The BMW i3 & The Future of Motoring
BMW’s foray into electric vehicles began in the early ’70s. Since then, the company has dabbled in electric powered vehicles in proof-of-concept form for motor shows and even internal engineering studies. However it wasn’t until the formation of the “Megacity” program, MINI E trial and ultimately BMWi that things got serious. With the learnings of the MINI E and the BMW Active E, BMWi is now ready to launch its first product – the BMW i3
The i3 will arrive in showrooms early next spring with base price of $41,350. However with the US $7500 tax credit the adjusted price will be a surprisingly affordable $34,725 (destination included). Moderately equipped the i3 will go out the door for $40,000 and in turn BMW hopes will usher in the start of an electric mobility revolution. To us that could be one of the best values in all of the automotive world not just because of the price. In our eyes, what makes the i3 so interesting is the packaging, platform technology and of course how it will likely perform as real world, premium transportation.
Why should MINI owners care? Let’s talk about some of the formulas the i3 follows, both new and fundamentally old.
On the face of it, a $40,000 BMW isn’t news. However the i3 represents both a future-forward philosophy, as well as a reliance on a few crucial automotive formulas. The i3 will be the world’s first mass-produced car to utilize a carbon fiber chassis. This brings the weight down dramatically to levels unheard of in the electric car world. The use of carbon fiber effectively cancels out the extra weight contributed by the lithium-ion battery, while the low, central positioning of the battery pack enhances the car’s agility while preserving the BMW typical, near-perfect 50:50 weight distribution. The final weight is an astonishing 2,630 lbs – lighter than any recent MINI. Couple that with 170hp and peak torque of 184 lb-ft (on tap immediately) and you have what could be a surprisingly quick urban runabout.
Yet speed is just one part of the equation. The driving characteristics of the BMW i3 are dominated by maneuverability. The instantaneous power, stiff suspension set-up, precise steering and surprisingly small turning circle (just 32.3 ft ) produces something that looks like a hell of a lot of fun on paper. It also sounds surprisingly like the formula that has made MINI so successful over the past 50 years.
Unlike most cars in the marketplace, the i3 literally has its wheels at the corner of the vehicle. This results was stability, maneuverability and a surprisingly amount of space inside. Again, all core attributes of the MINI over the years.
The achilles heel of the electric cars has always been the perceived lack of real world usability. Here there are some trade-offs. The lithium-ion battery enables the BMW i3 to achieve a range of 80 – 100 miles in everyday driving. This can be increased by up to 12% in ECO PRO mode, and by the same amount again in ECO PRO+ mode. Not bad but that’s clearly going to be a barrier for more than a few of us.
The BMW i3 is also available with a range-extender engine, a 650cc two-cylinder gasoline engine developing 34 hp. It increases the car’s maximum range in day-to-day driving to around 160 – 180 miles and has no effect on luggage capacity.
Furthermore, Range Assistant is engaged both for route planning and during journeys already under way. If the destination programmed into the navigation system is beyond the car’s range, the system suggests switching to ECO PRO or ECO PRO+ mode and calculates a more efficient route. But the really interesting part of the i3 program is what BMW is prepared to do for owners who really need to go further than the range allows. If the BMW i3 concept fails to meet mobility requirements in a specific situation, BMW will provide alternative vehicles from a local dealership.
The sum of this is not just a new car but a new way of thinking about transportation. The funny thing is that we haven’t even seen the car yet. We have plenty of indications of what it will look like thanks to recent lightly cladded prototypes and a thinly veiled concept, but we’ve been told by those who have seen the final product that it’s simply unlike anything else on the road when you see it in person. Is that good or bad? That will be up to you, but it’s clear that BMW’s billions invested in BMWi and electric mobility is about to be dissected and discussed in a big way very soon.
What does this mean for MINI? We fully expect BMW’s investment in carbon fiber to pay off in the fourth generation MINI, scheduled for release around 2020. Unfortunately the F56 and its derivatives were too far along they’re development process to take advantage of it. Meanwhile, much of the i3’s advancements will be seen in other BMWi products and then eventually in BMW and BMW M vehicles.
We’ll be on-hand at the worldwide introduction of the i3 in NYC next week and will have driving impressions later this year.
<p>Stickshifts and safety belts, bucket seats have all got to go. When I’m driving in my car, they make my baby seem so far.</p>
<p>…but when I’m driving in my Malibu it’s easy to get right next to you.</p>
<p>“The BMW i3 is also available with a range-extender engine…”</p>
<p>Any idea on pricing or the weight? I wish that it was a MINI, but this is a very interesting car. Thank you.</p>
<p>Rumors point to an addition $2000 or so for the range extender; its basically a BMW motorcycle engine used as a generator. The ReX will be introduced after the all electric version next Spring.</p>
<p>Given that it doesn’t seem to turn it into a proper Volt-style series hybrid, I don’t really see the appeal.</p>
<p>It doubles the range and for example if you need a charge and also need food you could just let the ReX charge the car while you eat…. or if you get stuck in a ditch in the snow and need heat… or need to get to a hospital to visit a loved one that is out of range…</p>
<p>The point is to keep the car electric and if you need occasional range boost while infrastructure improves it is there. To some it is pointless to others it is necessary- at least there is an option. Also, it is required for certain tax breaks in markets- the Volt doesn’t really qualify.</p>
<p>The Volt’s greatest downfall is that they bailed on it being a true PEV after the Concept and made the Gas engine power the wheels, it was half baked and prevented it from being great. Fisker had the right idea- except went about it the right way.</p>
<p>You’d be surprised that some military vehicles use a generator to power electric motors for propulsion simply because it is more efficient and the torque is much greater.</p>
<p>The i3 is well thought, planned and is a throw back to BMW over engineering its vehicles- ahh that pumpkin diff in the E30 brings back memories and was completely unnecessary and overkill but that I think was the point.</p>
<p>If you look at some of the cutaways of this car it is actually amazing how much engineering they did in such a reasonbly short amount of time (The whole project i is less than 6 years old and the MegaCity less than 5). Batteries, chassis, carbon, and motors are all in house…. astonishing on many levels.</p>
<p>Needless to say I have not driven it yet but eagerly await that opportunity as on paper it seems perfect.</p>
<p>Right, the Fisker is the better example, but that’s what I’m getting at. My understanding is that it doesn’t extend the range to as long as you have gasoline, but rather, just pushes out the inevitable limp mode.
