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An Aerospace Engineer from the UK Compares the i3 and the i3 REx

Saturday, March 1, 2014 0 comments

Lucas flying formation in the Crimea

Lukas Willcocks is a member of the BMW i3 Forum and when I noticed that he posted about having the opportunity to take both an i3 and an i3 REx each for 24 hour test drives I asked him if he wanted to offer his thoughts and comparing them here. What I didn't know was that Lukas is an aerospace engineer. A few of my friends are engineers and the one thing I've learned about them is not to ask a question about something without expecting an answer that involves thoroughly explaining every aspect of the subject. Well, I found Lucas is not very different from my friends! :) His response was about three times as long as any post I've ever put up here and below is actually the condensed version! Warning: We're going off into technical geek land here folks! Special thanks to Lukas for the time and effort he put into this guest post:

To REX or not to REX: 24h with the BMW i3 BEV and another 24h with the BMW i3 REX:

Greetings from darkest Lincolnshire in the English Midlands. Winter this year is mild but very very wet and windy! Educationally, my background is in aerospace engineering but long before that I helped my father fixing old Land Rovers in the Kalahari and later Fiat Twin cams and VW GTis in the EU. I'd always found rally and race cars exciting and in recent years had the privilege of racing in historic motorsports with a 1969 Lancia Fulvia HF.

Colin Chapman (of Lotus racing car fame) is quoted as saying to his engineers “add lightness!” In fact the quote is from Sir Geoffrey De Havilland who gave the world the amazing wooden composite Mosquito WW2 fighter bomber- a machine that could leave fighter aircraft for dead. He also pioneered the first Jet Airliner the DH Comet 1: http://en.wikipedia.org/wiki/De_Havilland_Comet

Aerospace is about efficiency and optimization for specific roles. Whatever the debate on the environment, the world is attempting to move towards more sustainable living. Only 8% of the planet is suitable for arable farming and we all hate traffic jams. Conurbations are increasing at an alarming rate. My old home of Gaborone Botswana had just 40,000 people in the 1970s – now it it has well over 250,000. That country (the size of Texas or France) had 10 miles of tarmac road. Now it has the Trans Kalahari highway!

No cyclist or pedestrian likes petrol or diesel fumes. Electric cars are seen as a way of improving air quality in built up areas. That's all well an good as long as folk don't claim they are emission free vehicles! Most countries still rely on coal fired power stations and acid rain and CO2 is still produced when an EV is used. Even California is not 100% Solar PV / Wind farm dependent.

What is the most efficient means of getting from A to B? An interesting question and much depends on the task – is it to transport 40 tonnes of produce to market 1000 miles away or 2 miles to the grocery store to pick up some tomatoes for lunch? I recall a study that said even cyclists put out at least 15g/km CO2 based on toast consumption!

Intro over!

My thanks go to Hamish of BMW Soper in Lincoln UK who provided the i3 BEV in white which was fitted with lots of toys! And also to Chris Whitmore of BMW Statstone Derby UK for the loan of the grey i3 REX.

So how did the BEV compare with the REX?

That is the ultimate question on most potential owner's minds. Interestingly both cars when fully charged used the same amount of energy on the 29 mile commute to work. The BEV was quick but it's advantage over the slightly heavier REX was not noticeable in normal use. Both cars had the same tyres front and rear so there was no Cd advantage for the BEV either. Unless you go to the Drag Strip regularly, I very much doubt any driver would notice a difference between the BEV and REX in acceleration terms. If anything the REX felt a little more planted in the corners but this may have been subjective. The rear motor/RWD layout allows far more steering angle than a regular vehicle so the turning circle is very tight at low speed. In muddy conditions it is possible for the traction control to give up and the tail does wag a little if you are too enthusiastic with the go faster pedal.

The biggest change is when you get down to around 6 miles of range. In the BEV there is mild panic even in Eco Pro Plus mode. In the REX the motorcycle engine kicks in with an annoying drone but it is not really noticable above 40 mph. Some were concerned about speed restriction reports when the REX gets down at lower battery charge levels. I tried 0-50mph max acceleration and this seemed unaffected but there was on screen advice to go easy on the throttle pedal to enable battery charge level maintenance. It could well be that 70 mph uphill on a freeway would not be sustainable at these lower charge levels. That said, my return journey was with REX activated manually at around 30% SOC. It did not maintain it precisely but achieved around 27% SOC over the 29 miles. Refueling was done at the same Shell station with same grade of petrol - tank was topped off both before and after commute. Economy on REX is not that great but it is really there to get you home or to nearest fast charger.

My guess is the battery in a REX will be in a far better state than that of a BEV after 3 years of similarly hard use. The damage associated with running the LiON batteries to an absolute minimum are more likely to be avoided by the car that maintains charge at low levels.It should also be noted that when the doors are unlocked the charge goes down whether plugged in or not because displays and system heating are activated and run off the main battery. This might be fixed by a BMW phone app for users who wish to configure for a trip whilst charging. Showing off all the gizmos to your work colleagues will also deplete charge!

Overall I like the purity of the BEV and only wish it could better 60 miles in mild winter commute. If it could do 100 miles at 60 to 70 mph I would buy one right away. As it stands if committing to an i3, I'd have to go for the REX and downgrade on the options list.

Now for some thoughts on the i3 in general:

What can we compare the BMW i3 with? Existing cars have come a long way since Henry Ford. On the other hand the past decade has seen an explosion in ULVs (unsuitably large vehicles) sold to consumers of a “super size me” culture. Now I am all for the old Range Rover V8 doing 16 mpg through deep Kalahari sands where a Ford F250 got just 8 mpg. However for the grocery store run?

That might be acceptable in Arizona but on cramped narrow British roads with passing places in hedgerows or London's residential road width restrictors? Bigger normally means heavier and less aerodynamic so the term gas guzzler still applies. How is it that in 40 years fuel consumption has not really improved significantly? Part of the answer is heavier structures and crash worthiness regulations but that's often an excuse. Take the Fiat X 1/9 2 seater 1970s mid-engine sports car – it featured 50 mph impact bumpers and roll over protection for the US market – they even rammed one with an AMTRAK ! It passed but then the Feds reduced the regs and Fiat lost out. However that small car was tough (apart from on UK salt laden winter roads) yet still much lighter than today's machines: http://www.sportsvogn.no/x19reg/story.html

A few visionaries still exist. VW developed the 3L cars – 3 litres of fuel for 100 km of travel. They produced the shortened Polo and called it the Lupo 3L with magnesium and Aluminium panels. Audi developed the all aluminum A2 which many have cited as an influence on today's BMW i3. The 3L version of the A2 was designed to carry 4 German sized adults and their luggage from Munich to Turin over the Alps with minimal fuel cost and low emissions. It had a Cd of just 0.25 – the same as the original 2 seater Honda Insight hybrid and weighed just 855 kg.

This has been my everyday transport for some 190,000 miles over the past 12 years: http://www.greenconsumerguide.com/audi_a2_tdi.php Sadly the car was poorly marketed compared with the less efficient Toyota Prius and productionceased in 2005. But not before an H2 and electric variant were prototyped. In 2010 DBM Energy claimed their modified Audi A2 could travel 375 miles at 55mph on batteries alone.

http://www.plugincars.com/claiming-battery-breakthrough-electric-audi-drives-375-miles-55-mph-without-recharging-99966.html

Sadly the factory and prototype burnt down.

