BMW 7-Series (F01/02)


Debut: 2008
Maker: BMW
Predecessor: 7-Series E65



 Published on 20 Dec 2008 All rights reserved. 
The new 7-Series does not set any standards in design. It just reverts to conventional style...

The last generation BMW 7-Series E65 dropped a bombshell to the world in 2001. Although it was the most technological advanced car then, it took a step perhaps too far - its controversial design language shocked most BMW traditionalists, while its overcomplicated i-Drive control system was seen as a joke by rival engineers. No wonder its worldwide sales never matched Mercedes S-class. Having learned the lesson, this time BMW is more cautious in developing the new generation 7-series.

The new car has a new format codename, F01 for regular version or F02 for long wheelbase version. Compare to the last car, its exterior styling is more conventional, if not conservative. The general body profile is smoother and easier to eyes. An enlarged double kidney grille seems going back to the pre-1980s period. It is an effort to emphasize the brand identity, just like what Audi and Alfa Romeo are doing to their cars. However, the biggest improvement is the demise of “Bangle butt” – the pronounced boot lid that sat on the top of the tail of E65. In the new car, the body lines flow smoothly from the roof to the boot lid, and the shoulder lines draw straight to the taillights, all without interrupted by the shut line of boot lid. However, you don’t need to applause. The new 7-Series does not set any standards in design. It just reverts to conventional style and no more. Moreover, its aerodynamic drag coefficient, at 0.30, is poor by the standard of its class.

The biggest improvement is the demise of “Bangle butt”...

Despite of the call for low emission, most cars in this luxury class still grow in size. The new 7-Series is no exception. Its body length has grown by 30 mm and its wheelbase is 80 mm longer than before (LWB version gets another 140mm). To compensate, some body panels have been converted to aluminum, such as bonnet, roof, doors and front fenders, so the overall weight remains unchanged.

Like the exterior, the cabin has abandoned the ugly double binnacle design of the old car and adopted a more conventional dashboard design. Welcome the back of conventional gearstick (on the transmission tunnel rather than the steering column). Ditto the slightly driver-orientated center console, a traditional BMW feature that was lost since Chris Bangle took charge. As expected, the use of materials and build quality are first class, although it still lacks the sense of occasion we found in Mercedes S-class or Bentley. Front and rear space are more than 99 percent people need. Even guys as tall as Yao Ming will find the rear seats relaxing.

Unsurprisingly, you get whatever luxury and safety features you can name. First to mention is the second generation i-Drive, which has been introduced to 3-Series recently. Its menus is finally logically organized and intuitive to use. Apart from the rotary knob and selection buttons, it provides additional shortcut keys to CD, Radio, Telephone and Sat Nav, so no more annoying procedure to select a radio station or make a call. Other advanced equipment include Night Vision, blind spot detection, lane departure warning, active cruise control and HUD (head-up display). The latter now even can display speed limit of the road on the windscreen. It uses camera to read the road sign and recognize speed limit, very intelligent, although sometimes the computer vision could be wrong.

Welcome the back of driver-orientated center console, a traditional BMW feature that was lost since Chris Bangle took charge...

Back to the mechanical side, in order to improve handling, BMW finally replaced its traditional MacPherson strut front suspensions with a new double-wishbone design. At the rear, the 5-link suspensions are carried over. The old 7-Series also donated its long list of sophisticated electronic suspension aids to this car, such as adaptive damping (though now can vary both compression and rebound rates), active anti-roll bars and self-leveling air springs for the rear suspension. Besides, from the 5-Series it gets Active Steer - the motor-assisted variable ratio steering.

Moreover, to tell its customers that itself is more driver-oriented than anything else in the class, the F01/02 has "Dynamic Drive Control" - a control system that provides 5 levels of comfort / sport driving modes for the driver to select. Moreover, these modes change a hell lot of parameters, i.e., throttle response, gearshift patterns, damping stiffness, roll resistance, steering weighting, steering ratio and the threshold of stability control. DDC gives you the convenience that you don't need to set these parameters individually. Just one button will do all !

