2011 BMW Alpina B7 Biturbo Allrad

[mikeyb]

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It sells fewer cars in one year (1304 in 2008) than BMW sells in a week, but despite its diminutive output, Alpina has an exceptionally high degree of recognition. Built on a reputation for peerless engineering, exceptional build quality and some pretty dodgy decals, the Bavarian firm has a knack for taking good cars and making them so much better, and in doing so creating a legion of fiercely loyal fans. Its latest offering is the B7 – a vast high-speed limousine based on the new 7-series. It’s big, bold and exclusive. The last word in automotive willy-waving for CEOs in a hurry.
So the Alpina B7 is simply a quicker BMW 7-series with a fast-looking aero kit?

It’s much more than that, I can assure you. It would be relatively easy for a common-or-garden tuner to slap on a bit of a body kit, bigger wheels, get the magic screwdriver and turn up the turbo boost and call it a four-door supercar. But Alpina is all about serious engineering – every aspect of its cars has an engineering basis. They don’t do frippery and whimsy in Buchloe.
Take the B7’s stunning 21-spoke finned wheels – their air valves are secreted in the central hub rather than on the rim to ensure supreme high-speed stability. Then there's the 4.4-litre bi-turbo V8 powerplant – the all-alloy unit is fitted with bespoke blowers and air-water-water-air intercoolers, high-performance cylinders and a trio of electronic control units. Result? A hefty 507bhp at 5500rpm and 517lb ft of torque at 3000rpm.
It’s brisk, then?


It’s more than that – it’s blindingly quick. The blown V8 delivers shattering acceleration – the B7 is as quick as an Aston Martin Vantage to 60mph – and headbutts its 174mph electronic limiter with a callous disregard for physics. Acceleration in any gear and any speed is so instant and so effortless speed that it immediately calls for a recalibration of your speed-distance-time triangle. Crisp throttle response, a six-speed Switchtronic transmission that flicks smoothly and quickly through the cogs and a lovely creamy soundtrack make ripping through the gears irresistibly addictive. Especially when it satisfyingly reduces tail-sniffing Porsche 911s into lumbering specs in your rear-view mirror.


What happens off the autobahn, then?

Around town the steering is Playstation light and there’s little in the way of feedback, but dial in some pace on an interesting road, and the B7 feels far smaller and agile than its thick-ankled 2040kg kerbweight and five-metre plus length. The steering suddenly comes over all chatty and informative, complemented by a ride quality completely at odds with those vast 21-inch alloys and rubber band Michelin tyres. The combination shrinks the B7 and makes it feels as chuckable and responsive as a very grunty and well sorted 5-series.
A fast German car with a compliant ride quality…surely you jest?

Nope. In default Comfort setting, the B7’s Dynamic Damping Control suspension is wonderfully effective at smoothing and sponging away intrusions – it’s a real wafter. There’s no trade off in ride quality when switching to the firmer Normal setting, while Sport offers even tauter body control without any of the harsh stiff-jointed brittleness many German marques try to pass off as athletic and (that dreaded word) sporty. It’s a setup perfectly in keeping Alpina’s mantra of making their cars the ultimate in fast-lane comfort while still being able to show most sports cars what four rapidly receding Alpina exhausts look like.
And the rest of the package?

Everything at Alpina can be made to order, so if you fancy ocelot scrotum leather for the seats and dash, Alpina will do its best to oblige. As you’d expect many clients from the Middle and Fat East really go to town on the tickbox options list, whereas the less flamboyant UK market goes for a far more conservative look and feel. We’d go for one in a dark metallic and bereft of any decals and badging, for the proper Q-car look.
Verdict

Many will blanche at the B7’s eye-watering £95,900 asking price – that’s more than most people will ever spend on their homes – but believe it or not, even at that price the B7 looks like rather good value. Yes, it’s pricier than the top dog Audi S8 and Maserati Quattroporte GT S, but then it’s also cheaper than the Mercedes S 65 AMG and the Bentley Flying Spur. For your money you get exceptional exclusivity, ridiculous performance and sumptuous comfort underpinned by exceptional engineering integrity. It’s a compelling package.