VW have moved on into the extremely expensive ECO car with their impressive XL1 – but it's no longer a Volks-Wagen (people's car) at £100k !

http://www.topgear.com/uk/photos/vw-xl-1-we-drive-the-future-2014-02-03

Others have compared the i3 to Tesla. A bit like comparing a 1 series with an Aston Martin.

This review will look at basic everyday practicality and make some suggestions for BMW's further i3 development.....

External Colour choices:

Not a lot of choice. Mostly greys, silvers and one for the Dutch : orange. I don't mind the

contrasting black panels. One dealer suggested the i8 Protonic Blue might become available next year.

The biggest downside if you want orange is the extra you have to pay to upgrade the interior. Someone should tell BMW to have a look at Irn Bru (Scottish Soda – orange, black &blue can work!). Not such an issue in USA.

Interior space:

Many reviewers have posted that the i3 has an airy feel – at least from the front seats. I would agree that the large sloping front windscreen and uncluttered dashboard appears to offer more light and the high seating position reduces any bathtub parallels by giving a more commanding view of the road ahead. However, whilst the i3 is around 15cm wider than the A2, in the rear it has almost 4cm less headroom, 20cm less foot room and just under 7cm less elbow room. The larger rear side windows help to mask the latter somewhat.

The white i3 BEV had a white LOFT interior – nice if you never drive in the real world. The white carpets soon became muddy grey brown! The REX had the standard interior which was very practical.

I like the futuristic flat screens that appear to hang in space over the dash.

Whatever your view on the construction material, the anti reflective properties of the dash work well with the black bonnet rather like a 1960s Rally car.

The driving position is very comfortable and has a good degree of adjustment. The seat height shift is a little awkward compared to rival cars where body weight has to be lifted on the steering wheel before raising.

The seat heating is a very worthwhile option for winter driving and means you can save energy on interior heating.

Side bolstering of the front seats is minimal. Had the car been designed with conventional rear doors and without forward tilt on these front seats, maybe BMW could have gone for a fixed back sportier option like a Recaro Pole Position (just 7kg!).

Load space:

One disadvantage of RWD with rear Motor placement is the much high than normal load area and reduced volume.

(litres seats up /litres seats down)

i3: 260 / 1100 litres

A2: 390/1085 / and approx 1400 litres with rear seats out

A3 Coupe: 365 / 1100 litres

A3 Sportback: 380 / 1220 litres

A1 Coupe: 270 / 920 litres

Quite a bit of space is taken up with American sized Soda Cup holders between the seats!

Weight Saving:

BMW has made much about the lightness of the underlying CRP structure on the i3. They are to be congratulated for bringing this to a sub £26k (base model with £5k UK grant) production car.But it is still a heavy car even making allowances for the EV battery pack.

One wonders whether 19 or 20” wheels are more about style over substance – certainly a larger diameter spinning mass has a greater effect on vehicle dynamics. It would be interesting to know what each wheel design/tyre combo weighs.

Areas where lightness could be added:

1. Make it a 3 door or go for conventional rear doors with CFRP B pillar.

2. Go for 1 front wiper blade with full sweep. Remove rear wiper mechanism and install

better rear tailgate with aero screen cleaning. (NB: the front wipers DO NOT sweep up to 90 degrees so there are a couple of unswept patches either side at eye level).

3. Make rear seats removable like briefcase design in A2 and front seats fixed back like Audi TT Quattro Mk1.

5 Doors or 3 door with Access panels?

In terms of accessibility we have already seen reviews of the difficulty in releasing rear occupants with driver or front passenger in place. The suicide rear doors are a design statement more than a practical solution to rear seat entry/egress. Such an arrangement in a UK Supermarket parking space with an SUV either side, it could get too tight to let the kids out of the rear seats. In some ways a 3 door hatchback or Coupe might have an advantage, although those front doors tend to be longer. It seems odd that the designers made the front seats forward tilting and indicates that a 3 door option may have been in mind.

Some commentators have made comparison with the Mazda RX8. In both cases these sucide doors have had to be strengthened considerably and fitted with larger closing mechanisms and hinges to cope. From a weight and energy saving perspective this is a little absurd. Matters are made worse if a child seat is fitted in front without ISOFIX. Note the weight limit is just 18kg (40lbs) for an ISOFIX attachment so heavier children will require the seat belt attachment. This makes it impossible to open the rear door on the pax side if the child seat is up front.The deeper rear windows are good for rear seat occupants but do not open – not even to a vent position. Again why bother with rear doors? Make it a 3 door Coupe like the orange prototype or offer a CFP B pillar / Avant version with normal rear doors and hidden handles ( a la Alfa Romeo 156).

Aerodynamics - What a Drag!

The i3 has a closed front grill / kidney emblem and commendably flat under tray free of the usual incursions. But for an ECO minded car it is somewhat surprising that BMW did not strive to improve the Drag Coefficient or reduce the frontal area of the i3.

If you never go over 40 mph (London UK inside the M25) this isn't going to affect you. But most London workers live outside due to ever spiralling house prices and will likely need to use the Motorway (Freeway) network. Greater aerodynamic efficiency (and hence lower battery consumption) could have been achieved by replacing the BMW X5 like wing mirrors with VW XL1 rear view cameras or at least more compact examples. The Cd is 0.3 (about as bad as a 1992 Toyota Camry or 1993 Subaru Impreza). The i3 is much wider than most pure 4 seaters and the MPV styling and battery floor makes it quite tall. Frontal Area of 2.38 m2 x 0.3 results in a CdA of 0.714.

Compare this to a 2001 Audi A2 1.2 TDI : CdA 0.544 or 2013 VW XL1: CdA 0.279.

At 100km/h (62mph) the i3 BEV creates 326 Newtons of drag. The REX model a little more at 336 Newtons. The A2 a mere 257 Newtons.

More meaningful to the average punter is BHP absorbed by drag. Here we are not considering the drag from the drive-train / single gear or tyre friction and this is for a flat road with nil wind.

At 40 mph the i3 consumes a minimum of 3.33 BHP (2.5kW) in drag alone. Not a lot! But accelerate to 60 mph and it goes up a factor of 4 to 12.5BHP (9.317kW). Get on the freeway in Montana or de-restricted Autobahn and at 93 mph the i3 requires 42.14 BHP (31.44 kW)!

It is no wonder that i3 test drivers have noticed a massive reduction in range when driving on faster roads. If you add in tyre resistance, wheel well turbulence, and a less than optimal gear ratio (optimised for acceleration rather than cruising then expect about 60 mile range from a BEV and a bit less all electric from the REX).

What if BMW had optimised just the Aero side?

40mph:

A2: 2.54 BHP(1.894kW),

XL1: 1.30 BHP(2.54kW)

60mph:

A2: 9.52 BHP (7.10kW)

XL1: 4.88 BHP (3.64kW)

93 mph:

A2: 32.1 BHP (24kW)

XL1: 16.5 BHP (12.28kW)

The i3 could be improved by careful modification of the front profile (which could include improvements to pedestrian safety), an extension or redesign of the tailgate and a longer rear spoiler, vortex generators at the rear (perhaps incorporating the trademark aerial) and more ducting air dam style under the car to improve wake and add almost drag free down-force. The door alignment and rear wheel arches could be improved to lessen drag.

