BMW I7 vs Tesla Model S

What's the difference?

The i7 xDrive60 M Sport is close to the perfect 7 Series. From the comfort of being driven in it, to the ease of driving it, even for hours on end.

The i7's range of 625km is outstanding for an electric vehicle, but a petrol powered 740i will get you about 900km on a full tank. How many kilometres a day will you cover? Do you have time and a way to charge the i7 daily if you do cover a lot of distance?

If driving range isn't an issue, the i7 will reward you with a smooth, effortless driving experience and your passengers will have a serene journey in luxurious, high-tech surroundings. Just don't bump the door release button accidentally!

I spoke to a friend who bought a Model S before one had even hit the ground here in Australia. He chuckled when I told him how much this car cost but then said something I'd already suspected. "My mates who own a P100D would never drop that kind of money on a normal car. Buying a Tesla is like buying shares in the company, you're buying into the future."

And that's kind of the point. A $300,000 Audi RS7 (fully-loaded, obviously) is a bit slower in a straight line, looks just as good, is extremely well-built and emits noises that make people like me go as weak at the knees (just as the Model S' acceleration does). And would probably win a 10 lap race with the Tesla around Mount Panorama.

The Tesla is the future of cars. It may still be decades before the internal combustion engine is gone, but Tesla buyers are getting the jump, and today the Model S is the best car in which to make that leap.

At 5.4m long and 2.2m wide the i7 xDrive60 M Sport is enormous and imposing  - as a 7 Series BMW should be.

What's significantly different in the look of this latest incarnation of BMW flagship limousine is its show stopping face.

That LED-lined grille has Vegas pizazz and the pretty glittering Swarovski Crystal headlights are mesmerising. I doubt the words 'pizazz' and 'pretty' have ever been used to describe any previous generation BMW 7 Series.

Fear not, though, from every other angle the i7 looks business-like and serious… and solid as though carved from a single slab of marble.

Solid is also a good word for the i7's interior. Look at the seats in the images - they're hotel lobby sized and I'm still uncertain how they managed to fit them through the i7's doorway.

Our car had the Merino Tartufo brown leather upholstery which suited the 1970s-style futuristic design of the seats with their headrests wrapped in carbon fibre and the satin aluminium trim throughout the cabin. They look like seats from the bridge of a spaceship in a sci-fi series.

The enormous 31.3-inch screen in the rear is a show-stopper as are the tablets in the rear doors to control the screen functions along with the seat heating and adjustment.

Disappointing in comparison is the smaller media and instrument displays up front. And it's not just the lesser proportions but the styling of the screens that's a let down.

Surely this was a chance for BMW to integrate a large, flowing interactive screen over the dashboard and not something which looks propped up and an afterthought to the design of the cabin.

I also find the crystal-effect plastic that trims the dashboard and extends into the doors a little over-the-top, especially when it's backlit with LEDs.

The Model S is definitely the looker of the three Tesla models on sale (the Model 3 might be some way from release, but you can reserve one and it's... weird-looking). With a slinky, Jaguar XF/Audi A7 roofline and low-slung stance, it looks the business. Like the X, the detailing of the car's surfacing and panel gaps aren't where other $200,000+ cars are, but it has improved a lot over the last couple of years.

The cabin has improved even more than the exterior.

The styling is quite sparse, really. Teslas look like computer renders in real life, especially in white, with little in the way of jewellery or detailed design elements. And that's probably the idea. It's a cleaner design than when first launched, with a simpler, flatter snout that brings out the headlights better.

The cabin has improved even more than the exterior. It's still the same minimalist design, but it fits together much more tightly than it used to. The 17.0-inch portrait screen is still there in its central but skewed-to-the-driver position and is now up to version 8. It's an impressive interface, covering off the vast majority of functions in the car, and is mostly easy to use. The responsiveness is key to its usability. If it was underpowered, you'd quickly start demanding real buttons.

Sure, the i7 isn't an SUV but a sedan like this needs to be roomy and comfortable, it also needs to be an ergonomic place to work for passengers in the back with laptops, and it needs to be well appointed with internet connectivity and charging outlets. A boot that can take at least two passenger's luggage is also vital.