Statistics

<table><tbody><tr id="_ctl0_placeHolderContainer_placeHolderMainContent_ placeHolderColumn02_placeHolderColumn02Body_Statis tics1_rowHowMuch"> <th>How much?</th> <td>£95,900</td> </tr> <tr id="_ctl0_placeHolderContainer_placeHolderMainContent_ placeHolderColumn02_placeHolderColumn02Body_Statis tics1_rowOnSale"> <th>On sale in the UK:</th> <td>September 2009</td> </tr> <tr id="_ctl0_placeHolderContainer_placeHolderMainContent_ placeHolderColumn02_placeHolderColumn02Body_Statis tics1_rowEngine"> <th>Engine:</th> <td>4395cc, 32v V8, 507bhp @ 5500rpm, 517lb ft @ 3000rpm</td> </tr> <tr id="_ctl0_placeHolderContainer_placeHolderMainContent_ placeHolderColumn02_placeHolderColumn02Body_Statis tics1_rowTransmission"> <th>Transmission:</th> <td>Six-speed automatic, rear wheel drive</td> </tr> <tr id="_ctl0_placeHolderContainer_placeHolderMainContent_ placeHolderColumn02_placeHolderColumn02Body_Statis tics1_rowPerformance"> <th>Performance:</th> <td>4.7secs 0-60mph, 174mph (limited), 23.7 MPG, 286 CO2</td> </tr> <tr id="_ctl0_placeHolderContainer_placeHolderMainContent_ placeHolderColumn02_placeHolderColumn02Body_Statis tics1_rowWeight"> <th>How heavy / made of?</th> <td>2040kg/steel</td> </tr> <tr id="_ctl0_placeHolderContainer_placeHolderMainContent_ placeHolderColumn02_placeHolderColumn02Body_Statis tics1_rowSize"> <th>How big (length/width/height in mm)?</th> <td>5087/1902/1484</td></tr></tbody></table>

[mazdaspeedster3]

Ah, my next car. LMAO!

[mikeyb]

Ah, my next car. LMAO!

You will have to move to Europe for a Alpina B7.

[CantCMe]

I love it!!!

[Kymerik]

You will have to move to Europe for a Alpina B7.

at the rate this country is going, i see that as a viable option mikey :P and I'd hit that thing too :P

[mikeyb]

Porsche Panamera too fugly? There are alternatives. Try Alpina’s big gun.

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Porsche claims there are no direct rivals to the Panamera. It has, apparently, started its own class. However there are always alternatives and if you want to transport four executives across Europe and have £100K to spend to get the job done, then Alpina’s version of the BMW 750i should loom large on your radar.

For a start, it trumps the Panamera Turbo’s power. The addition of a pair of turbochargers and both air-to-water and water-to-air intercoolers to the 750i’s 4.4-litre V8 lifts its output to a mighty 507bhp. And despite weighing in at over two tons, the first time you pull the trigger that power claim feels conservative. Torque is at play here, for the B7 has oodles of the stuff - 516lb ft all the way from 3000 to 4750rpm.

As usual, Alpina has raided BMW’s parts bins to find the best set-up for ride and handling. Recalibrated springs lower the ride height by 15mm at the front and 10mm at the rear to give the B7 a slightly nose-down angle of attack, while filling the arches are huge 21-inch wheels. Grip is prodigious but the B7 never quite shakes off the feeling of mass, even in its most aggressive Sport Plus suspension setting which limits roll and tightens up the damping. But then this Alpina’s primary role is one of top-line luxury, which it carries off beautifully.

