Friday, February 15, 2019

Viaduct Elegy: Chapter 3: Streamlined Brutale

Viaduct Elegy is a four-part series from Automoblog feature columnist Tony Borroz, who broke the law in preparation for writing it. He is a Seattle native and author of The 2018 Indy 500 Notebook and Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Tony grew up in a sportscar-oriented family, but sadly, they were British cars. 

Finally, finally, finally they are tearing down the Alaskan Way Viaduct, a colossal, monumentally-ugly, seismically-catastrophic piece of transportation “infrastructure” that has been a scar on the face of Seattle for the better part of a friggin’ century.

And yesterday I walked on it at sunset with an old friend, apparently breaking the law.

Viaduct Elegy: Chapter 3: Streamlined Brutale

Chapter One: “Walking With Blaine” here

Chapter Two: “The New Colossus” here.

In a number of ways, the original builders of the viaduct were up against a no-win situation. They had to design and build an elevated roadway between a city’s downtown high-rises and its waterfront views. No matter which way you look, it’s a mess. Looking from the city, you see vast expanses of concrete and, at best, a gunner slit view of what should be an amazing vista of flooded fjords and snow-capped mountains.

Looking at Seattle, you see a cityscape with a gray scar across its face.

Into The Void

If they had tried to pull this a decade later, it would have been called brutalist, a form of architecture, not without its merits, known for stark, no-frills designs dictated by function over appearance with raw construction materials and mundane functions left exposed if not outright adored. The designers of The Viaduct were of a slightly earlier era, and tried to go for what Americans think of as art deco; speedlines here and there, rounded corners. They wanted something modern that proclaimed a fast-moving city of the near future, but what they got was like a cross between art deco/Streamlined Moderne and a Wehrmacht flak tower.

The proportions were strange from the get go. Rather than evenly spacing the road decks, both are crammed into the top third of the structure, making it look top heavy. The relatively open bottom section just floats there, a void lacking in form, asking to be filled in, but with what? The first story and a half of the outward facing buildings can see under The Viaduct, but they are perpetually in shadow – not something you want to encourage more of in Seattle in, say, February.

It’s a view attenuated and flagged off by a literal mass of concrete that’s two miles long.

The Alaskan Way Viaduct was an elevated freeway in Seattle that supported State Route 99. The double-deck freeway ran north and south, along the city’s waterfront for 2.2 miles, east of Alaskan Way and Elliott Bay, and between the West Seattle Freeway in SoDo and the Battery Street Tunnel in Belltown. Construction consisted of three phases from 1949 through 1959, with the first section opening on April 4th, 1953. Photo: Seattle Municipal Archives.

They wanted something modern that proclaimed a fast-moving city of the near future, but what they got was like a cross between art deco/Streamlined Moderne and a Wehrmacht flak tower.
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Sounds of Fury

The poor people on the second, third and sometimes fourth floors of those buildings had a view right out of a Terry Gilliam movie shot in Volgograd. If you’re lucky, you’d get to stare out of your office window for, in some cases, as little as three feet and then see nothing but concrete. What once was a view of Elliott Bay was now a view commensurate with an elevator shaft. And those were the lucky ones. The unlucky ones looked directly out onto two, and then three lanes of onrushing, southbound traffic mere feet away from where they stood.

Before the advent of double and triple pane glass, the unrelenting cacophony of noise must have been maddening.

I have been in these offices on many, many occasions, and to say it’s unsettling would be an understatement. It’s like sitting in a conference room directly on the edge of the main straight at The Indianapolis Motor Speedway. You’re sitting there, mid-meeting with a bunch of suit and tie swells when wooOOOOMPH-SSSHHHHhhhhhh!! a fully-loaded semi truck blows by you doing a mile a minute, spraying road grime and muck, and rotten rainwater all over the place, adding another accretion layer of grit and dirt, the color of a soil-covered battleship, onto the window.

Aerial view of the Alaskan Way Viaduct, circa 1970s. Item 76337, Forward Thrust Photographs (Record Series 5804-04), Seattle Municipal Archives.

The poor people on the second, third and sometimes fourth floors of those buildings had a view right out of a Terry Gilliam movie shot in Volgograd.
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Concrete Jungle

Oh, you thought the lower deck would be dry?

Nice thought, champ.

