Global Crisis

I have to say that overall I am very pleased with my i3. It's living up to what I had hoped it would be, and after a month of ownership I'm convinced it was the right electric vehicle choice for me. However that doesn't mean it's perfect. In fact it's far from perfect, but so is every other car out there. As much as I really love my i3, I can probably list a couple dozen things that I would have done differently. Listed below are some of the top things that I'm not particularly fond of.

I took this picture from an i3 display at the LA Auto Show. Somehow 100 miles turned into 82 miles once the production i3 was revealed.

The Range. So let's just get this out of the way now. I'm disappointed that BMW didn't deliver a real "100 mile" electric vehicle as they had been promising. The 81 mile EPA range on the BEV i3 and the 72 mile rating for the REx, falls a little short in my opinion. If the BEV i3 had an EPA range of 95 miles per charge or greater then I wouldn't have ordered the REx, and I think a lot of others share that opinion. I hope I'm wrong, but I believe this is going to hold back BEV i3 sales significantly. I think 82 miles falls just short of what many US customers will find acceptable for a premium electric vehicle.

Looks like the battery is 3 & 3/16th's out of 4 bars full. Wonderful.

No Proper State of Charge Gauge. When I first found out that the i3 wouldn't display the state of charge in numeric form, I was dumbfounded. Instead, the i3 state of charge display is just four bars that slowly erode as the range diminishes, and it displays the predicted amount of miles the car "thinks" you can travel. In other words, a Guess O Meter. When Nissan initially offered the LEAF, this is basically the same way they displayed the state of charge. Their customers complained so much, that after a couple years Nissan finally realized they made a mistake and added a proper state of charge display. I dedicated an entire blog post to this back in December of last year when it was revealed that the i3 wouldn't display the SOC. Still to this day I am in denial and refuse to believe it's not coming in a future software update. There is absolutely no logical reason for omitting it. It was simply a mistake on BMW's part and like Nissan they will indeed realize that and add it to the display at some point. I'm not saying they need to eliminate the bar system they have, just give us both and let the customer decide which they prefer to rely on.

Like the MINI-E before it, the ActiveE had a clear state of charge and battery temperature display. It's puzzling why both of these important features were omitted on the i3.

No Battery Temperature Readout. Like the state of charge gauge but to a lessor degree, this is a little puzzling. Maybe the majority of i3 owners might not really care what their battery temperature is, but I do and I know quite a few others who do too. It's further puzzling because both of BMW's beta test cars that I drove, the MINI-E and the ActiveE, had battery temperature displays. I like to see how well the thermal management system is performing, how hot the battery may have gotten while baking in the direct sun of a parking lot for a few hours, or how cold the cells are after parking outside overnight in the dead of winter. Knowing the battery temperature helps me know what to expect of the car performance-wise and can also help me to keep the cells from getting too hot in certain circumstances. The car knows the battery temperature, just provide that somewhere on a screen buried in iDrive somewhere and I guarantee many i3 owners will appreciate it.

When you are in "Glide Mode" the white bar is in the position it is shown here. As you use power the bar moves to the right (ePower) and if you are recuperating energy with regenerative braking, the bar moves to the left (Charge) of center.

Glide Position Difficult to Achieve and Maintain. BMW describes the i3's glide feature as such: "The BMW i3’s accelerator has a distinct “neutral” position; i.e. rather than switching straight to energy recuperation when the driver eases off the accelerator, the electric motor uses zero torque control to decouple from the drivetrain and deploy only the available kinetic energy for propulsion. In this mode, the BMW i3 glides along using virtually no energy at all." I've only had the car for a month, but it seems more difficult to find the glide (or coasting) position and then hold it, than it was on the ActiveE. A few years ago I was talking with a BMW engineer about this and I suggested there be a switch to turn off regen completely if the driver wished. I would prefer to do this on long, high speed highway driving where I want to coast as much as possible. I was told that they probably wouldn't offer such a switch to disable it because they would be worried the driver would forget they deactivated the regen, and possibly have an accident because they expected  it to engage later on. I still think this would be a good solution for maximizing efficiency by coasting at higher speeds.  

The kenaf deck in direct sunlight

You can see the reflection of the dash

Windshield Glare. The majority of the top deck of the dashboard is made of compressed kenaf fibers. The use of this material has garnered some criticism because some people think it looks cheap, and not worthy of being in a car made by a premium automaker. I actually like the look of it but what I don't like is that in direct sunlight I can see the reflection of the entire dashboard up on the windshield. After a few weeks I'm getting used to it and it isn't as annoying as it was when I first noticed it, but it definitely isn't ideal. The shiny kenaf surface does cast a pretty clear reflection on bright, sunny days.