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Massive performance, high quality finish
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Feels big and heavy when hustled
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evo SPECIFICATIONS


<table class="tableText" border="0" cellpadding="0" cellspacing="0" width="100%"> <tbody><tr> <td valign="top" width="140"> Engine: </td> <td valign="top"> 4395cc, V8, twin turbo </td> </tr> </tbody></table> <table class="tableText" border="0" cellpadding="0" cellspacing="0" width="100%"> <tbody><tr> <td valign="top" width="140"> Max power: </td> <td valign="top"> 507bhp @ 5500rpm </td> </tr> </tbody></table> <table class="tableText" border="0" cellpadding="0" cellspacing="0" width="100%"> <tbody><tr> <td valign="top" width="140"> Max torque: </td> <td valign="top"> 516lb ft @ 3000 – 4750rpm </td> </tr> </tbody></table> <table class="tableText" border="0" cellpadding="0" cellspacing="0" width="100%"> <tbody><tr> <td valign="top" width="140"> 0 - 60mph: </td> <td valign="top"> 4.9sec (claimed) </td> </tr> </tbody></table> <table class="tableText" border="0" cellpadding="0" cellspacing="0" width="100%"> <tbody><tr> <td valign="top" width="140"> Top speed: </td> <td valign="top"> 174mph (limited) </td> </tr> </tbody></table> <table class="tableText" border="0" cellpadding="0" cellspacing="0" width="100%"><tbody><tr><td valign="top" width="140"> On Sale: </td> <td valign="top"> Now </td></tr></tbody></table>
[evo]

[seanmcsean]

Classy. Tasteful. Outstanding.

Another job well done Alpina.

[Kymerik]

Alpina goodness right there, i'd have sex with that car over and over

[mikeyb]

Alpina goodness right there, i'd have sex with that car over and over

oh really?

[Rogue]

can you get that in the US?

[mikeyb]

can you get that in the US?

Not yet.

[Kymerik]

Not yet.
Import it :)

[mikeyb]

I've driven the previous B7 and what a car!

[Fiji Mazda3]

I'd take one of those over a Porsche anyday, Alpina-ed or not.

[mikeyb]

BMW of North America announced today that the 2011 BMW ALPINA B7 sedan will join BMW’s North American product range as the most dynamic 7 Series model. The BMW ALPINA B7 represents the second generation of ALPINA automobiles based on the BMW 7 Series to be offered in the US. The first BMW ALPINA B7 was offered as a limited edition for the 2007 and 2008 model years. Newly interpreted and based on the current BMW 7 Series platform, the B7 will again set the benchmark in terms of performance, refinement, technology, luxury and exclusivity.

Yielding exquisite levels of power and torque from the twin-turbocharged 4.4 liter V8, and in conjunction with the electronically-adjustable suspension with active roll stabilization, the new B7 promises to offer a spectrum of driving experiences so broad as to be unheard of in this class of automobiles. The evolution of the traditional 20-spoke 21″ ALPINA CLASSIC wheels underline the fresh design language found throughout the B7 and impart it a distinctive appearance and powerful stance.

http://www.bmwblog.com/wp-content/uploads/B7usa_122-655x445.jpg (http://www.bmwblog.com/wp-content/uploads/B7usa_122.jpg)

Both short- and long-wheelbase models will be offered. The BMW ALPINA B7 will make its North American premiere at the 2010 Chicago Auto Show in February, and go on sale at authorized BMW Centers in Spring of 2010. Pricing will be announced closer to the on-sale date.

ALPINA and BMW. A history of synergy.
ALPINA – a name famous in Europe and the wider world for putting a particular performance accent on BMWs, though not yet so well-known in North America. BMW – a name famous all over the world for motor vehicles of performance, quality, luxury and safety.

The two companies, both at home in the German state of Bavaria, have a long history of working together to produce special BMW automobiles. Burkard Bovensiepen, son of the founder of ALPINA Business Machines and an enthusastic racing driver/engineer, began his automotive career path in 1961 by developing a dual-carburetor setup for the just-introduced BMW 1500 sedan. It was a predictive beginning: to take an already fine-performing BMW (which also just happened to be a practical sedan) and making it perform even better.
By 1964, BMW had officially recognized ALPINA’s contribution to BMW performance. Not long thereafter, Burkard Bovensiepen founded the ALPINA company – ALPINA Burkard Bovensiepen KG – that continues today, creating special versions of BMW automobiles that offer a particular brand of performance for discriminating auto enthusiasts. Yet outside the circle of dedicated BMW enthusiasts, ALPINA has kept a low profile in North America. In addition to racing versions of BMWs, ALPINA has developed a progression of BMW-based cars based on 3, 5, 6, 8, Z4 and Z8 models and offered them on a limited-production basis. ALPINA is located in the small Bavarian city of Buchloe, some 50 miles southwest of Munich, BMW’s headquarters city and the capital of Bavaria.