One very important new addition to the new 7-Series is 4-wheel steering. This 1980s technology has returned to modern cars since Nissan Fuga and Skyline (Infiniti M and G series), then extended its service to Renault Laguna. BMW's system is similar to them. It uses an electric motor to move the rear wheels up to 3 degrees in opposite direction to the front wheels at low speed to reduce turning circle, and in the same direction at high speed lane change to reduce yaw.

All engines are turbocharged, something you could not have imagined for BMW...

Regarding engines, I have two observations. First, BMW reduced the engine range to only 3 engines - 730d's turbo diesel 3.0 straight-6, 740i's twin-turbo 3.0 straight-6 and 750i's twin-turbo 4.4 V8. This mean the previous 4.0 V8, 6.0 V12 and 4.4 V8 turbo diesel have been ditched. It makes more sense to auditors, because the low volume car does not really need to have 6 engines. The second observation is that now all engines are turbocharged, something you could not have imagined for BMW a few years back ! It seems to me that the new thinking of "Efficient Dynamics" has changed BMW a lot. Undoubtedly, low-pressure turbocharged engines are more energy efficient than naturally aspirated ones. They are also very refined by today's technology.

All 3 engines are good ones. 730d is expected to be the best seller in Europe thanks to its low price and running costs. This engine generates 245 horsepower (up 14hp from last generation) and a useful 398 lb-ft of torque. It delivers respectable performance (0-60 mph in 6.8 seconds), good refinement and amazing economy (39.2 mpg combined cycle and 192g/km CO2 emission). It is easily the most economical car in the luxury class.

Don't fooled by its name, the engine of 740i is not the previous small V8, but a tuned version of the 3.0 twin-turbo direct injection straight-6 that powers 335i and 535i. Output increased to 326 hp and 332 lb-ft, comfortably more than the old 4-liter V8 (306 hp and 288 lb-ft). Moreover, its smoothness and eagerness mean few people will notice the loss of 2 cylinders.

The 750i's twin-turbo 4.4-liter V8 comes straight from BMW X6 (which was not reported by AutoZine). Compare to the old engine, it lost 400cc of capacity and Valvetronic, but direct injection and turbocharging are more than capable to compensate. Horsepower increased from 367 to 408, while torque is even more encouraging at 442 lb-ft instead of 361 lb-ft. The abundance of torque across a wide band means it is not only faster than the old 750i, but also faster than the outgoing V12. 0-60 mph now takes 5 seconds flat, faster than Mercedes S500 and Lexus LS600h. No wonder it makes the old 760Li redundant.

All engines work with the carried over ZF 6-speed automatic transmission. An 8-speeder is under development.

Still the most driver-oriented car in the class, but...

On the Road

The new 7-Series is still the most driver-oriented car in the class, but not as apparent as before. Yes, the 750i combines effortless performance with good powertrain refinement. The optional 4-wheel steering does sharpens its low-speed manoeuvrability. Also, the combination of Dynamic Drive Control, adaptive damping and optional active anti-roll bars enables remarkably tight body control. But the basis seems rather ordinary. A standard 730d or 740i without 4WS, DDC and active anti-roll bars does not have much advantage over rivals, not particularly agile or involving to drive. Its steering is quick and accurate but rather lifeless. In the past, good BMW cars were good from fundamental. They didn't need electronic trickeries to make them right.

Alright, even if you are wealthy enough to tick the top engine and all necessary options, you still won't get the best car in the class. Why ? Because the new 7-Series lacks ride comfort and noise suppression to take on Mercedes S-class and other rivals. While its ride seems smooth on flat motorway, on less perfect surfaces it delivers some harshness that you won't expect in the top luxury segment, even with the adaptive suspension at the softest setting. Again, blame goes to the run flat tires. On the other hand, cruising at 65 mph or above will hear a lot of tire roar from underneath and wind noise entering from the A-pillars. This is not what you would expect for a top luxury car.