No AM Radio. I like to listen to AM talk radio and I am a Mets fan (unfortunately). Mets games are only broadcast on AM so I was disappointed to find out that i3 doesn't have an AM radio. BMW spokesman Dave Buchko recently told Jim Motavalli the reasoning for excluding the AM radio was primarily due to interference from the electric motor: “We learned from our experience with MINI E and BMW ActiveE that the electric motor causes interference with the AM signal. Rather than frustrate customers with inferior reception, the decision was made to leave it off. HD Radio is standard on the i3 and through multi-casting, many traditional AM stations in key markets are available on secondary and tertiary HD signals.” I admit the AM radio in the MINI-E had really bad interference, so much so that I rarely listened to it, but it wasn't bad on the ActiveE. Other electric cars have AM radios and they don't seem to be all that bad. This is a little bit of a head-scratcher to me. I'm learning to live without it, but why should I have to?

Grooves like this in the pavement can be felt more in the i3 than in other cars. I believe it's because of the vehicles light weight combined with its narrow tires.

The Thin Tires Can Get Caught in Pavement Grooves. When roads are paved, unless they are narrow secondary or tertiary roads, they are usually done in multiple strips. This also allows the street to remain open with one lane of traffic flow at a time during the paving process. The problem is, the line where the two sections of the new pavement meet has tiny gaps and over time the road degrades with the help of water and ice and a groove develops. The i3's tires are so thin that they are effected by these grooves and uneven pavement more so than most cars that are heavier and have wider tires. It doesn't present a safety problem; the car doesn't lose any control, you just have to be cognizant of this and make sure you have a grip on the steering wheel when one wheel dips into pavement grooves - which is a good idea in any event. I also believe the very sensitive steering of the i3 adds to this sensation that the grooves are trying to steer the car for you. The i3 has very tight and sensitive steering. You only need to slightly lean in one direction or the other to make a turn, and it is something that takes a week or so to get used to. It has by far the most sensitive steering I have ever experienced on any car. The turning radius is also a freakishly-short 32.3 feet.

The Key FOB will open the front trunk, but not the rear hatch.

Key FOB Doesn't Open the Hatch. This is a minor complaint, and since my i3 has comfort access I can open the locked hatch just by grabbing the hatch handle as long as I have the key in my pocket. I would still prefer to have a button on the FOB that remotely opens the hatch. There is a button that opens the front trunk, which I will rarely ever need to open, I don't know why BMW didn't use that button for the rear hatch, or just add a button and have one for both.

Regen Braking is Less Aggressive. Before I start complaining, let me say that I've driven just about every modern electric vehicle and plug-in-hybrid and I believe the i3 has absolutely the very best regenerative braking system on the market. Telsa probably comes in second and the Volt, when driven in low mode, is right behind the Model S. BMW dialed back the regen on the i3 a bit, probably in the vicinity of about 10% when compared to the ActiveE. People who never drove the ActiveE or MINI-E won't understand what I'm complaining about because the i3's regenerative braking is still strong and very smooth. It can bring the car to a stop without using the friction brakes faster than any regenerative braking system on any other EV will. Still, I liked it stronger like it was on the ActiveE and MINI-E. I guess regenerative braking is like coffee. Some will prefer the Blonde Roast with cream while others want the Dark Roast served black. Give me my regen as strong as possible please. I recommended to BMW that they offer different regen settings and let the customer decide how strong they like it, but that didn't come to pass on the i3. It's still very good, and integrates seamlessly when decelerating, I would just prefer it a bit stronger.

When the car is locked the connector will not release, even when charging is finished

Locking Connector. While charging, the connector is locked to the car as long as the vehicle is locked. The connector cannot be released unless you unlock the doors, even when the charging session is complete. I've found this very annoying and so have many other i3 owners. The ability to lock the connector to the car should be configurable in iDrive, giving the owner options like "Unlock when charge is complete" and "Do not lock connector". Allow the owner to decide what works best for them. Many people like to share chargers, especially in EV-friendly California. These people will leave a note on their dashboard telling others it's OK to unplug them and use the EVSE once they have finished charging or after a specific time. The locking connector prevents any charger sharing unless you leave your vehicle unlocked, which is not a viable option in most circumstances. I can understand this locking feature would be necessary in Europe because the charging cables are not tethered to the EVSE like they are here in the US and this prevents theft. It seems BMW may have built the i3 for the European charging process and didn't consider the inconvenience it would cause for US customers. This is another feature I believe we'll see changed in a software update at some point in the future.