Noise:

The i3 internal SPL is actually about 2dBA louder at 50 mph than the diesel Audi A2 due to wind noise. But at lower speeds the ICE can't compete (except with Start Stop at the lights!).

Driver Technology:

The BMW i brand is all about connectivity and city mobility. This test drive did not spend much time in the City. It is not possible to test the iphone/Android app without making a purchase as it is linked to the vehicle's VIN number. I was able to link my phone via Blue Tooth and play music through the radio functions. This worked 90% of the time. Both cars had standard audio which is of reasonable quality. The other 10% there was electronic signal distortion.

The layered menus were not as intuitive as a touch screen app. The iDrive handwriting recognition didn't work for me as a Right handed scribe in a RH Drive car ! My other cars are LHD!

The start up procedure could be simplified. It's not a get away car! Unlike the A2 that tells you to put your for on the brake pedal before start, the i3 makes that assumption. The electronic handbrake took some getting used to but when trusted it seemed to work OK even on hill starts. NB the CFRP Alfa Romeo 4C has a traditional handbrake and is the lightest car in it's class.

Unlike other EV manufacturers the battery regen mode is all about the accelerator pedal. The sweet spot for freewheeling downhill is hard to find with the small text on the Tacho indicating minimal kWh/100km use. This could be corrected with a Head Up Display or peripheral coloured lights to aid the driver to drive more efficiently. Similar displays tell pilots about optimum wing angle of attack in flight.

The white i3 BEV had all the goodies in terms of rear view camera and automatic parking. This worked well 4 times out of 5. The 5^th was the same spot as the 4^th but for whatever reason the car refused to park itself once it found the spot. One issue is the position of the camera which is right on the rear bumper (fender) where it gets covered in road muck. A better spot might be behind the rear glass within the wiper's swept zone.

The large centre screen was a delight if a little distracting on the move. It is especially good in the rear view camera mode (with a clean camera!). But you must still scan between screen and real world to avoid pedestrians who can't hear the i3!

There is no SOC on the BEV which is a shame. The REX has it hidden away on a “hold state of charge” menu.

The vehicle pre-conditioning menu takes some finding but worked on both BEV and REX. It's important to realise the extra electricity you will use to get the car up to temperature in winter. I set 16 deg C for an 0715z departure time on both cars. The mistake with the BEV came when I tried to charge at work using a 13A socket. The car did not charge because the menu had a timer setting (for cheaper home night tariffs). In the end I managed to cancel that and got just an hour's worth of charge.

Breakdown cover:

The i3 has no jack, no spare wheel, no wheel brace. Back in 2003 I learnt the hard way that tyre gunk doesn't work as advertised. In fact I had bought a full set of winter wheels and tyres for the A2 but had left these at home on the daily commute. One of the skinny Bridgestone B381 Eco tyres gave up the ghost at 60 mph. There was no drama and no wheel damage but it was a busy road . Had I had a spare I could have used the underfloor tool kit and Alloy jack to get back on the road within 20 minutes. Instead it took over 4 hours to get a recovery truck out and go home to change wheels.

The i3 cannot be towed in the conventional fashion and must be lifted onto a low loader! I would rather carry a spare. But 19 or 20” in that small boot (trunk)?!

In Germany a full set of Winter 19” rims can be had for 900 Euros. In the UK BMW are charging almost double! LED lights: The BEV had the optional LED headlamps for normal (dipped) use. This gave a pleasant blue / white light. The adaptability was not noticed on country lanes. Main beam was still halogen and no better than other vehicles. The mix of blue and yellow light is a little odd.

How does it drive?

Short answer: Very well!

In fact it is great fun to drive and the novelty of silent startup and acceleration to 40+ mph is superbly smooth. The downside of fun is the temptation to use the available torque. Only once did my free hand reach for a non existent gear stick! Yes I would have liked a second cog for more efficient highway motoring.

The bar graph (approx SOC indicator) goes down like fuel gauge in an English Electic Lightning!

http://www.youtube.com/watch?v=g5dvT-G7JNs

For a newcomer to EVs it feels very odd to start moving in near silence. This requires even greater lookout and anticipation than normal in built up areas as pedestrians do not hear you coming. That is a positive aspect that should re-energise driver skills.

The acceleration is excellent – the REX was not noticeably more sluggish than the BEV. I spent most of the time in ECO PRO mode (with a maximum of 70 mph set for motorways). ECO PRO + was used to get from work to the dealer in Lincoln with a depleted battery. The car felt much more fidgety on the twisty B roads than in Comfort or EP. Perhaps the stability electronics and throttle/extra regenerative braking response has this effect.

Visibility from the driver's seat was better than expected and very similar to the A2. The driver just has to move their head around the thick A pillars when approaching junctions. The grip from the 155 front and 175 rear standard tyres is more than adequate for dry road cornering at speed. The rear tyres did struggle when there was a little mud on the tarmac and the traction control flashed on these occasions. Winter tyres offer a good 3 times the grip and much shorter stopping distances so it would be interesting to compare in winter conditions.

I was surprised that the BEV had 175 section rears and this may have added drag to match the REX. Apparently the REX has a slightly narrower rear track. Steering feel was good even if not direct (servo assisted). Narrow tyres bring steering benefits and

the turning circle impressed all who witnessed it. The cruise control was very good. Neither car had the lane keeping/auto braking technology.

Conclusions:

First off BMW deserves credit for bringing the i3 to market. It offers an alternative approach to EV design and manufacture. The blue sky thinking maybe went a little overboard in the style over substance department.

However, the looks grew on me. Even the cheap looking interior panels! The car drove far better than a car of this mass deserves. In practical terms it is not as good as it could be. BMW could learn a lot more from a similarly sized car built with practicality, ECO credentials, lightness and aerodynamic efficiency that is 15 years older. The aluminium Audi A2 (especially the 1.2 model). One thing they did far better than Audi was in marketing the i3 more aggressively like Toyota did with the Prius.

Improvments: If I were responsible for product development on the i3, for 2015 I'd introduce tat least some of the following:

1. Three door version like Coupe concept

2. Aero optimisation

3. Further weight reduction programme.

4. HUD option with SOC indication

5. More obvious ECO / Freewheel indication

6. More colour choice not linked to interiors

7. Lightweight Biodiesel or CNG REX options

8. More practical 5 door version with B pillar, removable rear seats and FWD to improve rear load space and traction in snow.

9. Better seat raising design.

10. Full LED lighting

11. RH iDrive for RHD and LH iDrive for LHD markets

12. Fairer winter wheel/tyre pricing

13. Better rear camera positioning

14. ICE FWD option without EV for long distance commuters in countries without decent electrical network.

15. Spare wheel/ jack options as alternative to tyre gunk.

16. Better Driver info menus

17. Better English translation of manual

18. Work with Solar PV controller manufacturers to offer old i3 batteries as storage and the likes of “Immersun” to offer Solar PV charging.

19. Encourage Fast DC network expansion in all markets – like FastNED.

Special thanks to Lucas for the in depth review!

BMW i3 Born Electric Guest Blogger: Meet Steven From The Netherlands

Monday, February 24, 2014 0 comments

So Far we've had Andy from the UK , Hil from Holland , Toni from Belgium and Jan From Belgium. We'll now be traveling to The Netherlands to see what Steven has to say about his Laurel Grey i3 REx which he picked up on Valentines Day:

My name is Steven and I was Born Electric on Friday, 14th February, 2014.