The expansion joints, even when new, left too big a gap when cold, allowing sheets of rainwater on the upper deck to pour through. This made driving southbound a surreal experience of constantly swirling moisture and tire spray, punctuated by momentarily blinding waterfalls. In many ways, driving on the lower deck was worse than the upper one. The lower deck was perpetually damp, with puddles and slick spots even on sunny days. It was always gloomy and dark. There were notional lights, double florescent jobs that you’d seen in suburban garages, but they were placed once every quarter mile. And most of them were burned out when The Bay of Pigs happened.

You want an office with a view? Not if you were on the first through fourth floors of a waterfront building in Seattle you didn’t

It was supposed to be modern, and it wasn’t. It was supposed to be aesthetically pleasing, and it wasn’t. And to top it all off, it was supposed to be functional, and it wasn’t. It failed in every way it could fail. It was a disaster just waiting to happen …

Viaduct Elegy: Chapter Four: A Disaster Waiting To Happen will be published here on Automoblog on Friday, February 22nd, 2019. In the meantime, follow Tony Borroz on Twitter: @TonyBorroz. For more historic photos of the Alaskan Way Viaduct and the city of Seattle, visit the Seattle Municipal Archive’s Flickr page

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2019 Canadian Car & Utility of the Year announced in Toronto

Put A Sock In It! New Tech Makes The 2020 Ford Explorer More Quiet

  • How do you keep a modern SUV as quiet as a church mouse? 
  • Easy: a state-of-the-art laboratory, a few microphones, and a librarian’s touch.  

Ford says the 2020 Explorer is the quietest one yet, calling it “Librarian-Approved.” That’s funny, clever, and probably true. It also shows just how far away from their truck-based ancestors modern SUVs are. It also points out what a modern SUV is expected to be: Civilized and Refined.

Ford goes so far as to say that today’s SUV buyers are “seeking peace behind the wheel.”

If Looks Could Kill

I’ve got a friend who is a librarian. She’s right out of central casting too. Red hair, glasses, cute, learned, smart, and capable of deploying, as she calls it, “My Mean Librarian Stare.” It’s that look we have all been on the receiving end of. It’s that look that says, “You best be shutting up right now, or your life will get a lot worse.” Somehow, Ford has figured out how to copy that with an SUV’s interior and, let’s just admit it’s a good thing.

Nobody likes a noisy car, not for very long anyway, and by dealing with this, Ford obliquely points to an interesting trend. SUVs and trucks are becoming evermore luxurious and refined. Here at Automoblog, we puzzle over this. Did you know pickup trucks are nudging up against six-figure prices? For a truck! Sure, SUVs are different, but Ford going more the direction of luxury and quiet just reinforces the trend.

Ford goes about this by combining a bunch of old school methods with newer technology. And it’s pretty cool.

The dual-wall dashboard of the 2020 Ford Explorer mimics a semi-anechoic chamber to reduce cabin noise. Photo: Ford Motor Company.

Pin Drop

Ford’s first trick is to keep the noise makers as far removed from your ears as acoustically possible. Ford calls it “keeping the ‘vroom’ out of the room.” To this end, the Explorer has a new, dual-wall dashboard that aims to acoustically separate the cabin from vibrations that we perceive as humming sensations. The engine bay is divided from the passenger cabin by two walls, one of which is made of sheet-molded composite material, with an air gap. That dual-wall dashboard significantly reduces the sound that comes from a running engine.

The windshield and front side windows play a role in reducing cabin noise too. Rather than the single layer of glass, these guys get two, with the layers separated by a sheet of clear plastic. This acts as an acoustical buffer between the interior and the outside world. Think of them as a glass version of the multiple layers of the dual-wall dashboard.

Parker Lewis, Ford noise, vibration and harshness engineering manager, says keeping noise out of the cabin with the dual-wall dashboard is similar to the technology used to keep drinks hot or cold.

“This innovation is very similar in theory to an insulated thermos or mug,” he said. “The multiple layers of a mug keep unwanted ambient temperatures out, while the multiple layers of this dual-wall dashboard keep unwanted noise out of the vehicle cabin.”

Photo: Ford Motor Company.

Active Noise Control: How It Works

Now comes the cool tech solution to the noise puzzle, or the “secret silencer” of Active Noise Control. At the moment it’s only available on the Limited Hybrid, but you know it’ll make it into other models eventually.

