BMW bumps battery for the better: The 2027 i7 60 xDrive, driven

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When BMW debuted the new 7 Series in 2022, it set a new standard for large luxury sedans, increasingly irrelevant though that class is. Rather than siloing off an electric alternative like Mercedes, with its EQS alongside the normal S-Class, BMW simply made the powertrain an option. Stick with a V8 if you want, or consider the rather good electric version instead—only subtle differences like the badging and lack of exhaust pipes give the game away.

当宝马在2022年推出新款7系时，它为大型豪华轿车树立了新标准，尽管这一细分市场正变得越来越无关紧要。宝马没有像梅赛德斯那样将电动替代车型（如与普通S级并列的EQS）独立开来，而是简单地将动力系统作为一种选项。你可以选择V8发动机，也可以考虑相当出色的电动版本——只有徽章和排气管的缺失等细微差别才会暴露其身份。

Since then, BMW has brought out a string of even newer electric vehicles for the 5 and 3 Series (plus their SUV counterparts). It has switched from battery packs made of prismatic cells to more energy-dense arrangements of cylindrical cells. The motors are still electrically excited synchronous ones, but now the drive units feature silicon carbide inverters and more compact packaging.

此后，宝马为5系和3系（及其SUV对应车型）推出了一系列更新的电动汽车。它已从方形电池组转向能量密度更高的圆柱形电池排列。电机依然是电励磁同步电机，但现在的驱动单元采用了碳化硅逆变器，封装也更加紧凑。

This sixth-generation electric powertrain was designed for the clean-sheet Neue Klasse family, which also threw out the legacy cruft of dozens and dozens of discrete single-function electronic control units for a handful of powerful domain controllers. These computers take over those functions but with much faster processing power—and therefore more capabilities in terms of chassis control or powertrain efficiency—as well as the ability to be more easily updated.

这一第六代电动动力系统是为全新的“新世代”（Neue Klasse）系列设计的，该系列还摒弃了数十个单一功能的传统电子控制单元，转而采用少数几个强大的域控制器。这些计算机接管了上述功能，但拥有更快的处理能力——因此在底盘控制或动力系统效率方面具备更强的功能——同时也更容易进行更新。

Which could have left BMW with something of a problem—should the flagship be clearly outclassed in terms of power and energy density and range efficiency by, well, all the other EVs in the range? Clearly, the board decided the answer to that was no, and for the 7 Series’ midlife update, the i7 got some comprehensive surgery under the skin.

这可能会给宝马带来一个问题：旗舰车型是否应该在功率、能量密度和续航效率方面被系列中的所有其他电动汽车明显超越？显然，董事会认为答案是否定的，因此在7系的中期改款中，i7在内部进行了全面的“手术”。

Compared to the last i7 I drove, the 2027 model boasts a higher-capacity battery pack, now 112.5 kWh (net) up from 101.7 kWh, although BMW stuck with a 400 V architecture, unlike in the Neue Klasse or the iX5 we recently drove. A less-powerful 50 xDrive and a more powerful M70 xDrive will also be available, but at the first drive, I sampled the midrange 60 xDrive model, which features a combined 544 hp (400 KW) and 549 lb-ft (745 Nm), roughly equivalent to the pre-facelift car.

与我上次驾驶的i7相比，2027款车型拥有容量更大的电池组，净容量从101.7 kWh提升至112.5 kWh，尽管宝马仍坚持使用400V架构，这与我们最近驾驶的“新世代”车型或iX5不同。未来还将提供动力较弱的50 xDrive和动力更强的M70 xDrive，但在首次试驾中，我体验了中端的60 xDrive车型，其综合功率为544马力（400千瓦），扭矩为549磅-英尺（745牛·米），与改款前的车型大致相当。

Despite that power and torque, the i7 60 doesn’t feel fast like a Porsche Taycan might, and you won’t want to hustle it down a mountain road the way you might the Porsche. The entire driving experience is waftier than that, with the car offering more of a magic carpet ride, a la the iX SUV or even that very fancy cousin of the i7, the Rolls-Royce Spectre.