Love

Do I? Oh yes! BMW may not have delivered the alpha and omega of the motoring world, but boy, how good is it?

Every aspect to like has been covered in many a publication on many a different medium, but does this bombardment of information convey the feeling of ’togetherness’ of the finished product I have? I guess not, but I leave this for everyone to judge for themselves. Having driven 1600 km (around 1000 mi) the last week, of which 1230 km (765 mi) electric, my preliminary conclusion is that BMW has delivered something good here. And I’m not going to be talking about the performance, which is excellent, E-range, which is adequate, or about the battery, knowing that it could have been larger, but I will tell you a story about what you can do while having a nice conversation with your mother-in-law.

Our i3/REx at a motorway charging station

To begin with the latter: the effortless way the performance is delivered is absolutely fabulous. It is not just about sheer speed, there are faster cars, it is about acceleration with a creamy topping. This allows, for instance, for keeping up nicely, in this case up to 80 km/h (50 mi/h) in city traffic, with, say, a dark-blue 911 with spoilers extended and engine roaring. Whilst having a civilized conversation. With my mother-in-law, her being the least ‘brave’ of passengers one could imagine. Not a peep. At least not in the i3 :-) Just the subdued jet-airplane whine of its motor.

The same goes for decelerating. The recuperation is done very well, it comes naturally almost instantly. If one does need the footbrake, the transition is seamless. It is like the engine braking of a heavy diesel-powered vehicle and then some. Excellent !

To round it off, the comfort level is kept up nicely by the suspension and the road holding abilities are surprisingly good. The suspension is not soft, the wheelbase is on the short side, you’ll notice this on speed-bumps and short humps, but safe and comfortable it feels. It could be it is simply exactly to my taste and on par with my expectations. Just don’t ask me for an unbiased review then…

So, I like driving it. Almost as much as I like the interior now, for which I needed some time to get accustomed to the wild styling. We went for Lodge, being the light wool/leather combination. In our original order, we ordered the standard grey, but after driving our friend’s BEV with the white Loft interior, we changed our order on the very last moment. The light upholstery combines so much better with the interior design. Especially while ours is Laurel Grey on the outside. Not a topping, but a creamy center in this case. Nice. The feel and quality of it is absolutely on par with other BMW products, I am relieved to say, for we where a bit worried by the pre production cars we were presented with last year. It looks good, it feels good, even the doors sound fine now.

The ergonomics are ok. Some bonuspoints are not scored, some function follows form, as is the case in some other aspects of the i3, but if you are accustomed to other BMWs, you’ll get in and drive off. Also, the interior space is quite good. Everyone taking a ride is surprised the car is bigger than expected on the outside and roomier than expected on the inside. Fine for four adults not going around the world. When 1m90 (6’3”) though, it does get a little tight on the backseat. The ceiling is a tad on the low side for your average basketball-player. Also, the bootspace is, as widely written about, not ideal to cater for your basketball-team. It still is a small car, one needs to remember…

Finally, my take on the much debated exterior. It isn’t exactly pretty, but I like it a lot for all its quirkiness, what can I say ? The size is spot-on for me, with a length of 3999 mm (157.5”), the proportions render a sturdy image, the details look great in real life. Except the rear. It remains just too weird. But hey, nobody is perfect !

Lost

Love lost ? That is overstating it for dramatic purposes, but downsides there are. It feels like most of it is caused by form prevailing over function or, maybe, judgmental errors. For instance, the front windows seem to have difficulty coping with heavy gales. The top can leak air in this case. Also, the frameless windows cause a little turbulence around its rubbers on the B-pillar. The frameless windows could be a weight-saving measure and I am not against letting design rule over function, but I do question the decision to omit the window-frames.

Next issue: the charger. This is a big one. It is inexcusable BMW didn’t fit a three-phase AC charger. I really don’t get it, it is simply stupid. It could be that three-phase electrics aren’t common outside our little corner of the world, but north-western European customers could have benefited greatly having their AC charging times cut to one third. Let’s hope DC charging catches on…

On a 50 kW DC fast charger the i3 charges a little over 2.5 % every minute up to a charging level of around 90% before slowing down. State of charge 11 to 91% in half an hour.

Also high on my could-be-better list is the remote control. It is such a small part of the car, but you’ll handle it multiple times every day. It is a sort of plastic/metallic fob with buttons one can’t discern by touch, so it is not easy to press the right buttons unless looking while doing.

On top of this there are some niggles. The modulation of the heater could be better. And there are the caps (blind plugs ?) for the charge ports. Why ? And why the little hook for these to hang them from the flap ? It is all but useless. And why the rubber cord holding the two caps to the car (which I removed) ? And why is the flap covering the charge-port so big that I fear that somebody will break it off while walking past the car one day ? And why is there not a kind of courtesy handle for unlatching the security latch of the bonnet, like on our good old 3 series ? Oh well…

Born to live electric

What range do I get ? Perhaps the single most important question for battery drivers. This depends heavily on the driving style and top speed of course. My combined total is now around 17 kWh/100 km (62 mi) doing mixed driving and including road testing from me and my family members. I have observed a consumption of around 17-18 kWh/100 km (62 mi) when driving a hundred (62 mi/h), around 18-19 when driving one-ten (68), around 21-22 doing one-twenty (75) and around 24 doing 130 km/h (80). In not too cold weather (approx. 8 degrees centigrade (46 F)), and without too much wind and no torrential downpours.

My preferred mode of operation is using EcoPro with the climate control excluded and set to 19˚C (66 F), without A/C, the fans on the lowest setting and seat heating for driver and passenger activated as needed. This gives us a nice balance between comfort and consumption, for I don’t like the EcoPro implementation for the climate control. It is a very good thing one can exclude the climate control from EcoPro.

In real use, I haven’t used my REx all last week, doing 1000 km (621 mi) on electricity, I am pleased to say. For instance, we did a full-electric roundtrip to Germany yesterday of 290 km (180 mi) with a stop to and fro at a DC fast-charger and charging in Germany during our shopping expedition without a problem. One has to be careful to feather the throttle, even in EcoPro modus, and one has to keep Vmax at around 110 (68) for best results. I admit I couldn’t keep myself in check all the time, driving is supposed to be fun at times, right, so I used a little more than I could have used, but there was no problem reaching our designated charging stations. Driving like a granny is no prerequisite for driving off your kitchen socket….

Range: Extended

Of course, I cannot get away here without telling you something about our i3’s party trick: the never ending range. At least until we’ve managed to drain all earths resources. The REx has been much disputed, highly coveted and widely renounced. For me, it’s just perfect. It does its job nicely but not so nice as to forgo on charging the car at all. The exterior noise is reminiscent of the good old loveable Italian egg, the original Fiat 500. Although not air-cooled, it sounds eerily similar. Inside, the noise is never a real issue. It is never exactly loud, however you’ll hear it when it needs to work hard to keep your seats heated and your speed on the other side of 100 km/h (62 mi/h).

Our REx kicked in automatically with around 6 km (4 mi) of range remaining. When cruising along, even with this minute battery reserve, the engine adjusts its output to match the car’s requirements nicely. Until you start to floor the throttle at the lights. Every flat-out acceleration will cost you around one km of range, so the engine starts revving up time after time, a couple of seconds after taking off. It keeps up the revs until the range start to creep back up.

