Used BMW 7 Series G11/G12 (2016-2022): Buyer's Guide

Two people walk onto a used car lot looking at the same 2019 BMW 7 Series. One buys the 740i. One buys the 750i. A year later, they're having very different conversations with their mechanics. The 740i owner is talking about cabin air filters. The 750i owner is getting an estimate for a timing chain.

Same badge. Same generation. Same leather seats. Completely different ownership experience depending on which engine badge sits below the trunk lid.

That's the defining truth about the BMW 7 Series G11/G12 (2016-2022). The powertrain you pick matters more than the color, the trim level, or the options package. This guide walks through exactly why, so you're not learning it the hard way.

This Generation at a Glance

The G11/G12 is the sixth generation of the 7 Series, built on BMW's CLAR (Cluster Architecture) platform. It launched for 2016 and ran through 2022, when it was replaced by the fully redesigned G70.

In the US, BMW sold two body lengths: the G11 standard wheelbase and the G12 long-wheelbase (the "Li" suffix). Both are the same car mechanically. The G12 just adds about five inches of rear legroom.

The generation has a clean split at the 2020 model year:

• Pre-LCI (2016-2019): Original styling, iDrive 6.0, N63TU2 V8 in the 750i, B48-based 740e PHEV
• LCI (2020-2022): Revised front and rear styling, iDrive 7.0, N63TU3 V8 in the 750i, B58-based 745e PHEV

"LCI" stands for Life Cycle Impulse, BMW's term for a mid-cycle refresh.

Available Powertrains

Year-specific pages: 2016 · 2017 · 2018 · 2019 · 2020 · 2021 · 2022

Powertrain and Trim Breakdown

740i / 740Li: The One to Buy

The B58 3.0-liter turbocharged inline-six is the reason most experienced BMW buyers specifically seek out the 740i over the 750i. It's one of the most reliable engines BMW has made in the last decade.

Common issues are real but manageable. The VANOS variable valve timing solenoids can clog with oil deposits at higher mileage, causing rough idle and reduced efficiency. Cleaning or replacing them runs $200-$500. The crankcase ventilation valve eventually fails on most B58s, causing oil consumption and a rough-running engine. Replacement is $150-$300 parts and labor. Water pump failure is documented from around 80,000 miles. Budget $600-$900 for that job.

Carbon buildup on intake valves is the one chronic issue shared with every direct-injection engine. The B58 is not immune. Walnut blasting every 60,000-80,000 miles costs $400-$600 and is worth it.

Forum consensus on Bimmerpost and BimmerFest threads going back to 2016 is consistent: the B58 740i, properly maintained with oil changes every 5,000-7,500 miles (not BMW's suggested 10,000-mile interval), regularly goes 150,000 miles without major engine work. That's the narrative.

The 740i is also available in rear-wheel drive for US buyers, a rare option in the full-size luxury segment and genuinely entertaining on dry roads. The xDrive AWD version costs 1-2 mpg combined but adds security in winter climates.

One note for LCI models (2020-2022): BMW added a 48V mild hybrid starter-generator to the B58 in the LCI refresh. This adds a layer of complexity that pre-LCI models don't have. The 48V battery is not a PHEV battery, but it can fail and it's not cheap when it does. Pre-LCI 740i buyers avoid this.

750i / 750Li xDrive: The Risk You're Taking

The N63TU2 (2016-2019) and N63TU3 (2020-2022) are fundamentally the same hot-vee V8 architecture. "Hot-vee" means the turbos sit inside the valley between cylinder banks, where heat concentrates. BMW addressed many first-generation N63 failures with the TU and TU2 revisions, but the architecture's weaknesses did not disappear.

Timing chain: The most feared failure on the N63TU2. Timing chains and guides wear faster than expected, especially when oil change intervals are stretched. Early symptoms are a metallic rattle on cold start that fades within 30 seconds as oil pressure builds. If the rattle does not fade, or if it appears above 40,000 miles, budget for the job immediately. Timing chain replacement on the N63 requires dropping the engine from the car and takes a specialized BMW independent shop 20-30 hours. Total bill: $4,000-$8,000 depending on what else gets replaced while the engine is out.

