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Tire Trailblazer
PASSING GLANCES: 2007 ALPINA B7
Thanks to the collaboration between BMW and Alpina, you can now get extra speed and exclusivity in your 7 Series without turning to the aftermarket.
By Alex Palevsky
BMW M GmbH has been in business since 1972, yet it somehow has never gotten around to building an M7. Those looking for a faster full-size Bimmer have therefore had to look down the road in Buchloe, Germany where Alpina has been turning out small numbers of fortified 7s for roughly three decades. None of these have officially made it Stateside, but with interest in machines like the Audi S8, Jaguar XJR and Mercedes S55/S63 AMG steadily building in recent years, BMW of North America has now been persuaded to import a few hundred short-wheelbase Alpina B7s as a replacement for the short-lived 760i.
Though V12s have powered many Alpina-tuned 7s in the past, the current E65-based B7 is motivated by a supercharged version of the aluminum-block N62 V8. Not only is this motor substantially more powerful than the corporate V12, but it is also substantially lighter and more compact. Alpina actually begins with the older 4,398-cc Valvetronic V8 instead of the most recent 4.8-liter iteration, then prepares it for forced induction by installing a stronger crankshaft and connecting rods, new pistons (thus lowering the compression ratio to 9:1) and high-pressure fuel injectors. The supercharger itself is a patented nautilus design that spins to 100,000 rpm and provides up to 0.8 bar of boost, while clever programming of the engine electronics keeps the blower completely dormant until the intake valves have completely opened.
All this effort results in some fairly impressive figures: 500 horsepower at 5,500 pm and 516 lb-ft of torque at 4,250 rpm. Maximum torque is limited in the first two gears in order to preserve the life of the ZF 6-speed automatic, which is now fitted with its own external oil cooler and can be controlled by “Switch-Tronic” shift buttons on the back of the Alpina steering wheel. A shorter 3.64:1 final drive further improves acceleration, though there is still no mechanical limited-slip differential, only the usual electronic DSC stability control. The B7’s chassis is similar to that of a standard E65 7 Series aside from its Alpina-specific springs and shocks. The brakes have actually been donated from the European-spec 760 and are one inch larger in diameter than those of U.S.-spec 7s.
Alpina has rarely strayed from a subtle approach to cosmetic alterations, and the B7 is no exception. There’s a deeper front airdam, a reshaped rear valance panel with dual exposed exhaust tips and a rear spoiler, but the easiest way to spot a B7 is by its immense 21-inch multi-spoke alloy wheels. The interior remains largely unaltered, with only the Alpina steering wheel, blue gauge faces and “B7”-inscribed door-sill plates to set it apart. Buyers who choose the exclusive Alpina Blue metallic paint also receive special Myrtle interior wood trim inlaid with the Alpina logo, though the hand-stitched Alpina leather seen in European-spec B7s is sadly not on the U.S. option list.
This is not one of those cars that launches you off the line with whiplash force, like the tire-shredding beasts from AMG. Instead, the B7’s silky V8 unleashes its strength with a bit more subtlety, building in intensity as the tach makes it way toward the redline. The blower starts to work its magic from as low as 2,500 rpm. Keep the gas pedal planted, and you’ll blast through the 4,250-rpm torque peak in a flash before the next upshift starts the rush all over again. The B7 eventually tops out at 186 mph.
It all happens in a totally refined and effortless manner, with absolutely no audible supercharger whine and very little exhaust noise, thus disguising the fact that the B7 is actually one seriously fast automobile. Nonetheless, there are moments when the B7 doesn’t respond instantly to the throttle. The frustratingly lazy transmission is at least partially to blame, especially in its default standard shift mode. Switching to the Sport setting livens up its responses dramatically, so much so that we eventually got in the habit of hitting the Sport button every time we started the engine.
Our biggest gripe with many of the Alpina’s competitors is that their colossal wheels transmit a fidgety ride that doesn’t suit the polished demeanor of the rest of the car. The B7’s chassis is therefore a very pleasant surprise. Despite riding upon paper-thin sidewalls, it glides over ruts with far more aplomb than even a basic 3 Series on 16-inch run-flats. In fact, we don’t recall any current 7 that smoothes out the rough patches this well, nor one that handles with such poise and composure when steered aggressively down a backroad. The E65 has always been a tidy handler thanks to its Active Roll Stabilization system, but Alpina has taken the platform to a whole new level of brilliance. This is one of the very few 4,500-pound machines that is genuinely rewarding to drive in an aggressive manner, with steering that has not been purged of all its feedback like so many other supposedly performance-minded supersedans, and brakes that seem well up to the task of withstanding heavy use.
The B7 arrives just as the E65 7 Series is entering its twilight years and the platform is certainly beginning to show its age. Not only is the once-controversial exterior styling not holding up well against fresher rivals, but the interior design and materials—never a high point of the E65—fall well short of the current industry standard for a $115,000+ luxury sedan. Nonetheless, the Alpina’s superb driving dynamics are almost impossible to fault. This is unquestionably the best-handling sedan in its class, and quite possibly also the best-riding one. Throw in the subdued yet potent delivery of its supercharged motor and you have a compelling argument for choosing the B7 over its various rivals.
From: SCI Magazine
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But normally, I drive alone or with only one person at the passenger seat. 
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