Fans of BMW may be glad to learn that it has finally sorted out the styling and i-Drive of the 7-Series while improving its performance and efficiency. However, is this really the 7-Series we hoped for ? I'm afraid not. After 7 years, we should expect another leap in chassis dynamics and refinement. Unfortunately, it hasn't delivered that.
Verdict: 
 Published on 11 Sep 2009 All rights reserved. 
760Li
The number of cylinders is still a symbol of wealth and social status in many countries...

The car you see here is the fourth generation V12 7-series. The first one, as I remember, was born in 1987 under the name 750i (or 750iL for long-wheelbase version). At that time, the regular 7-series was powered by no more than a 6-cylinder engine, so as you can imagine, doubling the cylinder count and increasing horsepower from 220 to 300hp caused a lot of sensation then. In later years, the regular 7-series evolved to be more and more powerful, getting V8 engines and eventually twin-turbo V8, the call for extra power no longer stands. As a result, European and American sales of the V12 model dropped significantly. Nevertheless, in developing countries, especially China, Russia and the Middle East, the number of cylinders is still a symbol of wealth and social status. The richest people there take up majority sales of 760Li and Mercedes S600, keeping these absurdly expensive vehicles alive.

The latest 760Li is again a showcase of all the best materials and technology available at BMW. All option boxes have been ticked, including an 8-speed automatic gearbox by ZF, adaptive dampers, active anti-roll bars, air springs, 4-wheel steering and countless of safety technology that I always fail to remember. It also gets a long-wheelbase chassis for the boss to stretch his legs, massaging seats to relieve his fatigue and rear-seat LCD screens to entertain him.

However, the main point of the car is still its V12 engine. The previous 760Li employed a naturally aspirated 6-liter V12 good for 445 horsepower and 442 lb-ft of torque. That is no longer sufficient for the new generation, because the standard 750i already delivers 408 hp and the same amount of torque. To raise the game while keeping fuel economy and emission manageable, BMW decided to build a brand new V12. It shares the same displacement with the old engine, as are Double-VANOS variable cam phasing and direct injection, but everything else is different. In particular, it includes a pair of Garrett turbochargers. Maximum boost pressure is 0.9 bar, while compression ratio is still a high 10.0:1. Output increased to 544 horsepower and 553 lb-ft of torque. The latter is available from 1500 to 5000 rpm.


Twin-turbo V12 is stronger yet calmer and less thirsty

In order to minimize turbo lag, the turbochargers are connected very close to the exhaust and intake manifolds, so close that they call for an unconventional indirect intercooling system. The intercoolers are placed right above the cylinder heads so that they cannot be cooled by air from the front intakes. Instead, liquid coolant flows into a heat exchanger, where it is cooled by a secondary cooling circuit which in turn gets cooled from a front-mounted radiator. This arrangement enables an unusually short path between fresh air turbine and intake ports, ensuring very little turbo lag.

As you would expect, on the road the V12 is powerful yet refined. On the one hand, it runs with creamy smoothness and near silence at any rev. On the other hand, it has enough punch to propel the car from rest to 60 mph in 4.4 seconds, the same time as Mercedes S600. Engine response is quick and lag-free. With strong reserve of power, highway passing cannot be easier. From 2000 rpm, just a small prod of throttle will overtake many GTIs at full effort. In addition to the well insulated cabin and smooth ride, its driver can hardly feel the actual pace.

The ZF 8-speed automatic making world debut in this car shifts impeccably. You can hardly tell which gear it is running. Besides, its low-ratio 8th gear helps fuel economy. BMW claims the car returns 21.8 mpg in European combined cycle, some 4.5 percent better than the less powerful old car.

Switch the suspensions to Sport or Sport+ mode, you will be amazed by how well it contains body roll and understeer, and how stable it sweeps fast corners. The 760Li has handling better than Mercedes S600, although it doesn't ride as well on poorer surfaces. Still, you can feel the extra weight at its nose. On tighter roads, the lighter and shorter 750i will be a better companion.