Turbocharger failure: The twin-scroll turbos on the N63TU2 are known to fail, particularly at higher mileage. Symptoms include boost lag, oil in intake plumbing, and a distinctive whine from the engine bay. Turbocharger replacement on the N63: $3,000-$5,000 per turbo. There are two.

Cooling system: The N63's turbo placement means that even at idle, heat is constantly working on cooling system components. Water pumps, thermostats, coolant expansion tanks, and turbo coolant lines all fail sooner on the N63TU2 than on most other BMW engines. A full cooling system refresh at 80,000 miles is not unusual.

Oil consumption and leaks: Valve cover gaskets, oil filter housing gaskets, and oil pan gaskets are known leak points. Some N63TU2 engines consume a quart of oil between changes. Neither is catastrophic but both cost money.

The N63TU3 (2020-2022) is meaningfully better. BMW addressed the timing chain guides and updated cooling system components before the LCI launch. Forum reports on the TU3 are more positive than TU2, especially for lightly-used examples under 60,000 miles. But buyers should not treat the TU3 as immune to N63 family issues. Proper oil change intervals (every 5,000 miles, not 10,000) remain non-negotiable.

One Bimmerpost summary that gets quoted repeatedly in G11 purchase threads: "Buy the 740i and enjoy a great car. Buy the 750i and enjoy a great car or an expensive hobby."

745e / 745Le xDrive: The Underrated Option

The 745e appears only in LCI models (2020-2022). It pairs the B58 inline-six with a 12 kWh electric motor and battery pack for about 30 miles of EPA electric range. This is the PHEV done right for the 7 Series: a proven engine architecture carrying the electrification load, not an undersized four-cylinder.

Owners who charge regularly use very little gasoline. The 745e is EPA-rated 51 MPGe, and combined-cycle drivers in LCI threads often report 40-50+ MPGe in real life with regular charging.

Battery degradation is the main long-term concern. The 12 kWh pack is not user-serviceable. Replacement cost from BMW is $7,000-$12,000 if and when it fails. No battery degradation failures on early 745e models have emerged as a pattern yet, but it's a legitimate question to ask about any 3-5 year old PHEV.

The electric motor can also fail independently from the battery. Symptoms are reduced power and a "drivetrain malfunction" warning. Replacement costs are significant. PHEV-specific reliability data is still developing for the 745e because the LCI models haven't been in the wild long enough for high-mileage failure patterns to emerge.

For buyers who can charge at home, the 745e at its current used price is hard to beat. For buyers who cannot charge regularly, the 740i is simpler.

740e / 740Le xDrive: Skip It

The 740e used a B48 2.0-liter four-cylinder for its PHEV system. It delivered 322 combined horsepower but the four-cylinder is acoustically and dynamically wrong in a 7 Series flagship. On heavy acceleration, the B48 sounds like it's trying too hard. Electric range was limited to about 14 miles EPA.

This is a car built around a value proposition that doesn't hold up. The 740e exists in the used market primarily as a trap: it prices similarly to the 740i but adds PHEV complexity and loses the B58's smooth power delivery. The 745e LCI is a better PHEV. The standard 740i is a better six-cylinder.

M760i / M760Li xDrive: Trophy Car, Trophy Bills

The N74 6.6-liter twin-turbo V12 produces 601 horsepower and 627 lb-ft of torque. It is a legitimately extraordinary engine in terms of refinement and power delivery. It is also an engine with 12 cylinders, 12 injectors, two turbos, two cooling circuits, and a documented tendency toward oil leaks from valve cover gaskets.

M760i ownership costs are in a different category. Oil changes alone run $400-$600 because the engine holds more oil and takes longer to service. Any major work involves complexity that fewer shops can handle correctly. Water pumps fail. Valve stem seals can leak in higher-mileage examples, causing visible exhaust smoke. A full cooling system refresh on a V12 is not a cheap afternoon.

The M760i is exceptional when it runs. It is an excellent way to spend significant money when it does not. Buyers with a BMW specialist on speed dial and a budget for surprises can enjoy the experience. Everyone else should keep reading.