尽管拥有这样的动力和扭矩，i7 60的感觉并不像保时捷Taycan那样快，你也不会像驾驶保时捷那样在山路上激烈驾驶它。整个驾驶体验更加轻盈飘逸，车辆提供了更接近“魔毯”般的乘坐感受，类似于iX SUV，甚至是i7那非常豪华的表亲——劳斯莱斯闪灵（Spectre）。

Even with launch control, 0–60 mph takes 4.6 seconds. Once upon a time, this would have been considered excellent—the V12 750i of the mid-1990s needed at least two seconds more to do that job. But 30 years later, electric sedans from Lucid and Tesla and Porsche and a whole load of Chinese automakers will get you there in less than half the i7’s time, should you want that.

即使使用弹射起步，0-60英里/小时的加速也需要4.6秒。曾几何时，这会被认为是极好的成绩——90年代中期的V12 750i完成这项任务至少需要多花两秒钟。但30年后，来自Lucid、特斯拉、保时捷以及众多中国汽车制造商的电动轿车，如果你有需要，可以在不到i7一半的时间内达到这一速度。

If you’re looking for an outright speed machine that will rearrange your internal organs under acceleration, look elsewhere. In fact, the i7 was remarkably relaxed; even with the traction and stability control turned down, it refused to chirp a wheel or even threaten to break loose in the dry at speeds considered acceptable on the road.

如果你正在寻找一台在加速时能让你五脏六腑移位的纯粹速度机器，请另寻他处。事实上，i7表现得非常从容；即使调低了牵引力和稳定性控制，在干燥路面上以公路上可接受的速度行驶时，它也拒绝出现轮胎打滑，甚至没有失控的迹象。

But drive it in a more relaxed manner, and it rewards. The steering is precise, and it coasts beautifully on flat or downhill grades, a consequence of those EESMs that offer no resistance to the road when they’re not receiving a charge. The same very smooth regenerative braking to a stop that we experienced in the iX3 and iX5 shows up in the i7, too.

但以更放松的方式驾驶它，它会给你回报。转向精准，在平坦或下坡路段滑行时表现优异，这得益于那些在不充电时不会产生道路阻力的电励磁同步电机（EESM）。我们在iX3和iX5中体验到的那种非常平顺的减速至停止的再生制动，也出现在了i7上。

First drive events are never a good way to determine range efficiency, but BMW says between 344—362 miles depending on wheel size. With only a 400 V pack, DC fast-charging tops out at 250 kW (up from 195 kW), and a 10–80 percent charge takes about 28 minutes. Like other model-year 2027 BMW EVs, the i7 has a NACS charging port.

首次试驾活动从来不是确定续航效率的好方法，但宝马表示续航里程在344至362英里之间，具体取决于轮毂尺寸。由于仅配备400V电池组，直流快充功率最高为250千瓦（高于之前的195千瓦），10%至80%的充电时间约为28分钟。与其他2027款宝马电动汽车一样，i7配备了NACS充电接口。

The domain controller for the powertrain also helps efficiency by working with the route-planning software. BMW also runs AI simulations of the battery based on previous charging cycles when planning routes and picking charging stops along the destination and will even take the cost per kWH at different stations into account.

动力系统的域控制器还通过与路线规划软件配合来提高效率。宝马在规划路线和选择目的地沿途的充电站时，还会基于之前的充电周期运行电池的AI模拟，甚至会将不同充电站的每千瓦时成本考虑在内。

There was also some rather radical surgery in the cabin, with BMW’s new Panoramic iDrive screen running along the base of the windshield, and its new trapezoidal infotainment touchscreen replacing the older system that was inspired by boutique hotel interiors. BMW also put in a new domain controller for the infotainment systems.

车厢内也进行了一些相当激进的“手术”，宝马全新的全景iDrive屏幕沿挡风玻璃底部延伸，其新的梯形信息娱乐触摸屏取代了之前受精品酒店内饰启发设计的旧系统。宝马还为信息娱乐系统安装了一个新的域控制器。

The front passenger screen and theater screen that folds down from the roof for the rear passengers operate independently of each other and the main infotainment screen—logging in to YouTube or Disney+ on one will not log you in on the others, for instance. Watching content on the theater screen in the back is also a little more enticing in the abstract than the practical.

前排乘客屏幕和从车顶折叠下来的后排影院屏幕彼此独立，也与主信息娱乐屏幕独立运行——例如，在一个屏幕上登录YouTube或Disney+不会自动登录其他屏幕。在后排影院屏幕上观看内容，在抽象概念上比在实际应用中更具吸引力。

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