Microphones throughout the cabin pick up unwanted frequencies; bangs, thumps, hisses and such that cause noisy interior conditions. The system cancels them out by producing sound waves that are 180 degrees out of phase with the originals. By pumping those new sounds through the audio system speakers, Presto-change-o! All the bad noises are gone.

You combine all this together: the dual-wall dashboard, acoustic glass, and the Active Noise Control and you get an Explorer with a noticeably quieter interior. Or, one librarians will supposedly love.

“Think of it as thunder on a stormy night,” Lewis added. “These sound waves bounce around us in a contained area, then the vehicle’s audio system speakers negate the thunder, essentially silencing the environment.”

Active Noise Control employs strategically-placed microphones throughout the cabin to catch unwanted frequencies. Once discovered, the system “cancels” them out by producing opposing sound waves that come through the audio system speakers. Photo: Ford Motor Company.

Related: An in-depth look at the 2020 Ford Explorer.

Mission Control

Ford’s new driving dynamics lab is where all this magic happens prior to production. The lab allows engineers to test vehicles in different settings, including a semi-anechoic chamber with powered rollers to simulate road noise, and in temperatures ranging from minus 40 degrees to 140 degrees Fahrenheit. The temperature swing causes squeaks and rattles as the materials expand and shrink within the vehicle.

Ford’s engineers can then monitor these changes and noises as they happen.

Different parts of the vehicle are tested in the lab’s anechoic chamber and reverberation suite. The first provides an area free of echo and reverberation and creates a pure working environment for sound. The second helps determine how noise permeates through full components or materials, like sheet metal.

The 2020 Explorer is the first to emerge from Ford’s new driving dynamics lab.

Manufacturing & Availability

The 2020 Ford Explorer is manufactured in The City of The Big Shoulders at the Chicago Assembly Plant. Expect it at Ford dealers this summer.

Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle formatFollow his work on Twitter: @TonyBorroz

Photos & Source: Ford Motor Company.

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Thursday, February 14, 2019

2019 Lexus GS F Review: The Lion of The Lexus Den

Overall Impression
The GS F goes against the typical Lexus grain.
Competes with Germany’s top performance cars.
Powerful Engine
Ride & Handling
Luxurious Interior
Remote Touch “Mouse"
Limited Rear Passenger Space

We pulled next to a Ford Mustang at a light. The driver looked over and smiled. When it turned green, I punched the 2019 Lexus GS F, pulling away from the pony car in an instant. We could see him in the review mirror, a look of surprise on his face. The new Lexus GS F is a lot quicker than it looks.

This sedan doesn’t just come with a random sports package and some exterior badging. It’s a true performance car from Lexus. They have infused a performance attitude into every fiber of the GS F.

The GS F borrows performance parts from the RC F coupe and they fit just fine. The sedan gets the high-performance V8 from its RC F stablemate, along with revised braking and suspension systems. The 2019 Lexus GS F competes in a tough segment too, with the BMW M5, Mercedes-AMG E 63, Cadillac CTS-V, and Audi RS 7.

What’s New For 2019

A limited-production, 10th Anniversary Edition is new for the 2019 model year.

Features & Options: Tech & Safety Driven 

The 2019 Lexus GS F ($84,350) stands head and shoulders above lesser GS models because it gets infused with some extra goodies. For example, a torque-vectoring rear differential, an adaptive, performance-tuned suspension, sport steering, Brembo brakes, and special aerodynamic enhancements are each included. 

Other standard features include auto-dimming mirrors, xenon headlights, automatic high beams and wipers, LED running lights, and keyless ignition and entry. Once inside, drivers are treated to power-adjustable front seats with memory functions, leather upholstery, and a power-adjustable steering wheel. Safety features include adaptive cruise control, forward collision warning with pedestrian detection, automatic emergency braking, and lane keeping assist.

On the technology front, the standard Remote Touch infotainment interface features a 12.3-inch display. Our tester came with the Lexus Enform app suite, which offers an array of subscription-based and connected services. Other technology features include navigation, voice controls, a USB port, and a 12-speaker sound system complete with a CD player and satellite radio.

Finally, our GS F included the heads-up display ($900), and an ungraded, 17-speaker Mark Levinson sound system with a six-CD changer ($1,380). Total MSRP including destination: $87,985. By comparison, the 2019 Lexus GS F starts at $84,450. 