The i7 has all of that covered with good legroom in the second row even for me at 189cm tall. I spent two hours back there writing my script for the video for this review while the i7 was charging.

As I typed away I had plenty of elbow room but I could have done with a tray table for the computer.

There's a wireless phone charger in the fold-down rear centre console, along with USB ports galore.

You'll find another wireless phone charger up front and more USB ports. The i7 also has its own internet hotspot.

The sumptuous seats in the rear are power adjustable and also heated, but lack a massaging function.

There's also rear dual-zone climate control and sun-blinds which cover the back and side windows.

Cabin storage is good with large covered areas in the front and rear centre consoles, plus there are two cupholders in the rear and another two up front, with large door pockets, as well.

The cargo capacity of the boot is a healthy 500 litres but it's quite shallow due to the electric vehicle batteries eating into the luggage space.

The automatic doors can be opened several ways from the inside.

First there's a button inside which is high on the rear door and another on the dashboard which will open them automatically while using sensors to ensure they don't hit anything.

There's another button much lower down which will pop the door open slightly for you to push it the rest of the way.

Finally there's an emergency handle which will override the electric opening.

You can open the doors from the outside automatically by pushing a button near the door handle or by using the exterior door handle normally.

Closing involves pressing the high placed button if you're inside or by tapping the exterior button on the outside door handle if you've exited the car.

We did have a door mishap twice during our week with the i7. The first was when bags placed on the front passenger seat bumped the release button and caused the door to pop open, followed quickly by me lunging across to pull it shut again. It's lucky my arms are long.

The second was when my eight-year old son bumped the door release button with his knee again popping open the door but this time at 110km/h on the motorway. He was able to close the door but it rattled both of us, understandably and I kept the child lock on for the rest of the week.

He's been in a different test vehicle every week of his life since he was born and this is the first time we've ever had a door open unintentionally like this. I've also never had a door open, just because a bag has leaned on it, either.

So, the auto door opening function might create a nice impression and make opening and closing the heavy doors easier, but I think manual doors would be more practical.

The Model S is a rare car in this class in that it has an almost completely flat floor, meaning rear seat passengers don't have to negotiate a transmission tunnel. The two motors run physically independently of each other so there's no crankshaft to get in the way.

The floor is thicker than a normal car, it's like a big skateboard underneath. That means your knees are up higher, which might cause numb bum on a long trip. The rear seats are comfortable enough, but middle seat occupants might feel like the outboard passengers are falling into them.

With all that torque, when you do load it up, the extra kilos barely make a dent on the performance.

The view out isn't too bad given the rising window line, and if you've got the big two piece sunroof (without cover, irritatingly... ), it's quite airy out back. And hot (with the sunroof), but you do get rear air-con vents.

The boot is an eminently sensible 744 litres with the seats up and 1795 with the seats down, although the floor doesn't fold flat. While it's a big boot, it's relatively shallow so your suitcases go in on their sides. Up in the front boot (or froot) there's another 150 litres, so you can pack a lot in to the Model S. And with all that torque, when you do load it up, the extra kilos barely make a dent on the performance.

Tesla is basically a technology company - well, a battery company - that makes cars, so the features and options reflect that. It's a gadget-laden five-door hatch powered exclusively by electricity and seemingly full of things that will drain the batteries quickly.

If you view the car's price purely through its standard features list and the cost of options, you're missing the point. If it had a 3.0-litre turbo six, there's no way you'd pay this kind of money for the Model S. But it doesn't have that, it has a bleeding edge battery pack and propulsion system.

The Model S can be had for as little as $118,652 for the 60 offering 400km range, rear-wheel drive, and 5.8s 0-100km/h (but move quickly, Tesla has just axed this model), or as much as this P100D which starts at $250,582.

Standard are a seven-speaker stereo, leather-like trim, 19-inch alloys, reversing camera, 17.0-inch touchscreen, keyless entry and start, forward collision warning, digital dashboard, electric front seats, sat nav, auto LED headlights, auto wipers, internet connectivity via included SIM card, power mirrors and windows and air suspension.