The same thing happens on the motorway. Taking it easy, doing a 100 km/h (62) with mod cons, the engine keeps its revs in check. When picking up the pace, going 120 km/h (75) in EcoPro with heater in Comfort mode set at reasonable temperature, using 21-22kW to heat and propel the i3 with two passengers, the engine starts to work. Depending on the wind and terrain, which is nice and flat here for it was designed especially to suit E-vehicles when creating the Dutch ‘polders’ from the seventeenth century onwards, the engine keeps it up nicely though. Even with a fully drained battery so it seems. I tested this on the motorway in the torrential rains and high winds we had here last Friday night. But that is about it. Going 130 km/h (80), using 24-25kW will see you eating into your reserve, albeit slowly. My preliminary conclusion is that our little REx pumps out something close to 22 kW of electric power, enough to keep up a pace of around 120 km/h (75 mi/h).

That said, the little bee under the floor didn’t mind buzzing for an over hour at a stretch with 100-110 km/h (62-68) on the clock with windforce 9 plus gales against and not much left in the battery (11 km (7 mi) of range to be exact). This on a day on which we drove 320 km (200 mi), of which only 100 km (62 mi) electric. It did consume 8 litres in 100 km (29 MPG US) doing this exercise though. But I also scored 4.25 l/100 km (55 MPG US) driving around 80 km (50 mi) at a stretch going the other direction and 6 l/100 km (39 MPG US) on a 160 km (100 mi) round trip the next day. The variation in the data is still quite large, and our experience not extensive after a total of 370 km (230 mi) of buzzing, but my estimate would be it is going to do a little over 6 l/100km (39 MPG US) for us.

Verdict

The aforementioned shortcomings, niggles and design choices still bother me a little because the car is, in essence, so good. I’ll get used to them. I’ve done over sixteen hundred kilometers (1000 mi) at the time of writing this. It has been a joy, it will continue to be a joy I guess. I expect some other niggles or problems popping up because of the innovative nature of the i3 and the inexperience of BMW with many of its parts and materials, but I really like what they have done with their 3 billion euros. It is absolutely not merely a city car, feeling like riding a lame duck on the motorway, it is a proper little beemer. BMW scored, for me, a 7 out of 10 when we first saw the car at the introduction, but it ramped up to an outstanding 9 out of 10 for the Münchener.

BMW i3 Production Delays Reported

Friday, February 21, 2014 0 comments

Virtually every facet of the i3's manufacturing process is different and BMW is evidently struggling to manage setbacks

According to Jay Cole over at insideevs.com i3 production is currently 50% lower than expected at this point in time. Cole's source is Manager Magazine Online, a German Publication, which states the high rejection rate of the carbon fiber parts made for the car. The article goes on to say that BMW's recent announcement that the company will be investing another 100 million euros to increase the production of carbon fiber is tied to this issue.

Manager also says BMW is only churning out 70 i3's per day which is about half of what they were hoping to be making by now. BMW began i3 production in October so they are four months in and now have over 11,000 i3's on backorder. Plus, US sales are only just beginning so it would appear that even if BMW gets the current problems solved in short order (and that's a big "if"), it will still probably take them nearly a year to catch up with demand since the orders will continue to pile up. It has long been speculated that BMW will have the capacity to make between 30,000 and 40,000 i3's per year once they are running at full production.

It seems we now have some answers to two things which were puzzling US customers recently. A couple months ago BMW announced that US i3's will not have a moonroof available. This comes long after it was announced that the i3's with Giga World and Tera World interiors get the moonroof included with the packages. To make matters worse, most of the i3's here in the US are pre-production European spec cars and they all have sunroofs. So everyone that had the opportunity to test drive an i3 got teased with seeing the moonroof that they were later told they won't be able to have. Then, a few weeks ago BMW announced the first three months of i3 US production would be limited to a "Launch Edition" version. The Launch Edition is fully loaded with every option available on the car and the most expensive Tera World interior. The only thing the customer can choose is the color (and only the metallic colors are available) and if they want the optional 20" sport wheels.

Many people speculated that is was simply a money grab and BMW knew the car would be in high demand so they could get away with making anyone that wanted one of the first i3's in the US buy one that was loaded. Now, with the recent news about production difficulty, I think it's obvious the reasons the moonroof isn't available at launch, and custom ordering isn't available for another three months, is solely because BMW is struggling to refine the manufacturing process and eliminate the problems they are currently having.

I've had the opportunity to talk with many BMW program managers over the past few years. One of the things that has always stood out to me was how on one hand they were really excited about the i3 because of how special and different everything about it is, while on the other hand they would always acknowledge how big a challenge it was going to be. Everything about the i3 is different. BMW has never made a car that required special manufacturing processes for virtually every stage of assembly. Besides the electric powertrain, most of the materials used in the car are even different. While the biggest challenge is likely working with carbon fiber on such a large scale, they are also using more aluminum on a car than they ever have and are using interior materials that they have never worked with before. Then there is the outer thermoplastic body panels which BMW has never used before which has even led to the painting process presenting challenges.

So personally I'm really not surprised by all this. The i3 is a revolutionary new car for BMW, and nobody else is making anything quite like it. Yes, there are some that will look at it and say "It's just another 80 mile electric car, big deal", or "It's nothing more than a Nissan LEAF that costs $50,000". I respect everyone's opinions, and for some people it doesn't represent any more value than a $30,000 Nissan LEAF and that's fine. However when I see the i3 I see the future of the automotive industry and I applaud BMW for taking the enormous risk of building such a radically different car, something that nobody else is attempting to build. Yes, I wish it had more range and I think BMW would have been better served if it could really deliver 100 miles of consistent real world range for most drivers, and it's clear it will not. But that's the biggest knock I can offer and it's far from a deal breaker for me. BMW will get past these initial manufacturing snafu's. The top concern at this point should be quality, which I'm sure it is. The production numbers will increase and by the end of the year I'm sure they will have everything running as smoothly as planned. The question is will the customers wait many months for their i3 to be made? I suppose the people that don't put as much weight on how special it is may not, but those that appreciate how unique the car really is will. After all, there is nothing else out there they can get that is quite like the i3.

BMW i3 Carves up Monticello Raceway

Thursday, February 20, 2014 0 comments

A few months ago I posted a story from InsideEvs written by my good friend (and neighbor!) Chris Neff. It was his take on a day in October which he spent filming a series of videos for BMW of him driving around Monticello Raceway as a passenger in a BMW i3 driven by professional race car driver Erin Crocker. We have been waiting patiently for the release of the videos and the first in the series was finally made available. Take a look above!

Autocar Gives the i3 Rave Reviews

Saturday, February 15, 2014 0 comments

BMW i3 - is this the world's most desirable affordable electric car?

That's the question Autocar asks. Take a look at the video and you'll see what they think.

BMW i3 Born Electric Guest Blogger: Meet Jan From Belgium

Sunday, February 9, 2014 0 comments

A while ago I announced that I would be starting a new series here called, "I was Born Electric on...". The series will be featuring readers who are i3 owners and who are willing to share their thoughts on the car after owning it for a while. They will begin the post by introducing themselves and stating the date they were Born Electric, which is when they picked up their i3. Andy from the UK kicked off the Born Electric series and we then visited Hil from Holland and Toni from Belgium. We will be staying in Belgium for this next installment as we hear what Jan has to say:

My name is Jan and I was Born Electric on Wednesday, 30th January, 2014.