Interior Highlights: Luxurious & Comfortable

Stepping inside the GS F reveals special treatments not offered on the standard trims: aluminum pedals, carbon fiber trim, and sport seats we think offer up exceptional comfort and support. The additional Alcantara leather throughout the cabin gives it a sportier feel than other Lexus products, especially around the dash. The dash is characterized by its horizontal lines and cool ambient lighting at the perimeter. Yet, it offers the typical Lexus luxury we think beats even the best German sport sedans.

The fit and finish overall is top-notch. We thought the extra-padded leather panels in rich shades and smooth wood trim really add character to the interior. The giant, 12.3-inch high-resolution display sits ready for commands from the Remote Touch “joystick” on the console. In the back, there’s solid head room for taller passengers but knee room is lacking. Although the rear doors are big, making it easy for adults to climb in and out.

Interior Highlights: Sweet Symphony

The GS F goes against the typical Lexus luxury grain by piping engine and exhaust notes into the cabin. The 5.0-liter V8 powerplant gives out a throaty growl unlike any other model produced by Toyota’s luxury brand. We found ourselves jumping hard on the gas just to hear that sweet-sounding engine. The 10-way power seats, which we put to the test this week, are comfortable, supportive, and have more bolstering for hard cornering.

The color heads-up display helped keep our eyes on the road and it was a good thing as we pushed the GS F hard this week. We got the attention of a few local law enforcement officials who seemed to know I was coming!

Engine & Fuel Mileage Specs

The 2019 Lexus GS F is the quickest sedan the brand has ever built because of the 5.0-liter V8. The engine has 467 horsepower and 389 lb-ft. of torque, backed by an eight-speed, Sport Direct-Shift automatic with steering wheel paddle shifters. The 5.0-liter V8 uses forged connecting rods and titanium valves that allow a 7,300-rpm redline. 

With both direct and port injection, this V8 gets an EPA-estimated 16/24 city/highway and 19 combined mpg. 

This is attainable only if you can keep your foot out of it. Good luck with that.

We got the attention of a few local law enforcement officials who seemed to know I was coming!
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Driving Dynamics: Fast As Lightning 

The ride is smooth enough, considering the GS F gets a sport-tuned suspension with stiffer shocks and springs. But it’s hard to drive the GS F without stopping on the gas! The first time we pushed on the naturally-aspirated V8 and heard the engine and exhaust notes, we wanted to have that thrill over and over again. It’s heard like sweet background music through two speakers, one front, one rear, as it’s piped in.

Lexus says the GS F sprints to 60 in just 4.5 seconds. You know it’s quick when you look down and you’re going 92 mph before you even get on the highway!

On the open road, when weren’t seeing how it handled the corners (where the torque vectoring makes the sedan respond beautifully), the GS F is a comfortable cruiser. The eight-speed automatic is crisp, smooth, and responsive, although it can’t match the German competition’s dual-clutch gearboxes. The big, 19-inch staggered wheels gripped the pavement and the Brembo performance brakes (15-inch front and 13.5-inch rear) help corral all those horses under the hood.

You know it’s quick when you look down and you’re going 92 mph before you even get on the highway!
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Conclusion: A Serious Contender 

The 2019 Lexus GS F S offers a rear-drive platform that’s pushing the limits for the Japanese automaker. It has the character of a true performance car with the luxury you would expect from Lexus. Our experience says Lexus is serious about competing with the top performance cars around the globe.

Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy

2019 Lexus GS F S Gallery

Photos: Toyota Motor Sales, U.S.A., Inc.

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Wednesday, February 13, 2019

2020 BMW 7 Series: The Big Boss Gets The Flagship Overhaul

  • The 2020 BMW 7 Series is the epitome of flagship styling and comfort.
  • An extensive offering of new technology includes a night vision system. 
  • Expect more powerful engines and a plug-in hybrid option. 

I know what you’re thinking. Isn’t the new 8 Series the BMW flagship? Not a chance. The 2020 BMW 7 Series is coming to town, and it’s here to show other BMWs who the real boss is. The new 7 Series is a far cry from being a just another traditional luxury-sport sedan. Although previous models were more oriented towards comfort than outright sportiness, the 7 Series never lost that “ultimate-driving-machine” mentality.

In fact, the 2020 BMW 7 Series is proof that luxury, elegance, and prestige is still on the agenda. And there’s nothing wrong with that.

Fresh Face For The New Year

There is no denying that massive front grille. It is 40 percent larger than the kidney grille of the previous-generation 7 Series, and it looks remarkably similar to the one found on the massive BMW X7. It even comes with self-adjusting vanes that open automatically when the engine demands more cooling.