The B7 is the newest manifestation of the unique BMW-ALPINA synergy – once again based on the BMW 7 Series luxury sedan. Currently, BMW offers ultra-performance models of its 3, 5, 6, X5 and X6 Series developed by BMW M, BMW’s own performance subsidiary. For an ultra-performance version of the 7 Series – a vehicle defined by luxury and generous interior space – something other than “M” performance character was called for.
In recent models, ALPINA has concentrated on delivering very high levels of performance with moderate rpm ranges and automatic transmission. Most appropriately, the new BMW ALPINA B7 applies this philosophy to the newest 7 Series to produce a luxury sedan of stunning performance. “A 7 Series Beyond,” one might say.

Powertrain
The B7 sedan is equipped with BMW’s twin-turbocharged 4.4 liter, all-aluminum, High Precision Direct Injection V-8 engine which has been enhanced by ALPINA and is capable of producing 500 (373kW) horsepower and 516 lb-ft (700Nm) of torque. This rear-wheel drive performance/luxury Sedan achieves 0-60 mph in 4.5 sec. With maximum torque available across an unusually broad engine range, from 3,000 to 4,750 rpm, the B7 accelerates effortlessly from virtually any speed.

The two turbochargers operate in parallel, with generously-dimensioned turbine vanes measuring 44mm in diameter. Thorough exploitation of the engine’s potential was achieved by means of optimizing the indirect intercooler (air-water/water-air) with its short intake paths and flow-optimized intercooler tracts. All three intercoolers, the low-temperature intercooler integrated into the radiator package, as well as the two near-engine intercoolers are enlarged by approximately 35%, ensuring very high thermodynamic efficiency. High-performance pistons have been specified to withstand the thermodynamic forces created by a 9.2:1 compression and a maximum turbo boost of 1.0 bar. The result is a formidable specific output of 115hp (85kW) per liter, with a maximum average compression of 20.1 bar, a benchmark even amongst established sports cars.
This wide power band coupled with the six-speed sport automatic transmission gives the driver remarkably high levels of power and capability in every driving situation. The ALPINA SWITCH-TRONIC transmission control offers tailored shift characteristics for every driver and situation thanks to its Sport and Manual modes. To manually select the gears of the automatic transmission, the driver may use buttons found on the back of the ALPINA-tailored steering wheel. This results in shifts which take place in a few hundred milliseconds with minimal power interruption.

Ending in two polished double-tailpipes, the stainless-steel ALPINA exhaust system offers up that deep and sonorous yet not intrusive V8 sound that enthusiasts have come to expect from ALPINA.

http://www.bmwblog.com/wp-content/uploads/B7usa_118-655x436.jpg (http://www.bmwblog.com/wp-content/uploads/B7usa_118.jpg)

Chassis & Suspension
The BMW ALPINA B7 builds on the state-of-the-art adaptive suspension technologies of the 7 Series, including tuned Dynamic Damping Control and Active Roll Stabilization, to the demanding requirements of a high performance sedan. Long gone are the days when a purely “hard and sporty” ride was a sought-after attribute of suspension set-ups. Striving for truly neutral handling continues to be the goal, yielding the best of what is technologically feasible. In pursuit of this goal, shorter and uniquely calibrated springs reduce front and rear ride height by 15mm and 10mm respectively. Dynamic Damping Control and Active Roll Stabilization enable the driver to select from three distinct suspension set-ups: Comfort, Normal and Sport. These are intentionally calibrated to provide noticeably different set-ups, influencing the characteristic of the dampers, the Active Roll Stabilization as well as the parameters of the power steering assist, throttle response algorithms and load-reversal damping. The Sport-Plus mode automatically shifts the Dynamic Stability Control system into Dynamic Traction Control (DTC). This allows noticeably more slip at the driven wheels and delayed intervention by the traction control system.