How did I get to know the BMW i3?

Well, by coincidence. I saw the small car on the Brussels car show/exhibition (Autosalon) last year in January. It was presented there as concept car which would be available very soon to the audience, as kind of a car of the future which one could buy now. When I saw it I couldn't make up my mind: Did I like this car, or not? It was so special I couldn't turn my eyes off it. I had to see it closer. I asked a salesman if I could enter the closed area to have a look inside. Then was the moment when I fell in love. This car was so unique in a pleasant kind of way. The interior looked like the interior of a small science-fiction spaceship. The exterior was so special yet attractive looking in every kind of way.

I must say I had many questions before starting this adventure. I had never driven an electric vehicle before. The salesman could answer most of my questions. What made me take my decision to consider this BMW i3 as our next second car were not only the unique looks of this car, but also all the advantages which came with it: it was for 120-150% tax reductible, it doesn't spill any CO2 whatsoever, no taxes when the car needs to driven first (it has a name 'inschrijvingtax' 'registration taxes?'), the lowest yearly driving taxes since it is full electric. All this just looked too good to be true.

I came home and told my wife 'Yes! I have found the perfect next car for you!' Yes, this car is for purpose as a second car to us. It is the car my wife uses to drive to her job on a daily base which is only 10km away, and to drive my son to his gym training four times a week which is about 30km far away. So, there really wasn't any real range anxiety to the story either. For long distance driving we have our other bigger family car. All I needed to do now is to convince my wife, which didn't seem to be as hard as I thought. She seemed to like this strange little car on first sight too!

The waiting:

As from this moment I checked out everything what there was to be found on the net about electric driving in general and the BMW i3 in particular. That's when I soon became a big fan of your specialized blog. Already in February I had told the BMW salesmen I showed a big interest in this car and if any news would be still as positive as all that I had read until then, I would like to be one of the first who would drive the full-electric BMW i3 in Belgium. BMW kept me posting on regular intervals. I could download the BMW I electric app on my smartphone and calculate my daily traffic to see there was no need in range anxiety at all. I was invited in an exhibition of the BMW i3 in the summer. Each time I got more convinced I was going to make the right decision. I was kept waiting until end of October to actually register me for a confirmed interest in buying this car, and finally the first week of January I signed the contract and closed the deal. The car would arrive 4-5 weeks after...

I was Born Electric On...

Wednesday 30th of January! Finally the car had arrived. It had taken less time as predicted, but still I am an impatient man. I was very curious of how it would look like, because I had never seen the car in the combination I had ordered it: BMW i3 Advanced in Ionic Blue Silver with Loft interior design. And I must say: I loved the looks! I have been the lucky one to own the first BMW i3 in our state. It all makes it even more special.

I think these colours are just the real deal for this car. It is extra-ordinary looking, special and shiny. It contrasts greatly with the black toppings and with the (electric) blue stripes beneath the doors. (The colour showing here doesn't really add up to it, but there are plenty more better pictures to be found to show the perfect match of this color for this car).

I am very excited of the choice of my interior: Loft. It just ads up to the uniqueness of this car. It just fits. It makes it so much more space-like and futuristic looking. It is light, spacious looking and yet thrilling due to the electric lines fitting of the car seats and the blue lines which contrast nicely in details. One can tell that a whole team of enthusiastic decorating engineers have worked on this here.

The dashboard just like so great! Spacious, nicely shaped. I love the look of the darker dashboard going down under the console. It isn't the eucalyptus wood. That was nice too, but I thought it kind of disturbed the futuristic looks of the dashboard, making it a more ordinary car. Well, everyone has it taste, but I am happy with my decision. The big center screen which one can module along one's taste: here shown with the electric features and the entertainment details with a nice big picture of the song that is playing.

The supercool startup-close status of the car. When one closes the car with the key, the insides of the car glow blue, the lights in the door handle turn on. This really ads a nice touch to the futuristic space-oddity of the car! (only available if LED packet is taken). You can be sure there are lots of amazed faces when these lights are set on on a public parking lot at night.

Driving experience:

I am really, really impressed by the fun driving experience of this little car. Also my wife, who isn't into cars at all, loves this one all the more. The first time she drove this car together with the kids my daughter said: mom, this thing is propelling like a rocket. She had just left our parking lot and stepped on the pedal; after merely 100 metres she was flying at 60 miles per hour. Which is kind of dangerous, because judging by the quietness in which this car boosts off, you really can't tell how fast you are driving. I love the sound of the car when I give full throttle. It's actually more like an electric train than a car. No roars, just power whistling.

And if you are driving at slow pace, you really can't hear the car is running, not at the inside, neither at the outside. The onboard entertainment system is just great also. Lots of options, lots of possibilities, all pleasantly and clear shown on the big central screen. Another great feature which works great is the full automatic parking. It all adds to the ease of use and to the futuristic impression one gets driving this car. Also the very small turning circle is quite impressive and it makes this car very easy and agile to drive.

About the range anxiety, I have to be honest, that's something I still got to get used to. I always am quite focused on the remaining range, especially when I have taken the highway, since the range goes down quite steadily and fast. Especially if one is driving vividly, it really can be seen on the remaining range. But that's a choice everyone makes for his own. I personally enjoy this car's potential too much for now, to drive it in a real eco pro mode. (But I am sure it will come eventually). I love to stand next to a fast car (yes, mostly BMW or Audi) at the red lights, then step on it when it turns green, and enjoy to see the amazed faces in the rear mirror as my car sprints before them without any effort!

Of course it means that the battery has to be charged more often, and it means also that we - for the first time- have to somewhat plan our trips with this car, because where I liked to use my first car in the past to do the shopping and stuff, I also take this car now because hey - it's cheaper, it's more fun and it's ecologic.

And it means that sometimes we just have to wait and don't take this car because it's not yet charged enough to take the trip. However, I have to be honest that I have not already installed a wallbox and am still charging the car on our regular home electricity network. I have chosen to go for the Wallbox Pro - which is a real supercharger - but it will only be available second trimester of this year. I will surely let you guys know what's the difference with the ability to fastcharge. I am sure we will use the car even more then.

Another not so pleasant thing is that I have been trying to install the Connected Drive system for more than four days now, and it just doesn't want to work. The problem is that my registration to Connected Drive on the net isn't transferred to the car, so I don't get a confirmation code in the car to finish the connection. It's an internet portal problem, they said at the local Connected Drive center in Belgium, so they have to manually fill in an application and send it over to Germany. It will take about a week before it will be solved. Which is kind of disappointing because I really wanted to try out the BMW i Remote app on my smartphone right away. I will keep you posted too when this is installed and working too.

But besides that, it really is a superb car to drive. As an owner of a BMW i3, you will have to get used to all the looks of amazed and sometimes confused faces. I just come back from a restaurant, and while I sit inside, I see people stopping by the car and taking pictures. I have never experienced something strange like this. And returning from a great meal at the restaurant, driving this unique car, fast and agile in total relaxing silence, while playing 'Life's for the Living' of Passenger out loud like you are in a concert hall on the first row; there's only one thing I can say: Sheer pleasure and happiness!