When I navigate this bend in the road by my house, the regenerative braking disengages. Since the road is also downgrade I find I have to use the friction brakes to keep from accelerating down the  hill. I didn't have to do that in the past while driving my MINI-E or ActiveE as both would allow the regenerative braking system to hold back the car during turns like this.

Regen Braking Disengages During Hard Turns. I'm a little surprised with the second complaint I have with the regenerative braking. While negotiating turns, the regen sometimes disengages which will give the sensation that the car is actually speeding up. Of course it isn't (unless you are going downhill), but when you are in full regen and it suddenly disengages, it does feel like the car is accelerating when if fact it just isn't being slowed down by the regenerative braking. During the MINI-E and ActiveE programs, I personally spoke to dozens of people who contacted me asking if my car ever suddenly surged ahead. What was happening with those cars was different though. If the regenerative braking system was operating and the car hit a pothole or a bump that caused the wheels to lose traction, the traction control would disengage the regen in an attempt to prevent the loss of control. When this happened, it would give the driver the sensation of sudden acceleration, especially when driving downhill. This was unsettling if you didn't understand what was happening and typically when this happened the owner would take the car to the dealer for service. The dealer would look it over and find nothing wrong and give it back to them. Frustrated, many of the drivers then contacted me to ask if anyone else had complained of this sudden acceleration problem. After explaining what was actually happening to them they understood what was going on. I would also caution them to always have their foot ready to press the friction brake when they were using regen to slow the car down, especially if they were approaching the car in front of them as they were decelerating.

BMW has indeed improved the whole traction control/regenerative braking system communication and the i3 performs much better than the MINI-E or ActiveE did when the tires lose traction during regenerative braking. However it now disengages during cornering, and neither of its predecessors ever did this. I can tell by how it's working that it isn't a flaw in my system, it was intentionally designed to do this, perhaps to prevent the thin tires from losing traction while negotiating hard turns. Again, it's not a problem as long as you know it's going to happen and you are ready to use the friction brakes if necessary. I've found it mostly happens while I'm taking a highway off-ramp that circles down under the highway overpass. It seems the speed I'm traveling combined with the sharp, constant turn is too much and the traction control preemptively disengages the regen in an attempt to prevent the loss of traction. I believe this is something the dealers need to communicate to the customer. It can be a safety issue if new i3 owners aren't prepared for it. Just like with the MINI-E and ActiveE, I'm certain there will be customers that believe there is something wrong with their car and will take it to the dealer for service. And just as I'm sure that will happen, I'm sure the service departments won't have a clue what the customers are talking about and will tell them they checked it out and car is fine. Unless the service manager happens to read this post ;)

I haven't had this happen to me, but a couple people have reported it.

Software Bugs and Various Glitches. There have been a number of various software bugs and other issues reported since the car launched here in the US about two months ago. For example, all of the i3s with the range extender option have had their check engine light (CEL) come on sporadically. Evidently there is nothing actually wrong with the engine, it's just a software bug and BMW has just released a patch to stop the light from coming on, but it's still not something you want to see on a new car. I've also heard of a couple people have their onboard charger fail, and a few others report that the car flashed a "Drivetrain Malfunction" warning. In the cases I've heard about, it just cleared itself and the owner was able to take it to the dealer to be checked and there was no problem found. Honestly I did expect there would be some initial glitches, and it's really too early to tell if these are isolated cases or if it's an indication that there are indeed going to be more problems to come. Other than the phantom CEL warning, my car has been perfect so far, but I'll be watching it closely and reporting on what I experience as well as what I hear from other i3 owners as time passes.

Minor Annoyances:
There are a few things that really don't bother me that much, but I know other i3 owners who have complained about these things:

The dangling plastic charge port cap seen here isn't really too high on my list of annoyances, but I have heard quite a few other i3 owners complain about it. I even know a couple that have cut it off.

1) Charge port plastic caps. After you open the watertight charge port door you need to remove a plastic cap before you plug the car in. It really doesn't bother me, but I agree it isn't the best solution. a spring loaded cover that flips over and snaps in place like the ActiveE had would be better. Is this really even needed though?

