor’s ability to deliver a maximum torque of 530 N.m between 2 800 and 4 800 r/min is impressive, but clearly cannot match the drivability of its rival’s “blown” V8. The BMW motor punches out 300 kW between 5 500 and 6 400 r/min, and a huge 600 N.m of torque right across the most used rev range of 1 750 to 4 500. It is a very strong, smooth and refi ned piece of engineering. Both engines incorporate sophisticated combustion processes, including four valves per cylinder and variable inlet and exhaust valve timing. The 750i’s direct injection delivers fuel at a pressure of 200 bar.
To help compensate for its power/torque disadvantage, the S500 has M-B’s now customary seven-speed 7G-Tronic autobox with direct select electronic control, which is geared to keep the drivetrain working at optimum levels. Manual override is provided, operated by paddle shifts on the steering wheel. The 750i’s transmission is a six-speed with sport mode and manual override via an electronic shifter on the console. Steering wheel-mounted paddles are an option.
Against the stopwatch, the 750i managed the 0-100 km/h sprint in an even six seconds, and the standing kilometre in 25,31 seconds at 212,4 km/h. The S500’s fi gures are 6,24 seconds, and 25,65 seconds at 216,8 km/h, respectively. Overtaking acceleration, using kick-down and the 60-120 km/h increment for comparison, the 750i takes 4,75 seconds and the S500 5,65. As usual, the manufacturers’ agreement to limit top speed to 250 km/h applies.
FUEL ECONOMY
750i 14/20
S500 14/20
BMW engines are traditionally fuel efficient, especially when power, torque and performance are taken into consideration, and the 750i’s 4,4-litre twin-turbo V8 is no exception. CAR’s fuel index (overall consumption) works out at 13,68 litres/100 km, which is more than reasonable for a vehicle weighing 2 061 kg. On an 80-litre tankful of unleaded, a range of 585 km is possible. The S500’s 5,5-litre V8’s figure is an almost as impressive 14,04 litres/ 100 km. The 2 012 kg Mercedes will travel a bit further – 641 km – by virtue of having a 90-litre tank.
VALUE FOR MONEY
750i 15/20
S500 15/20
When you are in this league R4 500 is small change, but that is all that separates these two cars – at base price level. The 750i starts at R1 135 500, and the S500 at R1 140 000, but both can be loaded with any manner of options that, in total, would buy a second car… So when it comes to assessing value for money you have to be wealthy to put these cars into true perspective, but from our point view we have to acknowledge that both really do offer automotive excellence at a GRAND level. Acknowledge everything these cars have to offer and it is not that diffi cult to justify their sticker prices.
VERDICT
750i 17/20
S500 17/20
Mmmmm, a very close decision. The 750i is unquestionably on the sporty side of “grand”, which is reflected in its styling, whereas the S500 leans towards the luxury end, and is the epitomy of unforced elegance as if it has nothing to prove. But neither actually fails where the other excels, and remember there is an S500 facelift imminent that feature- wise will bring it more in line with the 750i.
The scores in this comparative test just give the verdict to the BMW 750i – just – mainly by dint of its slight performance advantage over the Mercedes-Benz S500. However, the argument will be that at this end of the market, stopwatch times are not of prime consideration. Only decimal places separated the scores in the other categories. Both of these cars are at the pinnacle of their game, each with its own take on the defi nition of “grand”, and are true examples of automotive excellence.