A little about range:

I have been driving the car for about a week now and I come to understand the calculation of the estimated range a little bit better now. I have noticed that the car calculates the maximum range after a night's charging depending on the driving style and circumstances of the last drive. So, when fully charged the maximum distance can vary from about 113km (70 miles) to about 135 km (84 miles) in comfort mode.

On a morning when fully charged, and when the day before the car had purely driven in the city (meaning lower speeds) the battery indicated 135 km (84 miles) in Comfort mode, 137 km (85 miles) in Eco Pro-mode, and 150 km (93 miles) in Eco Pro+ mode. I think this must be about the real maximum range one can get with this car, stating that the car is driven in the city in an average driving style, lower speed, and frequent stops to recharge the battery while driving. However, if I step on the pedal and drive more sporty (and I must admit it is difficult not to do this, because it's just sooo much fun! ) and certainly if I drive on the highway, meaning speeds of about 130 km/h ( 80 mile per hour), you can't really depend on these figures anymore.

Eco Pro Mode only added 1 mile

In Comfort mode the range was 84 miles

However Eco Pro+ mode added 9 miles for an estimate of 93 miles

To give an example I have noted precisely a trip I have driven:

The trip goes from my home to the sportshall where I drop my son off. It's 28 km in total (18 miles), of which about 18 kms (11 miles) on the highway, where I usually drive about 130 km/h (80 miles per hour). After a night charging the range meter shows 113 km (70 miles). So normally when the calculation would be absolute there would still be 85 km (52 miles) left on the counter when I arrive at my destination. However, when I arrived at my destination the counter only showed 53 km (33 miles) left! Which is kind of scary, because a big part of the battery range seemed to be lost there!

However, when I get back in the car to come back to home, it's another story: The meter now shows 59 km (36.5 miles) left. So normally when I arrive at home there should be 31 km (19 miles) left. However when I arrived at home the calculator still showed 33 km (20.5 miles), which was a gain of 2km. So it was actually quite perfectly measured. It seemed to really have taken into account the weather conditions, the road ahead, the driving style, the maximum speed etcetera.

To sumarize: If one drives always into the same pace and always into the city at lower speeds I really think that 130-140 km (80 - 87 miles) is quite a realistic estimation of the effective driving range. However if one like to drive sportive and quite some distance on the highway doing higher speeds, I think 100 km (60 miles) would also be a realistic estimation as the maximum range.

BMW i3 Sochi Olympic Commercials Revealed

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BMW has released a series of commercials that will be used for commercials during the Sochi Winter Olympics which just opened yesterday. There are spots for many of the new BMW products but the BMW i3 spots will be the first commercials ever aired in the US for the car so I've posted them here.

The commercials are titled "Shhh", "Reasons", "Cop" and "Zero Gallons". I really like Shhh & Cop. I think Reasons is OK and am not a big fan of Zero Gallons. Shhh (seen above) is great. A father comes home and when his son wonders why he didn't hear him pull up the dad says "Electric car...sneaky" and goes off to bed. This gives the kid the great idea of sneaking out quietly with the car for a rendezvous with his girlfriend; something that many teenage kids do. I remember pushing my dads 1976 Oldsmobile Starfire out of the driveway late at night so he wouldn't hear me "borrowing" it. I would then shut it off before I reached the driveway when I was coming home so I could silently coast back in without waking him. I could have really used a quiet EV for these stealth, late night adventures back then. However in the commercial the i3's smartphone app does the kid in, waking his dad to alert him of the cars charging status! Very clever spot.

The video below, Reasons, takes a swing at the idea that people only want to drive electric cars to reduce their carbon footprint, to help clean the air, to live a sustainable lifestyle, etc or in other words to save the world. But people buy cars for many reasons, and how well the car drives is one of the most important reasons of all. With the i3, you don't have to sacrifice driving pleasure to get all the other positives that driving electric brings, and this spot tries to drive that home.

"Cop" is easy to understand. The i3 is fast and fun to drive. You won't find yourself wanting to crawl along at 5 miles per hour under the speed limit in the slow lane if you have one. You'll more likely find yourself stomping the accelerator whenever you can. This will likely lead to unwanted attention by the men in blue.

While I like the message Zero Gallons was attempting to convey, I think it misses the mark. "This is our most efficient vehicle yet. With zero miles per gallon...more specifically, zero gallons." Most of the i3's sold in the US are going to have the range extender option, so they won't really use "Zero Gallons" in the first place. But even if BMW wanted to get the "all electric" message out there, they could have done it better in my opinion. Perhaps show the car whizzing by a deserted gas station with tumbleweeds rolling past the pumps and the driver with a clever smirk on his face. Hopefully this one will get the least airplay because the other three offer much more powerful messages.

The video below features the BMW i8, but it's really a commercial for the whole BMW i brand. The video uses the words of science fiction author Arthur C. Clarke and uses an array of futuristic cityscape visuals and then introduces the i8. It's inspiring, and reminds us that we aren't even capable of knowing what to expect in the future, and the i8 is just a taste of what kind of cars we are going to be driving very soon.

BMW i3 Born Electric Guest Blogger: Meet Toni From Belgium

Monday, February 3, 2014 0 comments

A while ago I announced that I would be starting a new series here called, "I was Born Electric on...". The series will be featuring readers who are i3 owners and who are willing to share their thoughts on the car after owning it for a while. They will begin the post by introducing themselves and stating the date they were Born Electric, which is when they picked up their i3. Andy from the UK kicked off the Born Electric series and we then visited Hil from Holland. We'll now be traveling to Belgium to visit with Toni and his new Capparis White i3:

My name is Toni and I was Born Electric on Monday, 27th January, 2014.

The first time I realized that there was an alternative to fossil fuels for propelling a car was in early 2011, when I came across an electronic brochure about the Opel Ampera, the European sibling of the Volt. The more I read about it, the more I was convinced that my next car had to be an electric one.

The reason why I didn't go for the Ampera back then was stupidly financial : 50.000€ for a car was way above what I was willing/able to pay.

Of course, there were other more affordable electric cars out there. But maybe I was not ready for the leap of faith into electro-mobility yet. Range anxiety was clearly an issue I had to deal with while I waited for my savings account to be able to take the hit of a new car.

Three years later, things had clearly evolved. Both on the EV market and in my personal situation. In the latter, I had enough spare funds to afford a reasonable down payment on a premium car. Moreover, the extensive immersion into electric car literature helped me to come to the conclusion that I did not really need a range extender since more than 95% of my daily commuting could easily be covered by a BEV. The question was then : which car was going to be the one. Ampera/Volt? No, though it definitely is a fantastic car, it still has a tail pipe and I did not want to buy an end-of-cycle model. Tesla? No, too big and too expensive, I did not want to take out a mortgage for the sake of buying a car. Nissan Leaf? Er, no.

The BMW i3? Well ... I must admit that my first impression was negative. Not because of its design; actually I am fond of its looks since the very first concepts that appeared in 2011. But rather because it is a BMW! I never liked BMW. I always considered that BMW was making cars to suit arrogant petrolhead jerks (with all due respect, of course!).

And then I test-drove it. And fell in love.