That said, the fact that BMW will provide loaners for longer trips is super appealing.</p>
<p>From what I have gathered- It acts as a generator so it can double without limp mode if you leave a “buffer”. if you use the battery faster than it is able to be charged (long uphill acceleration) it will provide about 80% of total output or something along those lines but if you allow it to charge while stopped etc and maintain a reserve of power it will allow 100%. They could have used a larger engine to provide full charge at all time but that would have added weight, cost and taken up interior space so this is a compromise and really is a solution for a security blanket.</p>
<p>I think most in the US will welcome this idea until the US has a standard network of charging.</p>
<p>The idea of BMW providing loaners and having such cars waiting at the ready is shear genius and shows that they are selling more of a package and services than just an electric car…</p>
<p>Yeah, I think with the loaner availability, the added complexity of the generator just isn’t needed. That’s not the one I’d buy, I should say. Then again, I’m moving into the heart of Chicago, so others’ needs are very different. I just see myself getting closer and closer to the target user of this thing. It’s tempting to say the least.</p>
<p>Please, for the love of all that is holy, keep that interior for the production model! If I could swing the payments on top of my California mortgage, I’d place my order today.</p>
<p>I’ve been told that 99% of the production interior. The difference is in the colors and finishes.</p>
<p>There is also a minor change to the front footwells- provided the driver a way of finding the pedals ?</p>
<p>Very interesting car. Jury is still out on the looks but it seems to deliver in the driving excitment department.</p>
<p>swap out a few body panels and that easily becomes the mini-e</p>
<p>The interior is pure minimalist heaven … just amazing.</p>
<p>Why can’t they do something similar with MINI?</p>
<p>I read a partial review somewhere that mentions the interior and how that alone “will seal the deal” in showrooms.</p>
<p>The review of this car by Automobile was perhaps the most negative I have ever read. Sounds like it is an “epic fail” on the driving dynamics front. Too bad.</p>
<p>Everything I’ve read has been shockingly positive Chris Harris included. Given that I can’t find evidence that Automobile drove it I’m not sure what you’re referring to.</p>
<p>I just read the Chris Harris test and he does seem to really like the car.</p>
<p>Haven’t heard that at all… most seem to really enjoy it but note that it is not for pedal mashers.</p>
<p>I believe you must have read the Motor Trend review …
<a href="http://www.motortrend.com/roadtests/alternative/1307_2014_bmw_i3_first_drive/" rel="nofollow ugc">http://www.motortrend.com/roadtests/alternative/1307_2014_bmw_i3_first_drive/</a></p>
<p>Piss poor review if I am being honest. Most of it sounds like it was written before the event even occurred. People go in with preconceived ideas sometimes instead of an empty slate. Of course it is going to have a whirling sound- its electric, of course its not going to handle like an M car, its not- its a people mover designed for large cities ridden with potholes and where maneuverability is more important than lap times.</p>
<p>I suppose one out of say 20 reviews being not so good is expected but then there is the blatant differences from all the others that makes it stand out- Chris Harris is a good as they come, If Camissa had written the review I would take it more serious as he is no nonsense…..</p>
<p>The i3 seems to be shaping up to be a truly exceptional car. I’d love MINI to use a similar and thoroughly modern interior in the F56, but I don’t think that it will. The i3 in many ways is a modern interpretation of the classic mini. Come on MINI, show us the F56. The F56 will have modern technology, I just have a horrible suspicion that it will cost noticeably more…..</p>
<p>I hope that this car does well, which might spur Chevy into taking some design risks with the oh so conservative Volt. If the production Volt looked anything like the original prototype I would be an owner for sure.</p>
<p>If only I had somewhere to plug it in. Those of us urban dwellers in multiple dwelling unit garages are really left out of all these electric car discussions.</p>
<p>Ironic isn’t it? As we are the target audience.</p>
<p>In theory, as long as you keep topping up the gas for the range extender engine, there is have no range restrictions, or am I missing something?</p>
<p>Yeah, that’s not how it works. The generator isn’t beefy enough to charge the batteries faster than the car can use them (like a Fisker Karma, for example), so all it does is extend your range. You can stop and charge, as Michael has pointed out, but it won’t just keep running down the road full bore under generator power alone. That said, I don’t believe it comes to a dead stop either. It just won’t be all sporting and 100% of its normal self.</p>