Porsche 911 vs BMW 740i

What's the difference?

The more things change, the more they stay the same. The t-hybrid might be an entirely new propulsion system for the 911, but the net result is unchanged – power, poise and performance on tap.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

While the new 7 Series won’t visually appeal to everyone, nor is it at the forefront of spirited driving dynamics, it’s hard to argue that it isn’t fit for purpose.

Its rear theatre screen and lounge layout might seem gimmicky at first, but it’s difficult to think of a more comfortable way to be transported on wheels short of putting a chassis under your loungeroom. Even then, you’d have to ask someone for a massage.

This is one of those cases where a car becoming larger isn’t such a bad thing, and BMW should feel like it’s achieved, seemingly, what it set out to do in building an electric limousine that doesn’t fall short in range or dynamics.

If BMW can bring this level of refinement down to its more affordable models, its electric future is looking promising.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

This facelift debuts a revolutionary exterior design that has completely reshaped the 911.

Just kidding. If it ain’t broke and all that. The front air vents and exhaust have changed, the former now an active intake system that deploys via vertical flaps, but elsewhere it’s largely evolution over revolution.

Instead, Porsche has focused most of the updates in then cabin. In here, you’ll find a new digital instrument panel, they’ve changed some of the levers and the steering wheel.

In true Porsche fashion, though, this new 911 mimics the older versions in that it's one of the more intuitive cabins you’ll ever sit in. Everything feels as though it’s exactly where it should be, and all feels entirely centred on the driver.

BMW freely calls the new 7 Series “monolithic” in its press material, and it’s hard to argue. The seventh-generation of its luxo limo is bigger in every dimension, and with a higher bonnet and bootlid, the car is convincingly imposing even when parked. Even more so in black.

From the front, the 7 Series clearly has a new face compared to its predecessor, with split headlights now an indicator of BMW’s luxury oriented models - the incoming XM SUV features the same.

Its LED daytime running lights feature Swarovski crystals, while the grille surround illuminates while the vehicle is parked and on. It’s currently unable to be illuminated while driving to comply with Australia’s laws.

It’s perhaps less elegant and more aggressive than previous generations, but that doesn’t mean there won’t be those who approve. It’s certainly emotive, especially when compared to the side and rear of the car.

The side profile of the 7 requires quite a few steps back from the car to really take in - it’s almost 5.4 metres long - though it's hard to hide the size of a car that allows its rear passengers to almost lay down.

From the rear, the 7 Series is probably at its most uninspiring, which is a reverse from the interior where the front feels more minimalistic than some of its rivals like the Mercedes-Benz S-Class.

BMW has used crystalline geometric shapes throughout the cabin, and the front ‘interaction bar’ is perhaps the best example.

In keeping with the minimalism, its screen sits in an almost freestanding style out from the dash, with no physical buttons seen around it.

This probably falls under the ‘next question, please’ umbrella, given that, while the Porsche 911 is known for a lot of things, vast acres of space with loads of practicality perks just ain’t a part of its portfolio.

The new 911 measures a not-insubstantial 4533mm in length, 1852mm width and around 1294mm in height, and it rides on a 2450mm wheelbase. Luggage space is a paltry 135 litres under the bonnet, plus whatever else you can fit in your pockets.

There’s seating for four, should you not like the people you’re squeezing back there very much, but really the 911 is best enjoyed as a two-seat proposition – which is why you can also delete the backseat, should you wish.

It also weighs a minimum 1595kg, or up to 1745kg, but Porsche says the hybrid tech only adds about 50kg to the total kerb weight.

If the word ‘practicality’ brings to mind simplicity, the 7 Series might require you to have a bit of a mental reset. If it means plenty of space and a long list of elements to keep you comfortable, you’d be closer to the money.

While it’s visually restrained in some ways, the space accessible to the driver is thought out reasonably well, as you’d expect from a car costing more than a quarter-million.

The front seats certainly aren’t the main event, but the Merino leather and cashmere wool combination seats are far from uncomfortable, with the heating, cooling, and massage functions accessible from the central multimedia screen.

The controls for those, as well as functions like the climate control, are easily accessible, though could probably be even easier with a physical climate control panel. 