In order to further emphasize the taller and wider front, the 2020 BMW 7 Series gets a redesigned hood that extends to the top of the new grille. The lower part in the front bumper receives large air deflectors in place of conventional air intakes. However, those air deflectors are not useless pieces of styling ornamentation. They actually guide oncoming air to the brake air ducts and air curtains. The latter are located behind the front wheels to minimize turbulence around the wheel openings.

The 2020 BMW 7 Series is also one of the first BMW models to receive optional laser headlights. Yes, there are lasers in the front of the new 7 Series. According to BMW, lasers are 1,000 times more powerful than humdrum LED lights. This explains why BMW resisted the urge to equip the new 7 Series with larger headlights. Instead, they settled for slimmer units to give the vehicle a more stern and muscular fascia.

The 2020 BMW 7 Series features a larger kidney grille. Photo: BMW of North America, LLC.

Yes, there are lasers in the front of the new @BMW #7Series.
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More Powerful Engines

This is one of the most interesting parts about the 2020 BMW 7 Series. Although the new 7 Series receives a familiar choice of motors, all of them produce more power and torque; definitely not a bad thing to have in a German luxury car.

The base 740i receives a free-revving, 3.0-liter inline six with twin-scroll turbocharging and direct injection. The engine is good for 335 horsepower and 330 lb-ft. of torque. The latter is available from a low 1,500 to 5,200 rpm. This is enough for a sprint to 60 mph in 5.3 seconds. The 740i xDrive can achieve the feat in 4.8 seconds.

But if you’re one of those 7 Series owners who demand more, the 4.4-liter V8 in the 750i is ripe for the picking. The twin-scroll, turbocharged engine is good for 523 horsepower and 553 lb-ft. of torque, which is 80 more horsepower than the previous model. The twin-scroll turbochargers are nestled in the 90-degree angle between the two banks of cylinders.

When equipped with xDrive, the 750i rushes to 60 mph in 3.9 seconds.

2020 BMW 7-Series. Photo: BMW of North America, LLC.

Although the new @BMW #7Series receives a familiar choice of motors, all of them produce more power and torque; definitely not a bad thing to have in a German luxury car.
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Revised V12 & Hybrid Powertrain

Of course, what good is a new 7 Series without a new V12 motor to compliment it? The revised 6.6-liter V12 benefits from mono-scroll turbocharging and an all-aluminum construction. This enables the fire-breathing V12 to churn out an amazing 600 horsepower and 627 lb-ft. of torque. This allows the BMW 760i xDrive to sprint from zero to 60 mph in only 3.6 seconds.

The 2020 7 Series is also available as a plug-in hybrid. I have no idea why you should choose this variant, but BMW saw fit to install a six-cylinder motor instead of the previous turbocharged four-banger. Along with a new high-voltage lithium-ion battery pack and electric motor, the BMW 745e can dash to 60 mph in 4.9 seconds. The total combined power output for the 7 Series hybrid is 389 horsepower and 442 lb-ft. of torque. No word yet on the all-electric driving range, but I sincerely hope it’s more than 14 miles.

All engine variants are coupled with an eight-speed automatic. All-wheel drive or xDrive is standard across the range except for the base 740i.

Photo: BMW of North America, LLC.

Of course, what good is a new @BMW #7Series without a new V12 motor to compliment it?
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More Flexible Suspension

The 2020 BMW 7 Series utilizes a double-wishbone front axle and a five-link rear axle in concert with an adaptive suspension system. BMW says the rear suspension is unique because it employs dual elastic bearings and specially-tuned “elastokinematics” for excellent directional stability. The adaptive system comes with electronically-controlled dampers and two-axle air suspension with automatic self-leveling. The air supply of the suspension is controlled individually for each wheel, meaning the new 7 Series will remain balanced even if it’s unevenly loaded.

Further, with the Driving Experience Control switch, you can adjust the damper settings manually based on your preferences. You can opt for a more comfortable or sporty ride and even raise or lower the suspension. For example, it can be raised by 0.8 inches at the touch of a button on bumpy road surfaces or steeply-angled driveways.

Softer Steering

The optional Integral Active Steering is something worth adding to the 2020 BMW 7 Series. BMW says the system combines the electro-mechanical and variable ratio steering of the front wheels with rear axle steering. Ultimately, this means the larger 7 Series is easier to maneuver. For example, at lower speeds, only small steering inputs are necessary becasue the rear wheels turn in the opposite direction of the front wheels to cut the turning radius.