Our P100D came with 21-inch grey 'Turbine' wheels ($6800), panoramic roof ($2300) multi-coat pearl paint (white, $2300) and carbon-fibre interior trim bits for $1500, as well as a carbon lip spoiler for another $1500.

We also had the 11-speaker audio upgrade (with neodymium magnets, don't you know) for $3800 and the 'Subzero Weather Package' (seat heaters, heated steering wheel, wiper blade defrosters and washer nozzle heaters) and on-board high-power charger (speeds up charging with the 'Tesla Wall Connector', $2300).

There was also 'Enhanced Autopilot' ($7600) and 'Full Self-Driving Capability' ($4600). The former is meant for highway running, and comes with four cameras (up from one) and 12 ultrasonic sensors around the car, as well as upgraded processing power to run it all.

The full self-driving is meant for around town. The idea is you punch in a destination, or speak to the computer or passive-aggressively stay silent, which triggers the car to check your calendar and take you to the address in the appointment. Part of the extra cost of that is yet more cameras (up to eight), more sensors, and more number-crunching power.

A 'Premium Upgrades' package adds the overkill of a 'Bioweapon Defense (sic) Mode' that knocks out 99.97 per cent of exhaust particulates and other contaminants.

We would love to tell you how all that worked, but being Tesla 'Hardware 2', it's not ready yet. While these features are being fleet-tested by 1000 cars in the US, your car will run it all in "shadow mode" for data and behaviour validation. One day you'll go to your car and a software update will be ready to download and install the functionality.

Unusually, you can retrofit both of these features for about $1500 more (each) than if you order them up-front. That's very cool and Tesla is probably the only car company in the world that will let you do it.

The 17.0-inch screen's software is regularly updated, like a mobile phone's. Also like a mobile is the sometimes less successful update, in this case the slightly bewildering and difficult-to-use music interface that is very keen for you to make a selection with voice commands, but not ones that go through your phone.

A 'Premium Upgrades' package adds the overkill of a 'Bioweapon Defense (sic) Mode' that knocks out 99.97 per cent of exhaust particulates and other contaminants, using two activated carbon air filters for other nasties like NO2 and hydrocarbon exhaust fumes.

LED turning lights and fog lights, real leather on the armrests, steering wheel and lower dashboard (if you also have leather seating), nappa leather and Alcantara on the dashboard, soft LED interior lighting, power tailgate and backlit door handles for $5300. Thankfully, the silly self-opening front doors in the Model X's pack aren't in this little lot.

Grand total? $297,792. On the road in, say, NSW... $313,013. Youch.

The i7 xDrive 60 M Sport has two electric motors - one at the front one at the rear - making this large saloon all-wheel drive.

The combined output is outrageous. We're talking 400kW and 750Nm. That's enough oomph to fire this electric missile from 0-100km/h in 4.7 seconds.

When EVs first came out a lot of people saw the technology as lending itself to small city cars, but with the smoothness of motion is offers, the silent operation and the colossal grunt it can supply nothing suits a big limo like the 7 Series better than electric motors.

The P100D ships with two electric motors fed by a huge battery pack which triples as the bulk of the chassis and a super-strong crash structure. It's also shared with the Model X SUV.

Combined power output is 568kW with more of it out the back rather than up front. Torque is quoted at 1000Nm, but it's likely more than that. Claimed 0-100km/h time is a mildly unbelievable 2.7 seconds, with a further two-tenths to be shaved off when you press and hold Ludicrous Mode and accept a warning that you'll wear the car out faster if you use it.

With 'Ludicrous Mode' comes not just software but a higher capacity fuse that allows more power to be drawn from the batteries for longer to provide the searing acceleration.

There are removal trucks shorter and narrower than the i7 but this limousine is possibly the easiest and most comfortable car I've driven in almost 15 years of testing vehicles from Toyotas to Bentleys.

The steering is pinky-finger light but accurate, the ride (as driver and passenger in the second row) is superbly composed and the electric powertrain add a smoothness to movement that no combustion engine on the planet can come close to.

The xDrive60 M Sport comes standard with BMW's 'Executive Drive Pro' feature which includes the 'Active Roll Stabilisation' and 'Active Roll Comfort' systems used on Rolls Royces.