Together with the 21″ wheel and tire combination, the suspension is at once sensitive to inputs and direct in its feel, yet free from the harshness of a purely sports-oriented suspension. The light-weight 21″ wheels, with their new interpretation of the ALPINA CLASSIC wheel design, are shod with a specially selected staggered MICHELIN PS2 tire set-up: 245/35 R21 front and 285/30 R21 rear.

The result is that the BMW ALPINA B7 captures an agility associated with much smaller sedans, while preserving the ride quality associated with the BMW 7 Series.

http://www.bmwblog.com/wp-content/uploads/B7usa_123-655x436.jpg (http://www.bmwblog.com/wp-content/uploads/B7usa_123.jpg)

Design
The B7 sedan is finished with ALPINA aerodynamic developments, including front and rear spoilers which not only enhance the appearance but also improve stability and performance at high speeds. In true “form-follows-function” fashion, the ALPINA front integrates the fresh-air requirements of the transmission and engine oil coolers, which are separated out of the main cooler module for improved efficiency. The spoilers reduce lift at the front by 30% and rear by15%. The exhaust system’s two double tailpipes are seamlessly integrated into the rear bumper. The newest evolution of the traditional 20-spoke ALPINA CLASSIC wheels gives the B7 a distinctive appearance and powerful stance.

The interior of the B7 sedan features ALPINA blue illuminated door sill trims, the SWITCH-TRONIC steering wheel in hand-stitched LAVALINA leather, and the Black-Panel LCD screen instrument cluster branded with ALPINA. Exclusive interior luxury wood trim in the form of Myrtle Burl, a knotted burl of the Laurel only found on the Pacific Coast of the United States, provides a warm and traditional ambience. Optional ALPINA Piano Lacquer interior trim with its silver diagonal rhombs, offers a modern alternative.

http://www.bmwblog.com/wp-content/uploads/B7usa_184v2-655x436.jpg (http://www.bmwblog.com/wp-content/uploads/B7usa_184v2.jpg)

The full complement of BMW 7 Series exterior colors remains available, in addition to the signature ALPINA Blue metallic paint.

Discreet metal ALPINA emblems adorn the upper seatbacks of the standard leather Comfort seats and are inlayed in the wood trim. An additional ALPINA plaque indentifying the car is mounted on the inner roof panel just ahead of the sunroof. Even the engine bay carries a subtle signature by tidily presenting itself with a newly-designed ALPINA engine cover.
[Source: BMW ]

[8.5MS3]

always loved the alpina wheels

[ZOOMit]

That rear end is SEXXXY!

[mikeyb]

I love Alpinas. To bad they will not import the B3, B5, and B6 to the states.

[Kymerik]

holy merciful crap that's sexy

[Kymerik]

jesus 122K?

how much will it cost after oh ionno 5 years?

[mikeyb]

jesus 122K?

how much will it cost after oh ionno 5 years?










$20K to $25K

[Kymerik]

$20K to $25K

I think i found my next car then lol

[mikeyb]

I think i found my next car then lol

Can afford the repairs and upkeep of a big Bimmer?

[Kymerik]

in 5 years yes...

[mikeyb]

http://www.blogcdn.com/www.autoblog.com/media/2010/04/01alpinab7xdriveny2010live.jpg

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[Rogue]

Why B7? Is that a chassis code for Audi?

[mikeyb]

Why B7? Is that a chassis code for Audi?

Alpina does not use BMW's chassis codes. This is a B7 instead of a BMW 750i or 750li. A B3 is a 3 series, B5 is a 5 series, and so on.

