2018 BMW 740e xDrive Road Test and Review

It isn’t often that a car’s mission statement includes both putting on the Ritz and saving the planet, but that’s exactly what the 2018 BMW 740e xDrive iPerformance is all about. Shorthand for that alphanumeric mouthful is the BMW 7 Series plug-in hybrid with all-wheel drive. The 740e artfully blends the well-contented luxury fitments of BMW’s limousine-like flagship sedan with partial electrification and a hybrid powertrain that nets the gasoline fuel economy of a much smaller car.

What’s surprising is the 740e is a relative bargain as flagships go. BMW 7 Series prices range from $83,650 for the “base” rear-wheel drive six-cylinder turbo-powered 740i all the way to $156,700 for the twin-turbo V12 M760i. At a base price of $90,700, the 740e xDrive plug-in hybrid is just $4,050 more than the gas-only 740i xDrive. That’s a very small upcharge for the considerable amount of onboard componentry that gives the 740e hybrid its electric-drive capability.

As with the rest of the cars in the BMW 7 Series lineup, the 740e looks like class from any angle. From its front-and-center twin-kidney grille and adaptive LED headlamps to its broad shoulders, limousine-worthy rear doors, and prominent dual exhaust, the 7 Series makes an upwardly mobile statement.

All 7 Series BMWs sold in the U.S. are the long-wheelbase versions, longer between the front and rear wheels than the Mercedes-Benz S-Class and even the full-size Ford Expedition SUV. And no one needs to know that in this 740e version, there’s a four-cylinder engine residing under that long, stately hood.

The 740e is home to the first four-cylinder ever in a 7 Series BMW, this one a 255-horsepower 2.0-liter twin-scroll turbo that also delivers 295 lb-ft of torque from 1550 to 4400 rpm. Together with the 111-hp AC synchronous electric drive motor that actually lives inside the 740e’s 8-speed Steptronic step-shift automatic transmission, the eDrive system makes 322 horsepower and 369 lb-ft of torque, which is roughly equivalent to the output of the base non-hybrid 740i’s 3.0-liter six-cylinder turbo powerplant.

Performance is certainly more lively than that of most hybrids, the 740e powering to 60 mph from rest in about 5 seconds. The whole operation feels nicely integrated, and except when stopped in traffic or starting out, has a decidedly non-hybrid feel. And there’s a complete lack of the disconnected/slipping-clutch sensation and droning sound under acceleration often associated with other hybrids using a continuously variable transmission design. The sound of the engine, however, is undistinguished and certainly not as evocative at that emanating from BMW’s silken inline sixes or brassy V8s.

EPA ratings for the 740e are an impressive 64 MPGe using electricity but just 27 mpg combined when using gasoline alone. That’s not much better than the base 740i xDrive’s 23 mpg combined rating, so it pays to plug in.

On a full charge from the 9.2-kWh lithium-ion hybrid battery that resides under the rear seat, the 740e can go 16 fossil-free miles without firing up the engine. Not that you need to plug in to use the car. If you’re lazy, don’t have access to an electrical outlet, or are just short on time, you can drive the 740e just like any other non-plug-in hybrid with the hybrid system blending the output of the gas engine and electric motor seamlessly. You can charge a depleted battery in about seven hours on regular 120-volt household current or less than three hours with a 240-volt power source.

The 7 Series is BMW’s largest and most luxurious sedan. The cabin is awash in standard Dakota leather upholstery, brushed aluminum, and wood trim, and the heated front seats offer 14-way power adjustments and lumbar settings. The power tilt/telescopic leather-wrapped steering wheel automatically tilts up when the driver door is opened to facilitate ingress and egress.

Standard four-zone automatic climate control, soft-close doors, a panoramic sunroof, a console-mounted wireless phone charger, and a six-color ambiance lighting system add more luxury. Also available are optional ventilated front seats, a head-up display, and front seat massagers.

The 740e rolls with iDrive6, the latest iteration of BMW’s secondary control interface first introduced in the 2001 7 Series. Now the system adds a 10.2-inch color touchscreen to augment the previous control wheel, gesture control, voice control, and shortcut button methods of navigating the infotainment jungle. Standard on every 740e is 4G LTE broadband connectivity with a mobile Wi-Fi hotspot for multiple in-cabin devices.

Also present and accounted for are a 600-watt, 16-speaker Harman Kardon surround-sound audio system with HD radio, SiriusXM satellite radio with real-time traffic updates, and a voice-activated navigation system with 3D maps and new natural language software. Apple CarPlay compatibility is a $300 upcharge, surprising when the feature is standard on many non-luxury cars and SUVs. Android Auto compatibility isn't yet available.

Being a hybrid, the 740e offers the driver many specific controls and drive modes to customize the driving experience. The eDrive button on the console allows the driver to choose their setting. Auto eDrive is the normal default setting and seeks to balance the action of the turbo four-cylinder engine and the electric motor for an optimal blend of fuel economy and performance. Max eDrive switches exclusively to electric power unless full acceleration is called for. The third option, Battery Control, uses the engine to top off the hybrid battery for later all-electric use.

Driving dynamic characteristics can also be customized with the selection of the Eco Pro, Comfort, or Sport driving modes which vary accelerator pedal response, transmission shift points, steering boost, and other parameters.

Hop in the back seat through one of the huge rear doors and you can begin to channel the boundless universe of CEOs, rock stars, and professional athletes with an NBA-forward-worthy 44.4 inches of rear legroom back there — nearly four feet of stretch-out space. Headroom is generous as well, courtesy of a relatively upright roof and ample glass area makes sightseeing easy. Standard fare includes ashtrays (remember those?), flip-down vanity mirrors, a power rear window shade, and separate climate controls. Heated massaging rear seats and heated armrests are optional, too.

Trunk space is reasonable for a hybrid at 14.8 cubic feet large, but it's a bit shallow, so large square items don’t always fit. The good news is there are several underfloor compartments, which are handy for hiding small valuables and electronics; one of them contains the plug-in charge cord. A center pass-through door between the trunk and rear seat accommodates longer items such as skis.

The 2018 BMW 7 Series is a luxury car first and foremost. And despite the twin-kidney grille and brisk power, it has little in common with its “ultimate driving machine” 3 Series and 5 Series sport sedan cousins of a couple decades ago. What the 740e does offer with its self-leveling air suspension is superb ride comfort, no matter the road surface, smooth and plush, as you’d expect a world-class limo to be. And with meaty 245/50R-18 run-flat rubber (our test had $1,300 optional 19s), there’s good tire grip as well.

The 740e's Active Steering steers the rear wheels slightly when the driver turns the steering wheel to aid low-speed maneuverability and high-speed stability. However, the steering action is a bit overboosted, could use more feedback, and sometimes requires too much correction. The brakes are strong but can be soft upon initial application, then more abrupt. The regeneration calibration recharging the battery gives an on/off feel that takes practice to modulate smoothly. Ride motions tighten up in Sport mode, but not that much. The 740e is a creampuff that rounds off sharp impacts and takes potholes in stride. So chill out.

Can a near $100,000 flagship sedan with limousine-like spaciousness and conveniences also do its part to reduce carbon emissions and our dependence on fossil fuels? The 2018 BMW 740e xDrive iPerformance begs the question, boldly and handsomely.