Renault Kangoo vs BMW 7 Series

What's the difference?

The latest petrol-powered Kangoo has the pricing, practicality and performance to win friends in Australia’s small commercial van class. If you can afford an option pack or two, like those fitted to our test vehicle, it's even better.

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.

Our test vehicle is less than 4.5 metres long (4488mm) and well under 2.0 metres in width (1859mm) and height (1830mm), making it ideal for those with either limited parking space and/or needing to access space-restricted areas in their working roles.

Its compact 2716 wheelbase results in an 11.3-metre turning circle. This is larger than you might expect, given it’s no tighter than Toyota’s shortest HiAce mid-sized van.

However, it’s also line-ball with its small van rivals, which highlights the restrictions in steering lock shared by front-wheel drive vehicles compared to rear-wheel drivers like the HiAce.

The Kangoo features MacPherson strut front suspension and its rear suspension uses torsion bar primary springing supplemented by a pair of secondary coil springs for carrying heavy loads. There’s also rack and pinion steering and a quartet of disc brakes.

Bodywork and wheels confirm its no-frills work focus, with unpainted dark grey plastic prominent on the hubcaps, front/rear bumpers and along the sides where bumps and scrapes usually occur.

It has tidy styling for a commercial van, including the sharp cabin design that combines a tasteful blend of grey and satin chrome hard surfaces with the practicality of wipe-clean fabric upholstery and vinyl floors.

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.

Our test vehicle’s 1447kg kerb weight and 2010kg GVM results in a useful 563kg payload rating.

It’s also rated to tow up to 1500kg of braked trailer and with its 3510kg GCM (or how much it can legally carry and tow at the same time) it can carry its maximum payload while towing its maximum trailer weight for optimum versatility.

Cargo bay access is through asymmetric rear barn-doors which can be opened to 180 degrees for forklift and loading dock access, or sliding doors on each side with (according to our tape measure) 625mm openings. The walls and doors are lined to mid-height and there’s internal lighting.

The cargo bay’s load volume is a competitive 3.3 cubic metres and with more than 1.8 metres in length, almost 1.6 metres in width and more than 1.2 metres between the rear-wheel housings, it can easily swallow one standard Aussie pallet or two Euro pallets.

The load floor, which does not include a protective liner as standard equipment, offers a choice of six load-anchorage points.

The solid bulkhead doubles as a sturdy cargo barrier and insulates the cabin from cargo bay noise, most of which comes from the tyres emanating through the rear-wheel housings.

Given its compact dimensions, the cabin is surprisingly spacious and accommodating even for someone my height (186cm), thanks to front doors that open to a full 90 degrees, generous leg and elbow room plus a high roof relative to the seating position that adds to the airy feel.

Storage includes a large-bottle holder and bin in the base of each door, single glove box, full-width overhead shelf, large open tray in the centre of the dash-pad and (in standard form at least) a centre console with two cupholders and trays for small items.

However, given our test vehicle is equipped with the optional Business Pack, the standard console is replaced with a more elaborate version, which in addition to a pair of cupholders has a wireless phone-charging dock up front and a box with hinged lid at the back.

There’s also a sizeable clamshell-lid compartment set into the dash-pad ahead of the driver, which includes a smartphone holder on a stalk that can be easily moved to either side of the compartment depending on driver preference.

Our only criticism is the lid on the optional console box. Although it’s been thoughtfully angled downwards at the front to provide the driver with comfortable elbow support, there’s no mechanism on the hinge to hold it in the open position.

This makes it awkward to access the box, as the angled lid naturally wants to keep closing on your hand, so a detent in the hinge would be useful.

And, in a similar context, we’d also like to see hinge detents (or struts) to firmly hold the rear barn-doors open in their 180-degree positions, given their propensity to slam shut if hit by wind gusts during loading/unloading.

This can potentially injure the operator, so these devices should be standard issue, not only for Kangoos but all barn-door vans.

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.

The Euro 6 emissions-compliant 1.3-litre turbocharged four-cylinder engine produces 96kW at 5000rpm and 240Nm at 1600rpm.

Its seven-speed dual-clutch automatic provides the option of sequential manual-shifting plus three drive modes comprising 'Normal', 'Eco' and 'Performance', which alter the shift calibrations to optimise engine efficiency in each setting. They are selected using a button on the dash.

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.

Renault claims average combined consumption of 6.4L/100km and the dash display was showing 7.8 when we stopped to refuel at the completion of our 254km test, of which about one third of that distance was hauling more than half a tonne of payload. We also had the annoying engine auto stop/start function switched off for the duration.

Our own figure, calculated from fuel bowser and tripmeter readings, was higher again at 8.6 which was still within the usual 2.0-3.0L/100km discrepancy between official and ‘real world’ figures.

So, based on our consumption number, you could expect a ‘real world’ driving range of around 630km from its 54-litre tank which should only be filled with premium petrol (min 95 RON).

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.

Apart from the huge and unavoidable solid-walled blind-spot over the driver’s left shoulder, the Kangoo feels more like a nippy small car than a commercial van.

The driver’s seat has no adjustments for lumbar support or base-cushion rake and the backrest angle is restricted by the bulkhead close behind it, but there’s still enough room even for tall people to find a comfortable driving position.

Its leather-rimmed wheel feels nice in your hands and the unladen ride quality is excellent, with nicely weighted and responsive steering feel, reassuringly strong braking and suspension settings that combine good handling response with supple bump absorption.

The turbocharged 1.3-litre four is a refined and willing performer, albeit with softer response below its peak torque band which is tapped at 1600rpm.

From there it happily spins its way to maximum power at 5000rpm, with the dual-clutch auto getting the best out of this engine in all drive modes, when either unladen or hauling a heavy load.

Its diminutive size and agility are well suited to zipping through heavy city traffic, squeezing into tight loading zones or negotiating narrow and crowded city lanes for delivery work.

Manual sequential-shifting allows more direct control if preferred when hauling heavy loads, or for those simply wanting a more engaging drive experience (particularly in Performance mode).

It's impressively quiet up to 80km/h in city and suburban use, but at highway speeds tyre noise becomes more intrusive (particularly on coarse bitumen surfaces) and some wind noise is evident.

The engine requires only 2000rpm to maintain 110km/h cruising speeds and the (optional) adaptive cruise control is resolute in maintaining its speed settings, even on long and steep descents.

To test its GVM rating, we forklifted 415kg into the cargo bay which with driver equalled a payload of just over half a tonne, or about 50kg under its legal limit.

The rear suspension compressed 55mm, which engaged the long cone-shaped jounce rubbers positioned inside the rear coil springs to provide a second stage of load support.

The Kangoo coped commendably with this payload, floating smoothly over bumps and with minimal effect on handling, braking and engine performance.

It also made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, quickly self-shifting down to fourth gear to easily reach the summit.

Engine-braking on the way down was not as robust, as you’d expect from such a small engine with more than half a tonne on its back, but still within expectations for small vans.

Our only gripes are the absence of a full-width driver’s left footrest and that the thick panel separating the bulkhead windows almost completely blocks the central mirror’s view through the LHS barn-door. You can option a smart digital mirror with rear-facing camera to resolve this issue, but that’s another $800.

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 Kangoo petrol is backed by a five year/200,000km warranty, whichever occurs first. There's also complimentary roadside assist for up to four years/120,000km, with annual renewals available after that.

Scheduled servicing is every 12 months/30,000km with capped-pricing for the first five scheduled services totalling $2385, or an average of $477 per year.

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.