[mikeyb]

http://cdn.images.autocar.co.uk/612x408FFFFFFF/Car/Alpina/Alpina-2531010527526451600x1060.jpg

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[Kymerik]

*continues drooling*

[mikeyb]

http://www.blogcdn.com/www.autoblog.com/media/2010/06/lead1alpinab7fd2011.jpg (http://www.autoblog.com/photos/first-drive-2011-bmw-alpina-b7/)

Alpina (http://www.autoblog.com/tag/Alpina/) is as familiar to German enthusiasts as Shelby, Hurst, Saleen and Yenko are to American gearheads. And like its American counterparts, Alpina has made a business out of taking the best vehicles from one marque and making them substantially better than anything rolling off the assembly line.

The relationship between BMW (http://www.autoblog.com/make/bmw/) and Alpina started in 1962 when a German enthusiast named Burkard Bovenseipen realized his BMW 1500 had plenty of untapped potential. Bovenseipen developed a dual carburetor kit for the 1500's four-cylinder, and as the carbs flew off the shelves, he realized there was a serious market for BMW-based performance parts. Mr. B formed ALPINA Burkard Bovenseipen KG in 1964 and in the decades since, the company has become known simply as Alpina.

But while the name has changed, its mission remains the same, and its line of upgrades have grown considerably since its inception. Bovenseipen's team continues to recognize the potential in almost every new BMW product, and the small but competent company, now managed by Bovenseipen's son Andreas (his staff calls him Andy), delivers better, less compromised, higher-performance versions of BMW production cars.

In Europe, Alpina offers variants of the 3 Series (http://www.autoblog.com/model/3+series), 5 Series (http://www.autoblog.com/model/5+series) and 6 Series (http://www.autoblog.com/tag/6+series), dubbed the B3 (http://www.autoblog.com/2007/03/09/geneva-motor-show-alpina-b3-brings-the-twist/), B5 (http://www.autoblog.com/2010/06/17/alpina-teases-bmw-b5-bi-turbo-ahead-of-goodwood-debut/), and B6 (http://www.autoblog.com/2009/03/05/geneva-2009-bmw-alpina-b6-gt3-puts-the-ring-on-notice/), respectively. However, production constraints (and some concerns about M cannibalization, we're sure) prevents sales of these hotted-up Bimmers in the States. That's a crime, because the Alpina B7 (http://www.autoblog.com/2010/01/08/chicago-preview-bmw-brings-back-the-alpina-b7-for-2011/) – the only Alpina available in the U.S. – is easily the best 7 Series (http://www.autoblog.com/model/7+series) we've driven.

For the 2011 model year, there are four derivatives of the B7 available in the States: the B7, B7 L (long wheelbase), B7 xDrive (all-wheel drive), and B7 L xDrive. All feature generally the same equipment.

Exterior changes are limited, but critical. The front and rear fascias are new, and the entire body sits lower (15 mm in front and 10 mm in the rear) over Alpina 20-spoke, 21-inch wheels. Andy Bovenseipen explained that the wheels with 18 or 20 spokes manifest the ideal balance of maximum strength with minimal weight, which is why Alpina has used almost the exact same design for decades. But Alpina didn't just throw on a pair of new hoops and call it a day – nestled within the wheel's center cab is the valve stem, with air traveling through a single hollow spoke to inflate the tire. As is always the case with Alpina, it's the details that matter.

The subtle exterior changes are more than cosmetic. The front air dam directs air toward the additional coolers needed for the powertrain and drag has been cut by 30-percent at the front and 15-percent at the rear. While you can barely discern the upgrades, the exterior looks at once elegant and powerful.

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Inside, the changes are also low-key. Stepping across the doorsills one sees the trick plates with "B7" illuminated in blue. The gauges are also blue faced (Alpina's signature color) and sport red needles. Available wood trims include a piano black finish and a pleasing Myrtle Burl wood that's harvested on the West Coast of the U.S. The interior features black suede-like upper trim, adding to the B7's sportiness, while a small plaque by the sunroof switches identify the car as a true Alpina.

Another Alpina design cue is the steering wheel. The rim is the perfect diameter and thickness, complete with buttons for up and downshifts. The Alpina system works well, if just slightly better than some of the buttons Porsche (http://www.autoblog.com/make/porsche/) currently uses on its models. Another Alpina characteristic of the wheel is the rim's parallel – as opposed to cross-stitched – sew pattern holding the leather in place. Bovensiepen explained that he and his father like the parallel stitches better as they create a smoother grip surface. Again, details.

