New BMW 7-series

The new sixth-generation BMW 7-series is the latest in a long line of luxury cars from BMW. Often a pioneer as far as technology is concerned, the new 7 combines a strong focus on opulent luxury, plenty of new tech and an even stronger focus on driving manners

The new 7-series will come to India in the long-wheelbase guise, powered by a six-cylinder diesel and a twin-turbo V8 petrol. The car has an evolutionary design that looks similar at first glance to the current car; but look closer and it clearly has a new nose and tail. The BMW kidney grille now is bigger and features active louvers that open and close to improve airflow through to the radiator. There are new optional high-tech laser headlights in pods that stretch all the way round back from the grille and the new 7 makes widespread use of advanced air curtains around the wheels, for improved aero performance. The slightly sleeker form also provides it with a class-leading drag co-efficient of just 0.24.

This new-generation car, however, has a lot of catching up to do. The new Mercedes S-class, launched last year, really took the game ahead, pioneering plenty of new technology and adding massively to its comfort quotient, and BMW will have to be at the top of its game to match it. But the new 7 seems well up to the task. The sixth-gen four-door comes loaded with a host of new technology. Among its highlights are intelligent lightweight carbonfibre construction, new-generation engines, a high-quality interior with the latest in connectivity and even new gesture-based controls. Also available in the near future, an autonomous parking function that enables you to step out and park the car at the press of a button.

BMW has always tried to make the 7-series the best to drive in its class, despite being an out and out luxury car. For this sixth-generation model though, the focus has been widened.

The agility and sportiness inherent in the previous versions remain at the core of the new model, but this new car focusses heavily on comfort as well, and it does so by using air suspension both at the front and the rear. In addition to this are two additional systems; rear wheel steering and active anti-roll bars.

The 7-series now also offers four differing modes via an optional Driver Experience Control function. You can also dial up Comfort, Comfort plus (a first), Sport and Adaptive modes, the last of which is similar to the one used by Rolls Royce. It automatically adjusts the suspension and gearbox via input from the car's sensors, and also reads the road ahead via the GPS system, and acts accordingly, selecting the right gear for the job.

There’s a new suppleness to the way the sixth-gen sedan gets along, both around town and on the open road. In Comfort Plus, the new BMW is much quieter and noticeably smoother than its predecessor. The suspension is far less sensitive to surface texture and has greater ability to sponge up bumps, making it more relaxing to travel in the back.

In 750iL guise, the new BMW feels very muscular. Its twin-turbo V8 motor allows you to either burble along on small throttle openings or launch into full-bore drags that are startlingly quick. The V8 puts out a very strong 445bhp and because this new car is lighter, it feels very quick. 0-100 comes up in a startling 4.3 seconds, as the V8 winds hard all the way to 7000rpm, pushing this barge forward with plenty of refined punch.

Switch to Sport, however, and air springs, dampers and active anti-roll bars tighten up the whole suspension, and the car seems to just shrink to the size of a well-mannered 5-series. Superb damper tuning provides excellent body control and it really does allow you to attack corners like you wouldn't believe. It truly does have impressive agility for such a big car. And there is loads and loads of grip too, which at times, gets you to forget what type of vehicle you really are driving.

The new car's interior receives a big update with a new dashboard that is finished in higher grade materials very similar to those on the new S-class. Higher grade wood creates the right ambience, the more supple, butter-soft leather feels great to sit on and tastefully done metallic buttons help it provide a more luxurious feel as well.

Gesture control is also offered for the first time. It uses a three-dimensional sensor mounted near the mirror to detect hand movements that control functions. You can twirl your fingers clockwise to increase the volume and you can point two fingers to change the mode, among others, and the best part is that it works like a treat. And there's also wireless charging for Android phones and a scent diffuser. 

Among the other highlights are new digital instruments that change colour depending on the driving mode, a beautifully finished multi-function steering wheel, a touch-sensitive air-conditioning system and revised switchgear. A new-generation iDrive system with a new touchscreen makes a debut here too. It allows you to operate various functions in a similar style to that of a smartphone with pinch, point and swipe commands, and this now makes the experience more intuitive.

The new 7-series is a significantly better car than its predecessor. Its evolutionary styling may not be exciting initially, but its classy interior, high-tech features and improved ride and sharp handling elevate it to a new level of excellence, making it a much more serious rival to the S-class. It's almost as good from the back seat and much nicer to drive, and that puts the new 7 back in the game. Worth waiting for; yes certainly, the S-class is now no longer an automatic choice.

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Volvo XC90

The XC90 is Volvo’s new full-sized seven seater luxury SUV. An all-new version of what was once a bestseller for the brand globally, this new XC90 is also the first car off its new Scalable Platform Architecture (SPA) and the first since the takeover by the Chinese company Geely. This new SPA platform uses a high content of hot-formed Boron steel which is stronger and lighter than other forms of steel. At 2,171kg, the SUV is lighter than its rivals.

