Ever since I saw James Bond’s souped-up 750iL in Tomorrow Never Dies, I’ve been enamored with BMW’s flagship sedan. My only real experience with the type was back in 2005 when I was chauffeured for a night at a fancy BMW dinner, where I distinctly remember enjoying the built-in massage function in the back seat.

And then this comes along. While BMW continues to make a gasoline-powered version in the 735i, the i7 xDrive60 is arguably the one to get if you have P10,000,000+ burning a hole in your wallet.

A fully electric übersedan, the i7’s spec sheet reads like a tech junkie’s wish list: dual motors, 544hp, 745Nm of torque, all-wheel drive, two-stage automatic transmission, 21-inch alloy wheels, adaptive two-axle air suspension, and a whole bunch of sensors and whatnot for “dynamic this” and “dynamic that” plus all the driving aids.

James’s 750iL had bulletproof glass and rockets, but late ’90s tech can’t hold a candle to this current generation’s array of features.

My first 15 minutes with the i7 were not nearly as suave as I could have wished for. I spent a good five minutes just sitting there trying to get it to back out of the parking slot. I put the little shifter in R, but nothing happened. I locked and unlocked the doors, but got zilch until I finally realized that—even though the instrument panel was on—the car was not actually “on” yet.

There’s a little Start/Stop button just ahead of the shifter, and after that, it was mildly stressful maneuvering the car out of the parking lot. At 5,391mm, it’s about as long as a midsize SUV, so I made good use of the 360° cameras to get through some tight corners.

Once on the highway, you’re struck by how quiet it is. Luxury cars are always known for being cocoons from the noise of the outside world, but the i7 takes it up to 11 because there’s very little whine from the motors at low speeds. No road rumble either, despite the meaty 21-inch tires.

As usual, EDSA was slow going that day, which was a great opportunity to try out the massage function of the chair. The i7 has great seats whether you’re sitting in front or at the back—wide and cushy without letting you sink in them—and the massage will really spoil you.

You can choose from several settings and—while it’s not as intense as an Ogawa—it’s strong enough to work out the kinks in your neck and back. The massage lasts for around 10 minutes, so I just kept repeating it every time it finished. Plus, you also have seat A/C vents and heaters. I could die happy in this car.

Once the road cleared up, it was time to drop the hammer. Having driven several EVs with upwards of 400hp this year, I already knew what to expect. Even in the Normal driving mode, flooring the accelerator delivers sledgehammer-like acceleration that just explodes you forward.

While you’re feeling the G’s pressing you back into the seat, you’re already 20 car-lengths ahead of that car you just passed and you’re still accelerating. And coupled with BMW’s legendary handling dynamics as well as stellar power management, you can do this without feeling like you’re in over your head. The car sticks to the road like a limpet; wheelspin is nonexistent; and there’s no threat of the car swapping ends.

Other than the anesthetized feel of the steering and the constant reminder that you’re at the helm of a 2,715kg car, it actually feels light on its feet—far nimbler than a car of its size should be.

The only thing better than a cramped, harsh-riding sports car is a roomy, full-size sedan that goes just as fast and corners like it doesn’t know it’s a big car.

Of course, engineering still has to work with the laws of physics, so even though it will curtail the power depending on the road conditions, you can still stuff it in the corners if you’re stupid. However, the point is that for something that feels massively overpowered for a car that’s destined to shuttle corporate titans during the workweek, it’s still a lot of fun to push hard. And it makes it look so easy.

Mind you, all this velocity comes without the drama of a regular ICE car. There’s no screaming engine to further spike your adrenaline, just a turbine-like whine from the motors and the smooth rush of the wind flowing over the body. It’ll make an EV convert out of anybody.

For more sedate driving, the car delivers in spades. The touchscreen and the instrument panel are huge and easily legible at all angles even under direct sunlight (although proficiently navigating BMW’s user interface takes practice). There’s a user manual on the infotainment screen, too, to help you understand some features in case you get flustered.

With a driving range of up to 625km (assuming you’re not flogging it all the time), the i7 makes for an ideal executive car where daily commutes are in the 40-50km range. No billionaire will find the cabin lacking, whether with the quality of the Merino leather, the oak trim, or the fact that back-seat passengers can control the Bowers & Wilkins sound system with touch panels on their doors.

As a matter of fact, I spent more time in traffic with the car than actually taking it out of town, and yet I already miss it. From the creamy ride to the fantastic sound quality of the B&W, I was oozing happy hormones even while stuck in Carmageddon. I was actually a bit sad whenever I got to my destination because that meant I had to step out and back into reality.

At P10,390,000, this car is destined for the extremely wealthy who want a no-excuses luxury ride while sparing them the ignominy of lining up for gas.

They’ll have their own wall charger at home; they’ll also probably have one in the building where they work (which they probably also own); and for longer trips out, they have a stable of other ICE cars and SUVs to choose from. Chauffeurs will be killing each other to get dibs on this limo.

As the peak of BMW’s take on electrified luxury, it takes very little convincing to shift to electric once you try it out.