Was I ready to overcome my prejudices and become a BMW driver myself? Definitely. Biases are wrong, the car drives like a breeze, the technology inside is outstanding and I too can be a jerk sometimes. : )

So, in order to do penance for my past biases, I decided to devote this blog post to crushing some preconceptions that have been floating around the i3 in some reviews. And I'll do that from the authoritative position of being the happy owner of a "Shamu Edition" (Capparis white & black - think Shamu the whale)

It is a city car:

No, it is not. Though the car handles incredibly well in an urban environment, it has nothing to be ashamed of when cruising at highway speed. It is fast and responsive. Steering is precise and forgiving at 130 km/h (80 mph). Overtaking on motorways is a feast. It is a BMW after all, is it not?

The i3 is particularly noisy at high speed:

No, it is not. My first extended drive of the i3 has been the trip back home after delivery at my iAgent dealership. 50 km (30 mi) from Waterloo (Brussels area) to the Mons area where I live. Since the battery was almost fully charged, I decided that I could afford the luxury of squandering away precious kWh's on the E19 motorway. In addition to discovering the driving dynamics described above, I was also curious to put to the test the recurrent criticism I read about unpleasant airflow noises. I can confirm that in-cabin noises are like taste; there is no accounting for them. I, for one, was not inconvenienced by the airflow at all. I even enjoyed it.

The trunk is too small and the suicide doors are a hindrance:

The question is : Compared to what?

I am a small car guy. Before the i3, my car was a Mini Cooper. Before that, I owned a Mercedes A-Class (2004 model). Before that, a (discontinued) Rover 220sdi. I know what a small car is. And the i3 is no small car at all by my standards. The trunk offers enough space to generously accommodate the weekly shopping for a family of four. There is plenty of space for my Victorian longbow, arrows included, or for my eldest son's guitar, amp included.

As for the coach doors, once again it all depends on where you come from. Compared to the coupé-style doors of my Mini, the i3's "antagonist" doors, as they are called in French, are a major step forward in terms of ease of access and comfort. Or to put it in my youngest son's words : "Sooo cooool!".

Materials used for interior trims do not feel "premium":

That was a tricky one.

As I said, price was an important parameter for me, as it surely is for most of us. Given that I accepted the idea of disbursing 40.000+ € for a car, the outlook of spending my driving time in a sleazy environment was distressing me. Of course, I did have the opportunity to feel, touch, smell the interior materials a couple of times before I ordered the car. But assessing the quality of a dashboard or of a leather upholstery is like testing a spring mattress at the mattress store. No matter how long you try to figure it out, the only way to be sure is to turn the lights off and literally sleep on it.

Though I have not slept in my car (yet), now, I know. The interior is largely up to the price paid. Comfy, stylish, extremely well finished down to the most minute detail. I am almost ashamed of having doubted. By the way, my i3 has the Lodge interior (Giga world).

The i3 is just an overpriced Zoe: (I've been reading this one a lot in the French-speaking press).

For the non-European reader, let me first explain that the Renault Zoe (en.wikipedia.org/wiki/Renault_Zoe) is a sort of cute good looking Nissan Leaf, with a French touch. Don't get me wrong; I think that the Zoe is a nice little car but, c'me on!

How can a professional journalist put the i3 and the Zoe on the same footing. How can you compare the past to the future? A car made of steel to the first mass produced car made of aluminum and carbon fibre?

I wish I were an engineer and be able to explain why and how a car with a CFRP body drives so much better than a conventional one. But I am just a linguist and you'll have to bear with my poor description : in the i3, you're just in control!

The rigidity of the thing makes you feel that there is nothing the car won't take. You feel light and super secure at the same time. If you don't believe me, just arrange your own test drive.

Considering the technology, range is unimpressive:

My take on that may sound unconventional.

More range would have been inconsistent with the concept of “great driving experience in a sustainable way”. If my average daily need is 40, why should I store in my car 4, 6 or even 8 times the energy and resources that are necessary?

In all fairness though, I must confess that I am still struggling with an instinctual range anxiety.

And this is where technology comes to the rescue. The amount of information that comes through the screens is just impressive. The dynamic range assistant, the Eco-route guidance, the graphics, everything has been thought and designed in order to alleviate whatever range fear that I still could have. And it works. On top of that, the resolution quality of the 10.2" screen (professional nav) is remarkable.

I know that there is a bit of controversy as to why BMW did not include a State Of Charge reading in the i3 as in the ActiveE or the Mini E. Since I never had the chance to drive an EV with a SOC, I guess that my point of view may be considered as neutral on that.

The i3 is an expensive high-tech toy for tree-hugging geeks:

Yes.

It is.

But it is much more than that at the same time.

It's a car.

With all the features, functionalities, looks, behavior, style, technology and feel of a great car.

And yes, it is electric.

So is my i3 living up to all of its promises?

Not quite all of them, for the moment at least.

In Belgium, some of the much anticipated 360° Electric services have not been fully rolled out yet. The Add-On-Mobility (Access or Alternate Mobility program as it is called on other markets) is still largely undefined and the ConnectedDrive services are having a bumpy debut. Nevertheless, the local BMWi team is working hard on it.

As far as the actual car is concerned though, I can happily report that I haven't found the least flaw yet.

My i3 is the second BMWi to have been registered in Belgium.

And I am very proud to be among the first owners.

2/5/14 EDIT:
Toni has had a few people ask him about the range since this post went up so he asked me if I could add these words to the post to cover what he has observed so far:

Hi, thank you all for the the nice words!

As for the range, I haven't pushed it to its limits yet. And I doubt I'll ever try to; I'd rather do away with my range anxiety in a non-traumatic way :)

Apart from the maximum range, I think you have to consider the "comfortable" range the car is giving you. By "comfortable" range, I mean the distance you can cover without ever bothering about modes, driving style or even outside temperature and this includes short highway portions. In the case of the i3 (BEV), my experience of the "comfortable" distance is ~62mi (100 km) on one charge. Remember that, within this range you can drive the way you want. Of course, this "comfortable" range can be jeopardized by a particularly aggressive and non-responsible driving. But, as far as I know, only anti-EV journalists are capable of driving this way.

If your daily commuting includes larger highway portions and/or represents between 62 and 80 mi (100 to 130 km), then I recommend using ECOPRO. Mind you, ECOPRO is not a sub-standard COMFORT mode. The car behaves much like it does in COMFORT mode with only slight differences. Most of them remain unseen by the driver. The only one you do notice is the max speed capping. This speed capping works much like a speed limiter on a conventional car, i.e. you can adjust it in the settings and override it by pressing the right pedal down to "full throttle" when overtaking or in case of emergency. For Europe, ECOPRO default setting is 110km/h (~68 mph).

If you really need to go much farther than 80 mi (130 km) on one charge in a consistent way, you'll probably have to master hypermiling techniques and accept that the ride may become stressing sometimes :)
In this case, I'd recommend going to for the REx version.

If you own an i3 and would like to participate in the Born Electric series here, you can email me at: tom.moloughney@gmail.com

XCAR Reviews The i3: The Ultimate Driving Machine?

Sunday, February 2, 2014 0 comments

There are dozens of video reviews of the i3 popping up now but this one seems pretty good so I thought it was worth putting up.

Later in the week I'll have another installment of the "I was Born Electric on..." series. This time we'll be traveling to Belgium to get some insight into how a new i3 owner there is feeling about living the electric life.

Global Crisis