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In marked contrast to the restrained exterior and interior changes, Alpina has pulled out all the stops when it came to modifications under the hood.

The modified BMW twin-turbocharged 4.4-liter V8 produces 507 horsepower – 107 ponies more than stock. More importantly, from Andy Bovenseipen's point of view, is the torque – 517 pound-feet of the stuff. A winning race driver in the German Touring Car Championship (DTM), Bovenseipen has firm opinions on torque, "What's important is that the you have torque over a wide range of RPM, it can't be peaky. Torque is important in racing and on the road, because you use it for overtaking."

The company claims a 0-60 mph time of 4.4 seconds, and with an electronically-limited top speed of 175 mph (due to an agreement between European tire manufacturers), overtaking is not an issue in the B7.

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The B7's all-aluminum 4.4-liter V8 is the same mill found in a range of BMW's larger offerings, but each B7 engine is built to Alpina's specifications on BMW's bespoke engine line. Differences include larger – but lighter – turbochargers with a unique vein geometry that squeeze out 14.7 psi of boost (1.0 bar vs. the standard engine's 0.8 bar). The blowers exhale into three air-to-liquid intercoolers, an arrangement that helps maintain maximum airflow even during long lapping sessions at a racetrack. Both larger and additional radiators are used to keep engine and transmission operating temperatures in check and a bigger (2.7-inch) dual exhaust system vents gasses out the back through the rear apron.

While some models in BMW's 2011 7 Series range use ZF's new eight-speed automatic, the B7 is fitted with a heavy-duty six-speed unit sourced from the previous-generation 7. Alpina's Kris Odwarka noted, "Right now we can't get the durability out of the new transmission that our application demands. The six-speed is robust, and it delivers the performance we're looking for. Shifts happen in just 190 milliseconds, which is quick even for a dual-clutch gearbox."

For those expecting the B7 to be a fuel swilling pig, even with 25-percent more power than the stock 750i (http://www.autoblog.com/2009/04/23/review-2009-bmw-750i/), the B7's EPA rating matches the 750i's mileage at 14 mpg city, 21 mph highway. The greenies aren't going to love it, but they can't (completely) demonize it, either.

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The chassis and suspension received the same level of attention that went into the powertrain. Alpina vastly altered the programming of the standard 7-Series' adjustable suspension, with the Dynamic Damping Control modes of Comfort, Normal and Sport being tweaked to meet their exacting specifications. The Comfort model smoothes out rough, tiresome road surfaces to deliver a ride that befits the character of a luxury sedan, while toggling into Sport or Sport Plus reveal the better side of the B7's personality. The throttle, shift and steering responses sharpen to a point that's uncharacteristic of a sedan of this size. Because of Andy's DTM experience, in certain situations, the electronic safeguards allow the rear tires to slip six to eight percent, meaning the B7 can be driven on the throttle. (We're not sure how to write "YeeHaw!" auf Deutsch, but you get the idea.)

Riding at the end of a double-wishbone front, and multi-link rear suspension, huge Michelin Pilot Sport 2 tires attach the B7 to the road surface (245/35R21 front, 285/30R21 rear). Inboard of the tires are half-shafts and brakes lifted from the armored version of the V12 760i (http://www.autoblog.com/tag/760i/). Special oversized pads are unique to the B7.

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Right about now you're probably wondering, "So how's it all work?" Damn fine. After having the opportunity to drive in a variety of new 7-Series, the B7 reveals itself as exceptional.

On the road when driven as a normal car (as normal as any 7-Series can be), the Alpina performs flawlessly. In either Comfort or normal suspension modes, the ride is calmly controlled and fluid, not harsh. Other characteristics of the big 7 apply to the Alpina variant.

However, step into the throttle and everything changes. The big sedan suddenly feels like a muscle-bound 5-Series. As things start to happen faster, the B7 somehow seems to shrink in physical size and weight, loosing hundreds of pounds from its 4,564-pound curb.