Its styling is unmistakably Volvo; there is very little visual drama, and the XC90 looks like it has been carved out of a single big block. But this is not to say that the styling is bland, there are elements like the large grille with vertical slats that stand out, the new Iron Mark badge is larger and the ‘Thor’s Hammer’ LED daytime running lights, yes that’s what Volvo calls it, give it plenty of presence. The 20-inch alloy wheels offset the bulk of the SUV neatly and the traditionally stacked tail-lamps, now shaped like an inverted question mark, lend the otherwise sedate rear some character.

Visibility all-around is brilliant, and the cabin feels airy with the panoramic sunroof, large windscreen and windows. The large well-bolstered seats have been designed with help from orthopedic surgeons, and offer good support for passengers with large frames as well. The middle row seats are also comfortable but there might be a few grumbles, as the cushioning is a bit too firm, but its versatile 40:20:40 split will draw praise. We managed to sit an adult in the third row and it is perhaps one of the most usable third row in its segment with its tall roofline liberating sufficient headroom. But climbing into the back is a pain. However, the limited legroom limits, so it is best for short rides.

Step inside and you see the judicious use of unveneered wood, leather and the uncluttered dashboard looks super impressive. The dash is designed in waves and looks just brilliant with deftly places bits of chrome. The infotainment system with the large nine-inch touchscreen has clear fonts and sharp graphics making it great to use – there are swipe and pinch functions just like on a smartphone! The luxury feel is further enhanced by the 19-speaker Bowers & Wilkins sound system that provides incredibly detailed and clear sound; one of the best systems we’ve experienced in a car, so far. There are certain areas like the sides of the centre console that could have been finished better, and there are no paddles for the gearbox, but the cabin is well made on the whole.
Volvo’s commitment to safety, however, is evident with the levels of safety equipment offered – there is a whole raft of it. There’s curtain airbag even for the third row. It has cleared the Euro NCAP test with full marks, pity, that some of the radar-based safety features have been taken off the list as it is banned in India. Nevertheless, it is still one of the safest cars money can buy.

The D5 variant that we drove had a twin-turbo 2.0-litre diesel motor producing 222bhp and 47.9kgm of torque; one of the modern engines from Volvo. There’s some diesel clatter heard inside the cabin at start up, but what impresses is the way this engine responds. It is very quick off the mark for a diesel motor and smoothens out as the revs rise. Volvo seems to have got the twin-turbo combination right as both the turbos work in perfect symphony to deliver the power without any hiccup. While a 2.0-litre diesel motor might seem a little less for a vehicle of this size, it is one of the most impressive four-cylinder diesel engines we have driven. It accelerates in a linear way, as the gearbox serves up power smoothly, but slam the pedal hard and the gearbox takes a pause before selecting the right gear for that moment. You can choose between four driving modes: Eco, Comfort, Off-Road and Dynamic. In Eco and Comfort, the engine maps are more suited to relaxed cruising, Off-Road mode raises the car by 40mm and also activates Hill Descent Control. Press Dynamic and the car lowers itself and the engine maps are aggressive with the gearshifts happening much later near the 4,600rpm redline. The Volvo on its air suspension also rides decently. There is a nice level of suppleness as you get up to speed and this works well for the most part.

The XC90 is already off to a good start. Volvo’s Gothenburg plant in Sweden is running a third shift to cater to global demand and The brand has seen plenty of success here too. Volvo says it already has 266 pre-delivery bookings in India. The Swedish carmaker seems to have finally got it right with the XC90. As a package it is brilliant, and is competitively priced as well at Rs 77.90 lakh for the top-spec inscription trim. 
As things stand, the XC90 offers a lot of bang for your buck, and as an overall package it seems to hold a lot of promise. The diesel engine is a delight, the interiors are probably the best seen on any luxury SUV, also the car is nice, easy and effortless to drive. The cabin has a modern air to it and the Inscription version offers quite a decent value too; especially considering the equipment on offer.

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Mercedes-AMG S 63 Coupe

While the S-class in the name does link it to the sedan we’re familiar with, the Coupe’s distinct design doesn’t. The Coupe sits lower, has a more rounded roofline and rightfully has a sportier air about it. You’ll also find a more aggressive front end here (replete with Swarovski crystal-encrusted headlamps!) and a unique, rounded tail. Of course, the AMG version gets sportier bumpers, the signature twin-blade grille and quad exhausts but even the ‘standard’ S500 is incredibly attractive.

It’s better still in the cabin. The dashboard, with its dual screens ,one for the dials and the other for the COMAND system, not only looks thoroughly modern, but is brilliantly finished too.

The front seats are fabulous in their own right with infinite adjustability and six types of massages on offer. Those seated in the back aren’t pampered quite as much. Sure, access to the back two seats is decent, space is nice and seat comfort is good, but these seats won’t be the first preference for anyone.