Trim-Specific Notes

US G11/G12 buyers configured their cars through option packages rather than traditional named trim levels. Several packages are worth knowing.

Luxury Rear Seating Package: Adds massage seats, fold-out footrests, and individual rear climate controls to the long-wheelbase G12. The executive package experience. These systems are complex and failure-prone over time. A single rear massage seat motor replacement can exceed $1,000. Functional? Often. Reliable? Check.

M Sport Package: Replaces standard air suspension with a firmer calibration and adds M aerodynamic bodywork. Suspension feel is sportier but the air struts are the same hardware underneath.

Laser Headlights: One of the more exotic options. Laser headlights project farther than LED units and look striking at night. A single laser headlight assembly replacement runs $5,000-$8,000 at a dealer. For buyers who park in tight spaces regularly, LED-equipped cars are worth seeking out specifically.

Gesture Control: A signature G11 feature where certain iDrive functions respond to hand gestures in the cabin. It sounds impressive and works inconsistently. Software updates improved it over the years. Not a reason to avoid a car, but not a reason to pay a premium for one either.

Bowers and Wilkins audio: The Diamond surround system sounds genuinely excellent. Amplifier failures are documented but not common. If the system has obvious issues (dropped channels, distortion), budget $1,500-$3,000 for amplifier repair.

Which Model Year to Target

2019 740i: This is the sweet spot for buyers on a budget. The pre-LCI was fully sorted by 2019. Software bugs from 2016 were long resolved. The B58 has proven its reliability by now. Prices are meaningfully lower than LCI models.

2020-2021 740i LCI: The best all-around choice if price allows. iDrive 7.0 is a meaningful upgrade in usability. The 48V mild hybrid system is the one unknown compared to the pre-LCI, but failures haven't emerged as a pattern.

2016 750i: Avoid. First-year production plus the most-dated N63TU2 variant. If you're drawn to the V8, wait until at least a 2018, or spend up to the LCI N63TU3.

2022: These command a price premium. The extra cost buys the newest available tech but doesn't meaningfully change the reliability picture. Only make sense if you need the newest year for warranty or CPO purposes.

Pre-Purchase Inspection Checklist

Do not skip an independent pre-purchase inspection on any G11/G12. The electronics alone justify $150-$200 at a BMW specialist who can run a full scan with BMW's ISTA diagnostic software.

For any powertrain:

• Start the car cold, before the engine has run. Listen for the first 30 seconds after startup. Any metallic rattle from the engine bay that persists longer than 15 seconds is a red flag. Walk away from a 750i with cold-start rattle. It may indicate worn timing chains.
• With the car parked and running, listen for the air suspension compressor cycling. It should be quiet and brief. If it runs constantly or sounds labored, air struts or the compressor are failing. Budget $2,000-$6,000 depending on what's needed.
• Park the car for 15 minutes, then check all four corners. Ride height should be even. Any corner sitting lower than the others indicates an air spring leak.
• Take it on the highway. Cruising at 65+ mph should feel completely isolated. Any vibration through the steering wheel suggests wheel balance or tire issues, but also warrants checking the 48V starter-generator mount on LCI 740i models.
• Ask to see oil change records. On a 750i, if the previous owner ran 10,000-mile oil change intervals, treat it as a timing chain waiting to happen. The N63TU2 needs oil every 5,000-7,500 miles to stay healthy.
• Run the VIN through a recall check at /tools/recall-lookup. BMW addressed several early G11 issues through extended warranty programs and service campaigns that don't always show as formal recalls.
• For M760i only: Check the exhaust at idle for any blue or white smoke, particularly when the engine is warm. That's valve stem seals. Budget for an engine-out repair.
• Check the iDrive screen for responsiveness. Tap all climate controls, tap the navigation. Any significant lag or screen reboot during the test drive warrants a deeper look. iDrive 6.0 on pre-LCI models is more prone to software freezes than iDrive 7.0 on LCI models.
• Have a shop pull stored fault codes with ISTA, not a generic OBD-II reader. BMW ECU codes read incorrectly on cheap scanners. You need BMW-specific software.