In the new age of low-carbon economy, do we still need this V12 flagship? No, I suppose not. We would rather have a 750i, which is fast enough, more fun to drive and a little friendlier to the environment. If we have million dollars in our bank accounts and want to show off our wealth, I suppose 760Li is not exclusive enough. Mercedes S600 looks more graceful in and out, while Bentley Continental Flying Spur will be another good choice.

Verdict:
 Published on 12 Dec 2009
All rights reserved. 
ActiveHybrid 7

The German came late to the party, can they restore the lost ground ?

Lexus has been selling hybrid luxury cars worldwide since 2006. Initially, its rivals in Germany did not take that seriously. They doubted the profitability of hybrid technology and believed clean diesel engines were the way to go. However, when LS600h successfully established a superior image in the market, especially in the all-important United States, they started getting anxious. Fortunately, German component suppliers, most notably ZF and Continental, committed to develop hybrid components and systems at full speed. In May 2008, ZF's factory in Germany started cranking out hybrid drive components for Mercedes S400 Hybrid. It was a disc-type synchronous electric motor capable of delivering 20 horsepower, sandwiching between the engine and Mercedes' 7-speed automatic transmission to form a mild hybrid. Part of the pressure was relieved, but the fact that S400 Hybrid cannot match Lexus for power and performance does not make the German comfortable. This is what BMW has to respond.

ActiveHybrid 7 ((together with ActiveHybrid X6) is the company's first hybrid car. It will go on sale in the USA at around US$103,000, practically the same as Lexus LS600h. It promises to offer superior performance yet drinking no more fuel and emitting no more carbon-dioxide.


Low-end grunt feels more like that of a supercharged V8 or a big V12...

Like the aforementioned Mercedes, ActiveHybrid 7 is a mild hybrid. Its electric motor produces only 20hp and 155 lb-ft of torque. This is not strong enough to power the car alone, but it is useful to boost acceleration, relieving the load on engine, and to recharge battery during braking. The disc-type motor is incorporated into the ZF 8-speed automatic transmission - basically the whole hybrid transmission is supplied by ZF - again sandwiched between the engine and the torque converter. It is so compact that occupies virtually the same space as the regular transmission, so it requires no modifications to the chassis. Not as clever as S400 Hybrid though, BMW places the Lithium-ion battery at the boot instead of engine compartment, so luggage space is reduced by 40 liters. Otherwise the car has a package much the same as other 7-series.

Nevertheless, the 4.4-liter gasoline V8 is not exactly the same as 750i's. BMW tweaked its output from 408 hp to 449 hp at 6000 rpm, and torque from 442 lb-ft to 479 lb-ft from 2000-4500 rpm. As a result, combined output from the hybrid powertrain is 465 horses and 516 pound-feet. Besides, the aforementioned ZF gearbox has two extra ratios compared with that of the current 750i. This allows the ActiveHybrid 7 to storm from zero to sixty in 4.7 seconds, raising the eyebrows of many Porsche drivers. At the same time, fuel economy matches that of Lexus LS600h, as is the identical CO2 emission of 219 g/km. Compare with the regular 750i, its fuel consumption is 15 percent lower. Part of the saving is down to the addition of auto start-stop function to its V8.

On the road, the big hybrid luxury car feels unreasonably fast off the line, thanks to the electric boost of 155 lb-ft right from idle. The low-end grunt feels more like that of a supercharged V8 or a big V12. The car rides and handles like the regular 750i. Only pushing it hard on winding roads will reveal its weight penalty of 100 kilograms and the slightly loss of feedback from the steering, which has been converted to pure electrical assistance. Regenerative braking leads to soft response over the first few millimeters of brake pedal travel. Otherwise the ActiveHybrid 7 drives like a slightly faster 750i. The German may be late to the party, but its first hybrid is a good one, more accomplished than the Lexus.