The systems use motors to level the body through dips and corners, and the result has to be felt to be fully appreciated.

It's oddly amazing - you could have a bowl of molten lava in your lap and not spill any of it.

And then there are the seats. As a driver the under thigh support offered by the big, thick, wide seat base is exactly right for long distances, while the back rest is supportive without being too firm.

If I was to name any downsides to the driving experience it would be the limited forward visibility due to the narrow windscreen and thick. short A-pillars.

I found myself always having to peer around those pillars at intersections and pedestrian crossings.

Rearward visibility is completely blocked when the second row's large screen is folded down and the rear vision mirror doesn't have a camera function to get around this issue.

Sure there's a reversing camera but being able to see what's coming up behind you in traffic is important to for safe situational awareness.

I'm also not a fan of the synthesised driving sounds. It's unnecessary, especially in something like a chauffeur-operated limousine.

I think it only serves to cheapen what is such a high-end experience. Thankfully you can turn it off.

The same goes for 'Boost Mode' which provides all available grunt once a paddle behind the steering wheel is pulled and counts down like a missile launch. Seriously? Come on - this isn't a 2 Series!

The first time I drove a Model S, I enjoyed the acceleration and the silence of the electric motor (this was back in the Dark Ages when even the P90 only had one motor). And that has remained, with the air suspension providing a firm but comfortable ride despite the P100D's 21-inch rims and very low profile tyres. Electric motoring in any electric car is addictive.

Much progress has been made (yes, I'm getting to the acceleration, stay with me) in the way it drives. The earlier cars felt too computer gamey, with little feel through the wheel or the seat of your pants. The steering is better, especially in Sport mode, but not a lot gets through the air suspension, so it takes a while to build confidence in the chassis.

One passenger became quite emotional, almost crying. And not just because they were stuck in a car with me.

On the freeway (look, you can read ahead if you must) it's amazingly quiet, with just a bit of a rustling around the mirrors. Well, of course it's quiet, it's electric. For chassis and NVH (noise, vibration and harshness) squashers, not having the marvellous engine noise means much harder work to dull the other noises you just don't hear when there's an internal combustion engine.

And there's the acceleration. As the driver, you obviously know it's quick. Mash the throttle and the response is instant, the horizon closing in on you like you're attached by a very stretched and immensely strong bungee strap that's just been released. The way cars disappear in your rear vision mirror is hilarious.

It's more fun as a passenger, though. The Model X elicited whooping and laughing, but the P100D's extra 0.6s-worth of acceleration over the P90D, delivered with a truckload more G-force, equals silence. One woman said she was glad I'd caught her before dinner rather than after, before bursting forth with a range of expletives. One passenger became quite emotional, almost crying. And not just because they were stuck in a car with me.

The Model S comes with six airbags, ABS, stability and traction controls, three ISOFIX points, rollover sensors, emergency power disconnect. Additionally, when the software arrives, you'll have full AEB (ours was limited), self-driving and an ultra-clever active cruise that'll change lanes and overtake if the car you're following falls below your set speed.

The Model S scored five ANCAP stars, the maximum available, in April 2015 via the sharing arrangement with EuroNCAP.

The i7 xDrive60 M Sport is covered  by BMW's five-year, unlimited kilometre warranty. The battery is covered for eight years or 160,000km.

There's no regular servicing schedule but the car will identify any faults and maintenance issues and notify you. A six-year unlimited service plan is offered by BMW and is included in the purchase price of the i7.

The i7 also comes with a five-year subscription to the charge for charging network, and a home wall box charger.

Tesla offers a four-year/80,000km warranty with a parallel eight year/unlimited kilometre warranty for the battery and drive units. Roadside assist applies for the four year warranty period.

Tesla offers two maintenance plans, three and four years in length. The three year plan costs $2100 and the four year $3175. Paying for the services individually over the same period will cost $2300 and $3425 respectively. That includes a wheel alignment (if needed), but it isn't particularly cheap when compared with 'normal' luxury cars.

Your first 400kW/h of recharging is free using Tesla's supercharger network, so that would be four full charges from empty (which you wouldn't do, obviously), or about 1600km worth. After that, it's 35c per kWh or $35 for a full charge.