Running Costs

Budgeting is non-negotiable with a G11. This is a $100,000+ car that now sells used for $25,000-$55,000. The depreciation doesn't reduce the maintenance complexity.

Oil changes: BMW's CBS (Condition Based Service) system will suggest 10,000-15,000 mile intervals. Ignore it for the N63. Change every 5,000-7,500 miles with full synthetic. An oil change at an independent BMW specialist runs $120-$180. At a dealer, $250-$350.

Brake pads and rotors: The G11 is a 4,500-5,000 lb car. Brakes wear faster than most. Budget $800-$1,500 per axle when the time comes. Factory brake pads wear faster than aftermarket performance pads. Many owners switch to a performance pad compound (EBC Yellowstuff, Hawk HPS) to reduce dust and rotor wear.

Tires: The G12 long-wheelbase on factory run-flat tires runs $250-$400 per tire. A full set of four is a meaningful expense. Most owners switch to non-run-flat performance touring tires (Michelin Pilot Sport All Season 4, Continental SportContact) for better ride quality and lower cost. Budget for a tire inflator kit.

BMW Extended Warranty: If a CPO-backed car is available at reasonable premium, it significantly changes the calculus on 750i ownership. Out-of-CPO, third-party BMW extended warranties are available but read the powertrain exclusion list carefully. Many exclude N63 timing chain work as wear items.

FAQ

Is the BMW 7 Series G11 reliable? The 740i with the B58 inline-six is genuinely reliable when maintained with 5,000-7,500 mile oil intervals. The 750i with the N63TU2 V8 is not. Reliability splits entirely by powertrain. Budget $1,500-$3,000 per year for a well-maintained 740i. Budget $3,000-$6,000+ for the 750i.

Is the 740i or 750i more reliable? The 740i is significantly more reliable. The B58 engine has a strong track record and its failure modes are predictable and affordable. The N63TU2 V8 has documented timing chain, turbo, and cooling system failure patterns that can produce repair bills exceeding the car's value. The 740i is the correct choice for most used buyers.

What year BMW 7 Series should I avoid? The 2016 model year warrants caution: it's the launch year with first-generation iDrive 6.0 software bugs and the earliest N63TU2 engines. If you're buying a 750i, the 2016 is the hardest to recommend. For any powertrain, 2019 and 2020-2021 are the best targets.

How many miles will a BMW 7 Series G11 last? A 740i with documented oil changes every 5,000-7,500 miles regularly reaches 150,000 miles without major engine work. Forum members on Bimmerpost report examples with 120,000-200,000+ miles on original engines. The 750i can also go 150,000+ miles, but only with meticulous maintenance and luck. The V12 M760i follows similar patterns to the 750i.

Is BMW air suspension reliable on the G11? It is not particularly reliable. Air spring leaks, compressor failures, and valve block corrosion are documented on G11/G12 models across all powertrain variants. Failure most commonly appears between 60,000-100,000 miles. Costs range from $500 for a compressor to $5,000+ for full four-corner replacement. A pre-purchase inspection should include a ride height check on all four corners.

Bottom Line

The 2019 740i or the 2020-2021 740i LCI. Those are the two targets in this generation.

The 2019 is a fully sorted pre-LCI car at a significant price discount to the refresh models. The 2020-2021 LCI buys iDrive 7.0, the N63TU3 if you want the V8, and the superior 745e PHEV if you can charge at home.

Either way, the B58 inline-six is the engine to choose. Not because the V8 isn't impressive, but because the V8 will eventually require a level of expense and attention that undermines the whole point of buying a $35,000 luxury car.

Run every VIN through a recall and service campaign check. CarScout members can set alerts on specific 7 Series trims and model years to track price drops and time a purchase when inventory is moving. See current BMW 7 Series listings and market data.

Data sourced from EPA fuel economy database, NHTSA complaints database, and real owner experiences from Bimmerpost.com, BimmerFest.com, 7Post.com, BimmerBoom.com, and CarGurus owner reviews. See the full BMW 7 Series market data for current pricing and inventory.