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The B7's 507 horsepower has something to do with the sensation. Once you uncork the power genie, it's nearly impossible to put it back in the bottle. It comes on in a turbine-like rush that didn't trail off even as we crested 130 mph and doesn't begin to trail off until the red speedo needle swings past 160.

BMW also gave us the opportunity to drive the B7 at the New Jersey Motorsports Park. We drove it on the course called Lightning, and were easily hitting the same speeds as when piloting a 2011 M3 (http://www.autoblog.com/model/m3). On one straightaway, we regularly crested 130 mph, at which point we tromped heavily on the brakes. The B7 handled everything with ease.

Andy Bovenseipen also gave us a ride around Lightning. It's always a thrill to ride with a racer, because they attack the track with unbridled vengeance. Compared to our smoother, gentler driving style, Bovenseipen drove deeply into corners and braked with such force that our bodies threatened to fly through the windshield. At several points his braking was so brutal that the seatbelts forcibly retracted in response to the dynamic sensors anticipation of a head-on collision. (The B7 we drove on track was a development car, and this sensor error has reportedly been expunged from production units.) He then threw the car toward the apex and hammered the throttle to the floor until he needed to hit the brakes with the same Herculean force. The B7 responded to its creators' commands without missing a cue. Out on the track, a standard BMW 7 Series would have been left in the B7 dust. And that's just what a B7 buyer expects.

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After learning about the B7, it is easy to understand that Alpina isn't just a tuner. Far from it. They work hand-in-hand with BMW on every aspect of the vehicle. Their processes are integrated with BMW's, so there's little wasted energy or resources. This is why Alpina is classified as a vehicle manufacturer rather than an aftermarket firm. Here in the States, vehicle registrations show the manufacturer as BMW Alpina, even though Alpina's models are sold and services at BMW dealers.

Annual production of about 1,000 units will see about half come across the Atlantic. If you must have the best 7-Series ever, get to your local BMW dealer soon with a deposit. They're likely to get just one B7 per model year and with a the price of the standard wheelbase B7 starting at a tidy $122,875, there's a good chance it's already gone.


Second Look: 2011 Alpina B7

Our man Roy has it right – the Alpina B7 is simply astounding in its ability to mix limo-like comportment with the top-flight handling of a smaller sports sedan. That said, I'm still having trouble warming to some of the adjustments Alpina has wrought.

While I like the new steering wheel, the model-specific paddleshift buttons are a bizarre and unwelcome change from the standard 7 Series. Alpina's manual cogswap solution is to fit a pair of tiny rubber-covered buttons to the rear of the wheel (think: Oxford shirt button-small), and while that's fine while on the straight-ahead, it's less than ideal during aggressive cornering maneuvers when your hands need to find them easily.

Surprisingly, the massive stagecoach alloys and watchband tires don't kill the ride – even on Detroit's mangled city streets – and they resist high-speed hydroplaning remarkably well. Better yet, they offer massive grip and a surprising amount of feel. I must admit, however, that while I'm generally a fan of Alpina body modifications, I'm not sure how I feel about the B7's lip spoiler or its aforementioned alloys, which err on the flashy side of acceptable.

Still, there's no denying that the 7 Series is the premier handler of the executive car class, and the changes Alpina has made to the suspension just plain work, allowing you to funnel as many of the 4.4-liter V8's 507 horsepower and 517 torques to the ground as you'd like in nearly every situation.

Accelerating a big body as quickly and seamlessly as the B7 routinely does can result in a surprising turn of speed. It simply doesn't feel like you're accelerating to 60 mph in 4.4 seconds because you're surrounded by a living room's worth of fine furnishings and technology. It's likewise dangerously easy to wind up with three digits looming back at you on the head-up display when all you meant to do was pass a doddering semi in the middle lane. Thankfully, the B7 is also fitted with equally stunning brakes, along with top-notch adaptive cruise control that's useful if you lack the willpower to keep off the throttle.

All-in-all, the B7 is one hell of an executive express – but then again, so is the less costly 7-Series.

[autoblog]