2) The adaptive cruise control system will sometimes disengage for no apparent reason. When it works, it's really a great feature, but it does have a tendency to disengage by itself. It seems like driving in the rain, in direct sunlight and going under overpasses give it the most trouble. I have used it a couple dozen times now and it has disengaged four times by itself. Not a big issue, but one that BMW will hopefully improve.

3) The "Door Ajar" warning light is very sensitive. If you don't close the doors pretty hard, the door ajar warning light will come on while you are driving. The doors aren't in any danger of opening, I just think the warning trigger is just too sensitive.

The one thing I didn't work in was to cycle back to Arne Duncan and his department's comment that rating higher education is "like rating a blender." If you think that the reliance on a corporation to provide education is an aberration, or just a nice thing with no consequences, I'd urge you to think again. 

Now that I've had my i3 for nearly a month, I'm starting to get a good feel for what I like and what I don't. My initial thought was to do one post with both the likes and dislikes at this point, but after assembling the lists, I realized I wouldn't be able to spend enough time on each topic if I did it that way. Therefore I decided I'd do two consecutive posts, with one for the likes and one for the dislikes. I'm tackling the easy one first, the likes:


Adaptive Cruise Control With Stop & Go: This feature is really useful. It's kind of like locking in on the vehicle in front of you with a tractor beam and letting it pull you along. I've found it great for both low speed and high speed driving and the car will even come to a complete stop and accelerate again once the car in front of you does. The only things that aren't perfect is I've found it sometimes leaves too large of a gap in between you and the car you are chasing (for safety reasons I guess) but that allows people to easily cut in front of you if they want to. Also, some times it disengages for no apparent reason and when it does that, the car goes into full regenerative braking mode, since you don't have your foot on the accelerator. It seems to do it more in the rain and also when approaching overpasses. Both could possible confuse the camera-based system. That is not an ideal situation by any means, and something I hope BMW will address with a software update in the future. If the adaptive cruise control does disengage by itself, the car should temporally suspend the regenerative braking until the driver touches either the brake or the accelerator themselves. 

This display appears when the adaptive cruise control system automatically disengages

Seating Position: Like many things in any "likes & dislikes" list, this is highly subjective. The seating position in the i3 is very high, and really "un-sports car like". It's actually like sitting in a mini SUV. I like this position and really like the outward vision you get in the car, with lots of glass surfaces and an absolutely huge windshield. The only thing I had to get used to was that you cannot see the nose of the car at all. The hood drops off so prominently, it's impossible to see it from inside the car. After a week or two I was past that though, and feel totally comfortable with not being able to see the nose at all.

The high seating position and the abundance of glass allow for a great outward view

Charging Rate: One of the advantages of having a small battery in your electric vehicle is that it will charge quickly, provided it has a robust onboard charger. The i3 is supposed to be able to accept up to 32 amps @240V which would be about 7.7kW. I haven't seen my charge rate quite that high, but I do seem to be pulling about 6.9kW from my home EVSE. That's good enough to refill a fully discharged battery in about 3.5 hours, or give me roughly 25 miles of range per hour of charging. My ActiveE took about 5 hours to fully charge when it was new, and then when BMW lowered the charge rate due to onboard charger problems, it was taking nearly 7 hours to fully charge. My i3 charges in about half the time it was taking my ActiveE and that makes such a difference for someone like me that does a lot of driving.

Charging at home. The quick charge rate has allowed me to drive 120+ electric miles in the same day without the need of the REx a couple times already.

Cargo Space: For the past five years I've been driving BMW's beta test electric vehicles which were converted gas cars. Both vehicles had severely compromised cargo areas because they were conversions. I use my car to run errands for my restaurant and I'm frequently picking up various supplies. The hatchback cargo area of the i3, especially with the seats down is so much more useful than either the MINI-E or the ActiveE was and I'm so happy to finally have a real purpose built electric vehicle. The battery packaging doesn't interfere with any of the passenger or cargo space, as it's located directly beneath the passenger compartment in one large aluminum case. As much as I liked my previous EV's, the fact that they were indeed conversions did limit their utility.