Controls for the individual vents, and even the glovebox are found along the BMW interaction bar, which can (frustratingly) reflect light thanks to its crystalline design, meaning it’s hard to see while driving on a sunny day.

Similarly, while the centre console where the main control dial for BMW’s 'iDrive' isn’t far removed from previous versions, it’s less tactile and requires a look sometimes to see what’s being pressed. Here, too, sunlight can reflect (this time off the dial) and make it more distracting.

Fortunately, the steering wheel controls remain physical buttons, and they’re laid out in a way that previous BMW owners or drivers will find familiar. 

The 7 Series also now leans more heavily on voice activation, so if the lack of physical climate controls or the multimedia screen is a little distracting, much can be achieved by actually asking the car with a “hey, BMW… ”.

There’s a large storage unit in the centre console, as well as two cupholders and a phone charging platform in front of the multimedia controls.

The rear seats, especially the one behind the front passenger, are where the 7 Series begins to feel its worth. If you’re buying one with the intention of being the driver 100 per cent of the time, you’re missing a trick.

The ability for the front passenger seat to shift forward and maximise legroom while the rear seat reclines into a lounge position is nothing new, limousine sedans have been able to do this for years, but the 7 Series takes it to another level.

Not only is there plenty of space for even the tallest of humans to stretch out, but the positioning and angle of the huge 31.3-inch theatre screen is great, even if it impedes the driver’s rear view, and the ability to use it as a touchscreen for some functions means less need for the handy but sometimes fiddly door-mounted control screen.

If you plan on playing games, the controls (and the fact you’re likely in a moving car) can make it a little difficult, but the small control panel is overall easy to use and well-placed.

The cushioned armrest that folds down in place of a middle passenger is comfortable, features a phone charging pad and pop-out cupholders, as well as a storage space under the armrest.

Finally, the boot space in the BMW 7 Series is far from small, with the electric i7 offering 500 litres (VDA) of space, while the 740i boasts 540 litres thanks to its lack of battery.

Given we’re in the realm of models where the price difference between two variants could pay for an entire new city car, what value means shifts a little bit.

The BMW 7 Series comes in two variants for the seventh generation, starting at $268,900 for the petrol-powered 740i, and $297,900 for the electric i7. 

Previously, it was possible to get into the BMW 740i for $198,900 after BMW lowered the price of the sixth generation car.

However, the new 7 Series is larger and has more packed into it, with both variants highly specified and mostly differing in price due to their drivetrains and some more minor creature comforts.

The 740i starts with an already impressive list of standard features, with 20-inch M alloy wheels, remote start, a tyre pressure monitor, rear-wheel steering, 'crystal' headlights and an illuminated grille surround, a panoramic glass roof, heated seats and a massage seat for the driver with Merino leather, a 20-speaker Bowers & Wilkins sound system, as well the option to select the M Sport or M Sport Pro pack at no extra cost.

The more expensive i7 xDrive60 gains, on top of that, 21-inch wheels, active roll stabilisation, automatic opening and closing doors, multifunction seats with heating, cooling, and massage in the rear, plus a 39-speaker sound system and the impressive 31.3-inch theatre screen.

The i7 also comes with a BMW third-gen wallbox, home and public charging cables, and a five-year ChargeFox subscription. It also gains a six-year service package over the five included with the 740i.

If the i7’s extra features are tempting, but its drivetrain isn’t, 740i buyers can opt for a 'Connoisseur Lounge' pack for $27,900 which adds the auto doors, multifunction seats, rear theatre screen, and a 40-speaker sound system.

A new (or at least, massively altered) 3.6-litre petrol engine has been developed for this T-Hybrid, which combines with two electric motors to produce a total 398kW and 610Nm. It’s only available with Porsche’s very good eight-speed Porsche Doppelkupplung (PDK) automatic, largely because the brand admits it would be… well… unpleasant to drive as a manual.

Now, there is lots of magic at work here, and I don’t want to bore you, but the Porsche setup sees a lightweight 1.9kWh battery placed basically in the middle of the front axle, and a 12-volt battery now behind the front seat. Then, a tiny e-motor lives as part of the gearbox (it’s just 55mm long) and delivers up to 150Nm at low speeds to supplement the petrol engine.