Verdict:
 Published on 24 Jul 2012 All rights reserved. 
7-Series update 2012


The 7-Series has received a mid-life update. Up front, the bumper has been restyled, accompanied with a revised kidney grille which has fewer vertical elements. However, these subtle changes are nowhere comparable to those made to the mechanical side. 5 out of 7 existing engines have been reworked to boost power and fuel efficiency simultaneously while one more powerful diesel engine joins the range. Moreover, all cars finally adopt ZF 8-speed automatic instead of the old 6-speeder. In addition to the now-default Eco Pro fuel-saving mode, the BMW flagship limousine is far greener than ever. Below is the summary of all revised engines:

730d: the 3-liter turbo diesel straight-six has its output increased from 245 hp / 398 lbft to 258 hp / 413 lbft. It returns a class-leading 50.4 mpg and 148 grams of CO2 per kilometer, down 17 percent from the old car;

740d: improved from 306 hp / 443 lbft to 313 hp / 465 lbft. Emission is reduced by 17 percent as well;

750d xDrive: this is a new addition to the range. It shares the same tri-turbo diesel straight-six with M550d xDrive. 381 horsepower and a spectacular 546 lbft of torque plus a compulsory 4WD system guarantees 0-60 mph in 4.7 seconds only.

740i: it actually suffers from a slight drop of power, from 326 hp to 320 hp, thanks to switching from the twin-turbo N54 to single-turbo N55 3.0 straight-six turbo. However, 332 lbft of peak torque is unchanged, and it is available slightly earlier at 1300 rpm. Valvetronic helps registering 21 percent of improvement in emission.

750i: as in 6-Series, the new version of 4.4-liter twin-turbo V8 is now equipped with Valvetronic and its output is pumped up from 408 hp / 442 lbft to 450 hp / 479 lbft. 0-60 mph now takes only 4.6 seconds, while carbon-dioxide emission is reduced by a remarkable 25 percent to 199 g/km.

ActiveHybrid 7: the performance-oriented V8 hybrid powertrain has been substituted with economy-oriented straight-six hybrid, i.e. practically the same unit powering the smaller ActiveHybrid 5. The N55 engine produces 320 hp, while an electric motor generates another 55 hp and 155 lbft to make a system output of 354 hp and 369 lbft. CO2 emission is dramatically lowered from 219 g/km to 158 g/km as a result, accompanied with a combined consumption of 41.5 mpg. Performance suffers a little though.

In the chassis, the most important revision is to improve its notorious ride quality by fitting air suspension at the rear axle as standard, and by revising rear dampers, bushings, bearings and ball joints. On the road, the updated car does ride a little smoother on rough surfaces, but still it can't match a good old Mercedes S-class for ride comfort. Neither can it match a Jaguar XJ for agility and driver engagement. This mean the big BMW still fails to leapfrog them in AutoZine Rating, even though it has the best powertrain lineup in the class.

Verdict:
Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
730d
2008
Front-engined, RWD, 4WS
Steel monocoque
Mainly steel
5072 / 1902 / 1479 mm
3070 mm
Inline-6, diesel
2993 cc
DOHC 24 valves
VTG turbo
CDI
245 hp / 4000 rpm
398 lbft / 1750-3000 rpm
6-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping
245/55ZR17
1865 kg
155 mph (limited)
6.8 (c) / 6.9*
17.7*
740d
2009
Front-engined, RWD, 4WS
Steel monocoque
Mainly steel
5072 / 1902 / 1479 mm
3070 mm
Inline-6, diesel
2993 cc
DOHC 24 valves
VTG sequential twin-turbo
CDI
306 hp / 4400 rpm
443 lbft / 1500-2500 rpm
6-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping
245/55ZR17
1880 kg
155 mph (limited)
6.0 (c)
-
740i
2008
Front-engined, RWD, 4WS
Steel monocoque
Mainly steel
5072 / 1902 / 1479 mm
3070 mm
Inline-6
2979 cc
DOHC 24 valves, DVVT
Twin-turbo
DI
326 hp / 5800 rpm
332 lbft / 1500-4500 rpm
6-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping
245/50ZR18
1860 kg
155 mph (limited)
5.6 (c) / 5.1**
12.8**