Delivering a catering order

Picking up some supplies

The Interior: If the unconventional exterior styling has some people scratching their heads, just tell them to open the doors and take a seat inside. The interior is stunningly beautiful, with well laid out instruments and more space than a car of this size ever deserves to have. The tall body and wide stance allows the i3, which is more than a foot smaller than a 1-Series to have nearly as much interior space as a 3-Series. The huge 8.8" center instrumentation screen is amazingly clear, and somehow doesn't have a glare problem as I feared it may. The seats are comfortable and the armrest is adjustable so you can set it at the height you prefer. There is plenty of space to store stuff with huge door pockets, each that will hold two beverage bottles. There are two cup holders between the rear seats and two cup holders in the front with a slot for another optional cup holder. In all the car has up to nine beverage holders. I thought German engineers didn't understand the American obsession to hold drinks in the car?

The "Tera World" interior of my i3

The Efficiency: The i3 is the most efficient passenger car available in the US. So far, according to the data I'm compiling it's nearly 25% more efficient than my ActiveE was. That means I'm using 25% less energy that the ActiveE which was a pretty efficient EV in its own right. I actually did a blog post last week on the subject of efficiency which you can view here.

If you can curb your enthusiasm for the instant torque, the i3 can be an extremely efficient machine

Comfort Access: OK, so this isn't really anything related to it being an electric vehicle, but it's the first car I've owned with this feature. You just walk up to the car with the key in the pocket and it unlocks when you grab the handle. Then get inside and just press the start button and it turns on. When you leave you just touch the door handle in a particular spot and it locks. The only thing I don't like about this, which will definitely be mentioned in my "dislikes" post, is the extremely loud beep the car makes when you lock or unlock the doors. It's ear-piercingly loud and makes everyone in the general vicinity look your way. Update: It was pointed out to me in the BMW i3 Facebook group that you can disable the beep which I just did. For those wanting to do the same, it's in Settings>Doors/Key>Acuoustic sig.Lock/Unlock. I believe the base model (Mega World in the US) doesn't have the beep feature, but Giga and Tera Worlds do, and you can disable it there.

The Range Extender: I was on the fence for a long time trying to decide whether to get the REx or not. Once it became evident the BEV i3 wouldn't have a real 100 mile range that I could depend on, the REx really became a necessary decision. I'd prefer having a 100 mile EV and a good robust fast charge network, but that will take a few more years, at least here in the North East. For now, the range extender concept works perfectly for me. When I first got the car I purposely didn't charge it so I could fully test the REx performance and it worked even better than I imagined. I did about two hundred miles of driving in REx mode, mostly highway driving at 70 to 75 mph and it was perfectly capable of maintaining the charge. I still haven't had time to really test it by overworking it until it cannot sustain the charge, but I will. The good news is that I'll have to actually try to do that, because it is definitely robust enough to do anything I'll need it to, and that includes 230 mile trips to Vermont. I drive about 30,000 miles per year, and I'm guessing I'll do about 1,000 miles with the REx running. The one great thing about the REx is not having to think about where I'm going in order to make sure I can plug in if I need to drive a little farther than planned. I believe in the near future the range extender won't be necessary, but with where battery tech and charging infrastructure is today, I believe it makes sense for a lot of people and will certainly help with the adoption of electric vehicles.

The i3's range extender sits next to the electric motor above the rear axle.

Collision Warning: Collision Warning with Brake Priming Function is activated at speeds up to 35 mph. It  is able to respond to both moving and stationary vehicles ahead, as well as to pedestrians. If you are rapidly approaching a vehicle or pedestrian, it offers a audible warning and "primes" the brakes so they are ready for the moment you depress the brake pedal. BMW claims this allows for shorter stopping distances. What I really like though is the audible alert. I've only had it come on twice so far and in neither time did it actually prevent me from having a collision, but I could definitely see it doing just that under certain circumstances (like distracted driving). It's definitely a neat safety device and one that I hope all cars have some day.

Hill Hold: If the BMW engineers that are responsible for the hill hold on the i3 are reading this I'd like to say something: Bravo! You nailed it! Electric cars will roll freely forwards or backwards like manual transmission cars do. For the ActiveE, BMW employed the same kind of hill hold feature like they do on their conventionally-powered cars. You needed to depress the brake pedal to activate the hill hold feature, and it would release in a couple seconds. It wasn't bad, but it wasn't perfect either. The i3 won't roll backwards at all unless you put it in reverse, and you don't need to depress the brake pedal to activate the hill hold, it just does it automatically. However it will roll forward to assist in your launch, which is the way it should be. The hill hold feature doesn't time-out, and holds the vehicle as long as you need it to. This seems so natural when you drive it, and now that I've experienced it I'm wondering why no other electric vehicle manufacturer has come up with this yet. I'm sure they will copy it though.

