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BMW 740d and 740i in the test: BMW 7 series diesel versus gasoline engine

Achim Hartmann
BMW 740d and 740i in the test
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Eight-cylinder naturally aspirated engine - the six-cylinder gasoline engine of the B MW 740i just contemptuously with his blow-off valve Turbocharger. While a four-liter naturally aspirated V8 with 306 hp buzzed in the last 740i, the three-liter in-line engine of the current luxury sedan was powered by two chargers.

The BMW 740i goes to 100 km /h in 6.2 seconds

The result is 326 hp and a hefty 450 Newton meters, which can be achieved from 1,500 /min. Although it misses the factory specification for the sprint from 0 to 100 km /h by 0.3 seconds, with 6.2 seconds it is still right at the front. The six-speed automatic stops when the journey is relaxed - the more modern eight-speed automatic remains next to the BMW 760i for the time being BMW 5er and 5er GT reserved - the 740i engine at low speeds and therefore acoustically in the background. Vibrations are not an issue anyway, rather its present pronunciation under load. For example, when he willingly starts out of the lower rev range at the command of the pedal and turns smoothly to beyond 6,000 rpm.

The whole thing sounds relatively mundane, however, a bit removed from the silky sound of the free-sucking row six or even a V8 baritone. Anyone who often savored the potential of the petrol engine must also expect consumption beyond the 15-liter mark. At a moderate speed, 8.6 liters per 100 km are sufficient, on average 13.7. The modified version of the supercharged three-liter gasoline engine could promise even cheaper values. It is limited to one loader, but its gasoline-air mixture is prepared with the help of Valvetronic. This adjusts the timing and valve lift separately and continuously, making the flow-poor throttle valve largely superfluous - for the sake of better response behavior and lower super-consumption.

The BMW 740d pushes more powerfully than the 740i

However, BMW is reserving this unit for the time being for the new 5-series models, while the 740d is already in the current expansion stage of the three-liter twin-turbo diesel is working hard. As usual with common rail, piezo nozzles and two register chargers of different sizes, of which the smaller one now has an electrically adjustable geometry. Status 740d up to 2005 for a 3.9-liter V8 with 258 hp,now push 306 hp and also 600 Newton meters. And if someone complains about inhomogeneous power development or lack of torque: He should be silent. Or at least whisper like the magnificent diesel itself. It makes the 740d a little heavier (30 kilograms), but it can still maintain its balanced weight distribution. Nevertheless, it seems as if the 740d rolls a bit more slowly than the 740i - but above all pushes more powerfully.

The speed rarely exceeds the 1,500 rpm limit when swimming briskly, where the maximum torque is already available. For a speed of 120, 2,000 rpm is sufficient, at 180 km /h it is just 3,000 rpm. The engine is seldom heard - but it can be felt all the more. For example, when the tachometer needle is sluggish and the butterflies in your stomach move faster. Only when the vehicle is stationary do noticeable vibrations document that the fuel is injected under the hood at 2,000 bar and self-ignited. But it is worth it: The 740d sweeps with torque and revving power beyond 5,000 rpm as well as grief over the departure from the V8 as from the plate as ultimately also the 740i.

That can only be with gasoline fans with the The 740d counters its 1,000 euro price advantage with lower fuel costs. On average, 10.3 liters per 100 km are sufficient, pedal strokes easily reach a seven to the decimal point, and even at express speed on the motorway, the biturbo rarely requires more than twelve liters of diesel. With which the 740d finally shows the 740i the rear lights when it comes to range.

CONCLUSION: The diesel is worthwhile from around 12,000 km /year.

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