Performance tested by: *Autocar, **C&D





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features

Tires

Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
750i
2008
Front-engined, RWD, 4WS
Steel monocoque
Mainly steel
5072 / 1902 / 1479 mm
3070 mm
V8, 90-degree
4395 cc
DOHC 32 valves, DVVT
Twin-turbo
DI
408 hp / 5500 rpm
442 lbft / 1750-4500 rpm
6-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping, dampig air springs, active anti-roll bar
245/50ZR18

1945 kg
155 mph (limited)
5.0 (c) / 5.2* / 4.9**
11.9* / 11.3**
760Li
2009
Front-engined, RWD, 4WS
Steel monocoque
Mainly steel
5212 / 1902 / 1479 mm
3210 mm
V12, 60-degree
5972 cc
DOHC 48 valves, DVVT
Twin-turbo
DI
544 hp / 5250 rpm
553 lbft / 1500-5000 rpm
8-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping, dampig air springs, active anti-roll bar
245/50ZR18

2175 kg
155 mph (limited)
4.4 (c) / 4.3*
9.6*
ActiveHybrid 7
2009
Front-engined, RWD, 4WS
Steel monocoque
Mainly steel
5072 / 1902 / 1479 mm
3070 mm
V8, 90-degree, electric motor
4395 cc
DOHC 32 valves, DVVT
Twin-turbo
DI
465 hp
516 lbft
8-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping, dampig air springs, active anti-roll bar
F: 245/45ZR19
R: 275/40ZR19
2045 kg
155 mph (limited)
4.7 (c)
-




Performance tested by: *C&D, **R&T





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
730d
2012
Front-engined, RWD, 4WS
Steel monocoque
Mainly steel
5079 / 1902 / 1471 mm
3070 mm
Inline-6, diesel
2993 cc
DOHC 24 valves
VTG turbo
CDI
258 hp
413 lbft
8-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping
245/55ZR17
1840 kg
155 mph (limited)
5.8 (c)
-
740d
2012
Front-engined, RWD, 4WS
Steel monocoque
Mainly steel
5079 / 1902 / 1471 mm
3070 mm
Inline-6, diesel
2993 cc
DOHC 24 valves
VTG sequential twin-turbo
CDI
313 hp
465 lbft
8-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping
245/50ZR18
1865 kg
155 mph (limited)
5.2 (c)
-
750d xDrive
2012
Front-engined, 4WD
Steel monocoque
Mainly steel
5079 / 1902 / 1471 mm
3070 mm
Inline-6, diesel
2993 cc
DOHC 24 valves
Sequential Tri-turbo
CDI
381 hp
546 lbft
8-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping
245/50ZR18
1995 kg
155 mph (limited)
4.7 (c)
-




Performance tested by: -





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features

Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
740i
2012
Front-engined, RWD, 4WS
Steel monocoque
Mainly steel
5079 / 1902 / 1471 mm
3070 mm
Inline-6
2979 cc
DOHC 24 valves, DVVT, VVL
Turbo
DI
320 hp / 5800 rpm
332 lbft / 1300-4500 rpm
8-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping

245/50ZR18
1825 kg
155 mph (limited)
5.4 (c)
-
750i
2012
Front-engined, RWD, 4WS
Steel monocoque
Mainly steel
5079 / 1902 / 1471 mm
3070 mm
V8, 90-degree
4395 cc
DOHC 32 valves, DVVT, VVL
Twin-turbo
DI
450 hp / 5500 rpm
479 lbft / 2000-4500 rpm
8-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping, dampig air springs, active anti-roll bar
245/50ZR18
1940 kg
155 mph (limited)
4.6 (c)
-
ActiveHybrid 7
2012
Front-engined, RWD, 4WS
Steel monocoque
Mainly steel
5079 / 1902 / 1471 mm
3070 mm
Inline-6, electric motor
2979 cc
DOHC 24 valves, DVVT, VVL
Turbo
DI
354 hp
369 lbft
8-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping

245/50ZR18
1970 kg
155 mph (limited)
5.4 (c)
-




Performance tested by: -






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