ArcaMax

Following a Ducati 996 up a treacherously curvy mountain road in BMW's long-wheelbase 750Li "stretch" tells me one of three things is true: Either I'm a wheelman worthy of the next "Transporter" movie -- or the Ducati's rider isn't up to his bike.

Or -- and perhaps more realistically -- BMW's mighty dreadnought is merely making me look impressive as I tail the Duck.

Amazing that a car this big -- it's nearly 17 feet from end to end and weighs close to 5,000 lbs. with two passengers on board -- can make such fast tracks. And not just in a straight line, either. Despite its size, the 750Li has the same BMW athleticism you'd find (and expect) in a 5-series -- but with a lot more room inside.

And "a lot" is not just poetic license.

The 750Li's NBA-worthy 43.4 inches of rear seat is best-in-class -- more than than the Audi A8L's 42.3 inches or the Mercedes-Benz S550's 42.3 inches -- and substantially more spacious than the stylish but scrunchy Jaguar XJ8L's 39.3 inches. (The former figure being not much more leg-stretching room than you'd get in the standard wheelbase 750i, which offers 37.2 inches).

The Big Seven also has a noticeably bigger trunk than its competitors -- 18 cubic feet vs. 15 cubic feet for the Audi A8L, 16 for the Benz S550 and 16.9 for the long-wheelbase Jag XJ8L -- so your bags will have almost as much room as your legs do.

At $75,800, the 7-Series "stretch" is also a not-bad deal (especially compared to the $85,400 Benz S550).

In addition to the extra 9.1 inches of overall length (203.9 vs. 194.8 for the regular wheelbase 750i) and limo-like spaciousness for rear-seat occupants, the 750Li's base price includes a standard 360-hp 4.8 liter V-8 (better than the Jag's 4.2 liter/300-hp engine and the Audi's 4.2 liter/335-hp engine -- 22-hp shy of the Benz's 382-hp, 5.5 liter engine) six-speed "Steptronic" automatic with multiple shift modes (full auto, sport auto and manual/auto), 20-way adjustable front seats with "dynamic" headrests, 18x8-inch rims, Dynamic Stability Control (DSC), Roll Stabilization, auto-leveling, Xenon High Intensity Discharge (HID) lights, Park Distance Control, leather, walnut trim, Bluetooth connectivity and in-dash navigation with iDrive "mouse" controller.

Extended wheelbase models can also be ordered with power sliders for the back seats -- as well as bun warmers (but not coolers) and "soft close" automatic doors that clam up like a Swiss banker via whisper quiet electric motors. (No need to slam 'em. A gentle push is all that's needed.)

My test car's agility was further improved by the optional Sport package ($1,900) that added 19-inch rims and firmer suspension settings.

With 360-hp available, even close to 5,000-lbs. is easily overcome; 0-60 takes 5.8 seconds (quicker than the Audi A8L and Jag XJ8L -- and only a few tenths off the pace of the Benz S550) yet the fuel economy potential of the 4.8 liter V-8 is impressive -- as much as 26 mpg on the highway, or comparable to many V-6 powered, mid-sized family-type cars.

Of course, the temptation to enjoy the 360-hp on tap tends to make that 26 mpg benchmark an aspiration more than a day-to-day reality. But even running it pretty hard, you can push 300 miles before the tank begins to run dry. And you will enjoy every mile along the way -- whether you're up front or spread out in back.

The car's only real drawback is the still too-clever-for-its-own-good iDrive controller -- the mouse-like input on the center console that you use to "scroll" through various "menus" in order to change the radio station, adjust the climate control system and perform other routine functions -- and the electronic toggle switch you use to put the car in gear.

It's true the high-rollers attracted to cars of this type/price are intrigued by high-tech features -- but there is such a thing as going around the block to cross the street. And unlike some competitors -- which have secondary (and much easier to use) regular buttons and switches to do things like adjust the temperature, fan speed or radio settings -- in the Seven, you must negotiate your way through the various menus to get the car to do what you want it to. That can be a challenge when you're also trying to drive -- even for those of us who are adept at multi-tasking.

You may come to love iDrive -- but you might find it as obstreperous as your ex-wife.

There's really no middle ground -- and BMW could lose some sales over that. Bottom line: Any prospective buyer should spend at least an afternoon's test drive with the car before committing to the purchase. My own opinion is the car would be better without iDrive -- indeed, nearly perfect without it. (BMW has made it optional on the 3-Series, in response to customer complaints.) Sometimes, you just want to "go Elvis" and put your fist through that flat-panel LCD display and its lawyered-up warnings to not do this or that while the vehicle is moving.

Of course, if that happens, you can always just pull over and take a nap in the parlor-like backseat area. Add a throw rug and a mini-bar -- it could be home if you ever lose that partnership at the firm!

Eric Peters is a syndicated automotive columnist and author of "Automotive Atrocities: Cars We Love to Hate (MBI)." His columns have appeared in The Wall Street Journal, Investors Business Daily and Bottom Line Personal Finance. Readers may contact him at EPeters952@aol.com.