By contrast, at higher speeds, the rear wheels follow the same direction as the front wheels, allowing the new 7 Series to better follow the course set by the driver.

Photo: BMW of North America, LLC.

Bristling With Technology

I was expecting the 2020 BMW 7 Series to come with everything (including the kitchen sink) and I’m not disappointed. On the safety front, the new 7 Series is standard with the Active Driving Assistant Package. The package includes collision and pedestrian warnings, automatic city braking, lane departure warning, and blind spot detection. On the other hand, ticking the option box for BMW’s Driving Assistant Professional adds active cruise control, lane keeping assist, collision avoidance, and automatic lane changing with evasion assistance.

Extended Traffic Jam Assistant is also part of this upgraded safety package. This system handles acceleration and braking and can, with the help of navigation, adjust the speed of the 7 Series for unexpected bends, turns, junctions, and roundabouts. In addition, the camera-based traffic sign recognition system uses navigation data to determine upcoming speed limits.

The 2020 BMW 7 Series receives a heads-up display and night vision. The latter relays a real-time video image to the Control Display showing people, large animals, and other heat-emitting objects. Any objects detected are additionally illuminated using the headlights’ marker light function.

The interior is home to a bevy of soft-touch materials and coordinated design details. Premium Dakota leather is standard while Nappa leather with extended quilting is optional. The 12.4-inch digital instrument cluster and 10.25-inch control screen are standard as well. Photo: BMW of North America, LLC.

Pricing & Availability

The 2020 BMW 7 Series goes on sale this spring with a starting MSRP of $87,445. There are a number of additional options and packages available, each of which are detailed in the table below. Stand alone options include a remote start, 19 and 20-inch wheels, front massaging seats, and a rear seat entertainment system among others.

Like I said, the new 7 Series is a far cry from being a just another traditional luxury-sport sedan.

Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.

2020 BMW 7 Series: Options & Packages

 Individual Package Package Contents
M Sport Package (740i, 740i xDrive, 750i xDrive and 745e xDrive) – includes M Sport exhaust(750i xDrive only), a choice of 19 inch or 20 inch wheels and tires, M Sport steering wheel, specific aerodynamics, Shadowline exterior trim, Anthracite headliner, M door sills and foot rest and a choice of interior trim.
Autobahn Package (740i, 740i xDrive and 750i xDrive) – includes Integral Active steering and Active Comfort Drive with Road Preview.
Premium Package (740i, 740i xDrive and 745e xDrive) – includes Power rear Sunshade and rear side window shades, Heads-Up display along with a choice of Nappa Leather interiors.
Executive Package (740i, 740i xDrive, 750i xDrive and 745e xDrive) – includes Panoramic Sky Lounge LED Roof, Front ventilated seats, Instrument panel with Nappa leather finish and ceramic controls. Additionally on the 750i xDrive, this package includes Power rear sunshade & rear side window shades.
Cold Weather Package (740i, 740i xDrive, 750i xDrive and 745e xDrive) – includes Remote Engine Start, Front and Rear Heated Seats and Heated Front Seat Armrests and Steering Wheel.
Interior Design Package (740i, 740i xDrive, 750i xDrive and 745e xDrive) – includes wood grab handles, Rear Seat Belt Cover in wood trim, Rear Center armrest with wood trim, Luxury Rear Floor Mats and Alcantara Headliner in Coordinated Upholstery Color.
Luxury Rear Seating Package (All models) – includes Rear ventilated seats, rear comfort seats, Heated steering Wheel with Front & Rear Heated seats and armrests, Rear Massaging seats and 7 inch Touch Command Tablet.
Driving Assistance Professional Package (All models) – includes Extended Traffic Jam Assistant for limited access highways, Active Cruise Control with Stop & Go, Active Lane Keeping Assistant with side collision avoidance, Steering and Traffic Jam Assistant, Automatic Lane Change, Evasion Assistant & Cross-traffic front alert.
Rear Executive Lounge Seating Package (750i xDrive and M760i xDrive) – includes Electric Reclining individual rear Seats and Footrest (on passenger side), Executive Lounge Rear Center Console, rear Entertainment Professional.

2020 BMW 7 Series Gallery

Photos & Source: BMW of North America, LLC.

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