It’s joined by what Porsche calls an “electric exhaust gas turbocharger”, which essentially removes the spooling time from the turbo, delivering instant power.

The aim of the game here is excitement, not efficiency, and the launch-control-aided spring to 100km/h takes just 3.0 seconds. And it somehow feels, and sounds, faster.

The latter being important, with Porsche aware that if the new powertrain didn’t sound good, "nobody would like it”.

The BMW 740i is powered by a 3.0-litre turbocharged in-line six-cylinder petrol engine, as is the way with many of BMW’s larger cars. It’s also a mild hybrid, incorporating a 48-volt electric starter/motor combination.

The 740i makes 280kW between 5200-6250rpm, and 520Nm between 1850-5000rpm, which is transferred to the rear wheels via an eight-speed automatic transmission.

The electric i7 xDrive60 is the flagship model, with its dual-motor all-wheel drive powertrain good for 400kW and 745Nm, allowing for a claimed 0-100km/h time of 4.7 seconds - 0.7s faster than the 740i.

Porsche in Australia is yet to lock in local fuel use for the Carrera GTS T-Hybrid, but international testing has it at 10.5-10.7L/100km, C02 emissions of between 239-244g/km. 

Those aren’t exactly Toyota Prius numbers. But again, that was never Porsche’s intention. The electric power on offer here is intended to improve acceleration, not fuel use.

It’s fitted with a 63-litre fuel tank, which should deliver a driving range of around 600km per tank.

BMW Australia hasn’t yet specified local figures for fuel consumption or energy efficiency for either variant of the 7 Series at the time of our review, but the international specifications for both i7 xDrive60 and 740i give a relatively accurate guide.

BMW claims the electric i7 has a power consumption of between 19.6 and 18.4kWh/100km, which means its 101.7kWh battery allows a range of between 591 and 625km according to the brand.

It’s claimed to charge from 10 per cent to full in less than 5.5 hours with a 22kW AC wallbox, or in 34 minutes to reach 80 per cent using DC fast charging at 195kW.

The petrol powered 740i will use between 7.0 and 8.0 litres per 100km, according to BMW, which equates to between 183 and 159g/km of CO2.

Porsche did just about the Porschiest thing to ever Porsche in launching the 911 Carrera GTS T-Hybrid, in that we piled into cars in Melbourne, drove the many, many hours (well, it feels that long, at least) to the Phillip Island race circuit, beat the hell out of the cars on track and on the drag strip for several hours, then trundled back out on the road and drove them back to Melbourne.

The subliminal messaging here is pretty clear. This new 911 might have a new powertrain, but it can still deliver the road-track-road experience without breaking a sweat — or, more importantly, without breaking any expensive bits.

So let’s do this in order, shall we? On the road, this new 911 is every bit as sweet as it has ever been. Comfortable, quiet enough when you want it to be, and — save some road noise from those big wheels – quiet enough to let you forget you're driving something with one of Peter Dutton’s nuclear reactors hidden beneath its svelte metal work.

Mind you, that T-Hybrid powertrain will happily remind you of its presence every time you press the accelerator in anger, the exhaust erupting into life and the 911 genuinely rocketing into the future, but stay gentle with your inputs and this hybrid 911 is a genuinely comfortable, genuinely liveable daily driver.

Its split personality appears when you rumble out onto a race track though, where you quickly discover the electrified, and electrifying, Porsche is properly, properly rapid, both in a straight line or around Phillip Island’s fast and flowing circuit.

It’s so rapid, in fact, that it feels most closely related to a performance EV, like the Taycan. Of course it is louder and more engaging, but that’s the best way I can think of to describe the instant power on offer here. There’s no ICE-like lags or lumps in the way that 398kW and 610Nm finds its way to the tyres and into the tarmac. Instead it’s just this constant, savage flow of power that never seems to let up.