 There are no two ways about it, the S 63 AMG is wildly quick; its 4.2 second 0-100kph time spells out just how much. The incredible performance is made possible by a 5.5-litre twin-turbo V8 and its jaw-dropping power and torque figures of 577bhp and 91kgm, respectively. Power delivery is just relentless, so you’ll probably run out of road before the S 63 runs out of breath. To be honest, even the back straight at the Buddh International Circuit won’t be sufficient to fully exploit the S 63’s performance capability. Just as well because shifts from fifth to sixth and sixth to seventh gears on the seven-speed auto gearbox are jerky at the very limit.

What Mercedes-AMG has got really right is the sound level in the cabin. The S 63’s engine sounds quite cultured as AMGs go, but luxury coupe buyers are unlikely to want it any other way. Thanks to the brilliant refinement and general poise, the S 63 also masks speed unbelievably well. This is a car in which you’ll often find yourself driving much faster than you think you are.

 In more everyday driving conditions too, the S 63 feels quite special. It features Merc’s Magic Body Control that scans the road ahead to prime the suspension in advance for all sorts of bumps and undulations. Our roads probably have the system working overtime but it does its job well. Ride quality is only a notch down on the standard S-class sedan – very impressive for a performance coupe.

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Mercedes-Maybach S 600

This car was earlier going to be called the Maybach edition; and that, despite the double barrel Mercedes-Maybach name, is exactly what it is; an even more special version of the S-class. So, what exactly is an S600? Basically, a longer, taller and more spacious version of the long-wheelbase S-class. With an additional 207mm thrown into the wheelbase for good measure, this is simply the most luxurious version of the S-class yet (an even longer and more luxurious Pullman version has been planned). The big differences include a new front grille that's been made to look even more upmarket, the rear seat occupants can now hide behind the extended 'C' pillar  and the rear quarter glass and glass house is covered in a tastefully executed thick band of chrome. The car also carries both badges, Mercedes and Maybach, with the double M Maybach Motors logo looking fabulous on the C pillar. There's new hardware under the hood as well. Instead of a twin-turbo V8 you now get the sledgehammer-like punch of a twin-turbo V12 that puts out a huge 523bhp

The cabin is even more luxurious than that of the S. It can be trimmed in a wide variety of leathers, woods and assorted shiny bits and the list of additional luxury fittings is long and comprehensive. Selected highlights include air-conditioned, heated and massaging seats for all passengers, a system that pumps scented, ionised air around the cabin and a 1540-watt Burmester 3D surround sound system with 24 speakers. The two individual rear seats can be reclined even more to 43 degrees, due to the longer wheelbase. Missing, however, are the champagne flutes the earlier Maybach was famous for, and a refrigerated compartment, that should have been there behind the central elbow rest.

The two thrones at the rear are good enough to seriously embarrass most first-class airline seats, especially for sumptuousness and opulence. The fully reclineable chairs are finished in the softest and most supple Nappa leather and with all the extra legroom available, you can really stretch out, and even kick your legs out. You also get fold-out tables, a huge sunroof and a moonroof with photo chromatic glass.  And, for the first time in India, you get inflatable seat belt airbags too, or beltbags as Merc calls them. The entertainment system at the rear though is a bit fiddly to use and the remote-based system feels quite antiquated.

You've never really cruised till you've wafted along in a S600. The experience is just sublime. And the S600's turbo damped V12 takes the word refined to the next level. Truly one of the great large capacity engines around, this motor is both whisper quiet and hugely responsive. To begin with, there's the way it starts up, with a smooth-as-oiled-silk VFFRRROOOOOM; only audible if you keep the windows rolled down. Then there's the unnatural hush; which is absolute, even with the air-con blower turned to zero. Yes you can hear a sporty growl past 4000rpm, but below that, just nothing. And when you rev it a bit, it smoothens up even more, so there's not even a hint of a buzz. It's so smooth you often forget the engine is running, especially on a noisy street. I once erroneously tried to lock the car from the outside; while the engine was still on!

It's even brilliant when you want to accelerate. Squeeze down hard and the S600 rocks back slightly onto its rear wheels and then squashes your kidneys and lower back, with no letup until you are on the wrong side of 200kph. A bit of perspective; this 2.3 tonne car does 0-100 in five seconds; and I just love that hint of menace in the exhaust. What an engine. What a shame it is then that most S600 owners in India, who are normally reposed in the back, will never get to experience the magic.

Then there's the responsiveness; which is always there, like Big Brother, ready to step aside and release an avalanche as soon as you so much as touch the accelerator. So all you need to do, even if you want to only breeze past someone, is squeeze gently, and the Maybach just slingshots past, a big shot of boost served up to make the experience even more unforgettable. What really gets you, however, is the excess of power doled out; ask for 30, it gives you 60, you ask for 50, it gives you 100; and that just feels soooo good.

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