Porsche says this new powertrain is about 50kg heavier, but you’d need to be plugged into the race track like its the Matrix to ever feel it, with the T-Hybrid feeling lithe, grippy and athletic, aided by near-perfect steering, the best automatic gearbox in existence, and exactly zero roll through the body. In fact, the only thing that really moves when cornering hard in this new 911 is the driver, and I genuinely got out after several laps with a sore neck from trying to stay vertical.

Downsides? Well, it’s faster in a straight line (it will be some 7.0m further down the road after 2.5sec when compared to the older GTS) and faster around corners (8.7sec faster around the Nurburgring than its predecessor), but there’s something delightfully analogue about the outgoing car, which also manages to feel more aggressive under heavy acceleration, too, owing to the little ebbs and flows of power, and after driving both back-to-back, I still can’t decide which one I like more.

BMW hopes for two things for the new 7 Series: one, that it’s the best car to be driven in, and two, that it’s the best car to drive.

While one of those things could be argued to be true, we suspect there are some engineers in BMW’s M department who would be frustrated at the thought of a more-than 2.6-tonne limo being called better to drive than a car half that size with a manual gearbox.

But, perhaps unsurprisingly, the BMW 7 Series is rather refined from the driver’s seat, especially on roads where the speed limit is high and the corners are long.

The two variants Australia has available, the i7 xDrive60 and the 740i, differ in their drivetrains as mentioned above, and the dynamics of each are slightly different. 

The all-wheel drive electric i7, despite its extra heft (the 740i is almost 600kg lighter) the EV feels more nimble thanks to its immediate torque delivery and higher outputs give it more flexibility in dynamic driving.

The lower centre of gravity, even with the extra weight, helps the electric i7 hold its own against the turbo six-powered 740i.

Both variants come standard with BMW’s rear-wheel steer system, or ‘Integral Active Steering’, which is vital to providing the agility needed for keeping the 7 Series in shape on tight roads, where it tightens the turning circle below 60km/h, though its 3215mm wheelbase does a lot to keep it feeling stable.

Above 60km/h, the rear-wheel steering improves stability further by turning slightly with the front wheels as opposed to against them, allowing for smoother flowing cornering and highway lane changes.

In either case, the 7 Series is easy to drive, with the steering able to be set to Comfort regardless of the drivetrain’s intensity (Sport and Comfort are the only options), which leaves the wheel feeling lighter.

The ride, whether from the front or the back, is impressive, even when being chauffeured through rough backroads. 

The 7 Series, despite not being engineered specifically for Australia’s sometimes shockingly pockmarked roads, manages to soak up impacts before they transfer from the tyre into the seats, and that goes for the sound and road noise, too.

Unfortunately, our launch test drive was hampered by some roadworks out of BMW’s control, so stay tuned for a more in-depth drive soon.

The new BMW 7 Series hasn’t been crash tested by ANCAP, nor does it seem likely it will be, given the small number that are likely to be sold here. 

But the car itself isn’t short on safety features, and BMW has a good recent history of scoring the maximum five stars for its cars.

The 7 Series features front and side airbags for driver and front passenger, curtain airbags for both front and rear seats, crash sensors, and a tyre pressure indicator.

Of course, the standards like active cruise, AEB, and sensors for collision warnings are all standard, plus BMW also offers active roll stabilisation as an option, which uses 48-volt motors to steady the car and account for the road surface and body roll through corners.

The 911 Carrera GTS is covered by a pretty underwhelming three-year, unlimited-kilometre warranty, with servicing required every 12 months or 15,000kms. We don’t have the hybrid service pricing yet, but as guide, the last 911 split the services into minor and major, and charged either $785 or $1285 for each.

BMW offers a five year, unlimited kilometre warranty and that extends to both variants of the 7 Series.

BMW also offers servicing packs for its new cars, though the pricing for each group of models excluded the 7 and 8 Series and its M cars. 

Given the most expensive servicing pack listed is the BMW X7’s $2800 five-year, 80,000km pack, expect anything similar for the 7 Series to cost more.

In terms of when servicing is required, BMWs are condition-based, meaning the car’s own systems detect whether something like an oil change or part replacement is required, and provides that data to your BMW service centre to help calculate an estimate for work needed, ahead of time.