Soft Speed Limiter: This is another feature that I believe is unique to the i3 and is pretty innovative. Perhaps the biggest range thief with electric vehicles is excessive speed. The i3 employes a unique soft speed limiter to gently remind you that you are driving fast and perhaps you should consider slowing down to extend your range. There are three driving modes in the i3: Comfort (this is what the car defaults to) Eco Pro and Eco Pro +. There is no soft speed limit in Comfort mode, but while driving in Eco Pro and Eco Pro +, the soft speed limits are at 75mph and 55mph respectively. The reasoning behind this is if you are in comfort mode, you likely have plenty of range and aren't consciously concerned with extending it. However if you selected Eco Pro or Eco Pro +, you likely are concerned with how much range you have and are making an effort to maximize it. Since driving fast is very inefficient, the car coaches you a bit and "reminds" you that you may want to slow down. Here's how it works: When you reach the speed that the soft limit is set at (75 mph  for Eco Pro and 55 mph for Eco Pro +) the car will not exceed that speed, even if you continue to depress the accelerator. In order to go faster, you need to continue to depress the accelerator further and after a couple seconds it realized that you are aware that you're passing the soft limit but wish to do so anyway, and it will indeed accelerate. It actually takes off rather quickly with an abrupt burst of speed at that point, almost as if to say "Well you asked for it!" I really like this "coaching" feature. There have been plenty of times in my other EVs that I was driving on the highway and wanted to keep my speed down a bit to conserve energy but would find myself creeping up and driving faster than I wanted to without noticing it. With this feature, you really won't pass the soft limit without really intending to, you can't do it by accident.

When you activate Eco Pro +  mode, you get this display prompting you to keep your speed under 55 mph for maximum range. This lead some people to assume it meant the car wouldn't go faster than 55 mph in this mode, which is not correct.

Acceleration: I saved the best for last. The i3 is really a blast to drive. I have the REx i3 which is about a half a second slower than the BEV and have been timing myself from 0-60 in around 7.6 seconds. It's not Tesla fast, but it is a really a quick little car and is much faster and more fun to drive than my ActiveE was. The instant power in the 10 mph to 50 mph range is amazing and feels quicker than my Porsche Boxster did when accelerating at those speeds. This is indeed a fun car to drive, and drives so much better than anyone would expect just from looking at it.

Tailoring job listings to internal candidates is a well-known practice, and inside hires are not necessarily a bad thing. I hear people complain that this type of hiring leads to departments settling for known quantities instead of pursuing excellence, but that’s not really my sense of things. The pursuit of prestige-laden superstars marks much of what is wrong at the top echelon of academic hiring, in which a few people get marked as geniuses and soak up enormous resources that might be more equitably distributed among many merely brilliant scholars and teachers. My experience is that the academic world is filled with smart scholars and good teachers, and if you have one who is doing a good job with your students, it’s reasonable to hire her. 

What's unusual is to see the language come to adjunct land. It reflects, perhaps, the normalization of adjunct labor as a central component to the higher education landscape, demanding an organized response from all of us, as I have written before. Adjuncts are not "adjunct" to our universities.

Along with my interview, I talked about fatherhood in other contexts. I need to get better about marketing myself as a fatherhood writer, because today is apparently Father's Day and I am not doing anything professional. I did pitch a column that didn't get picked up, which is fine and normal, then did other things. The use of the word "marketing" and "myself" makes me deeply uncomfortable. I am a terrible capitalist.

I wrote about the "Dads are incompetent" theme in our culture and what it says, as well as a longer piece about parenting against the grain, "Just say no to pink." I got plenty of pushback on that one, probably deserved, for coming off as femme-phobic. I'll have to keep working on how to articulate my agenda and using "pink" as metonymy clearly won't work. It distracts rather than helps. Maybe "Princess-culture?"

Other pieces were:

• Crowdsourcing Tenure and Promotion rules about Public Engagement. Watch for  my Chronicle piece on the 23rd.
• I reacted to a great post from Alison Kinney on the way police attack female protesters by going for their breasts, both now and in history.
• And finally, a piece on professionalism and code-switching. I'd like to think teaching code-switching as a skill, a choice, is empowering, rather than pushing conformity. I respect the counter-argument though. 

After a recent 62 mile round trip I finished with a 5.0 mi/kWh consumption rating. I've never achieved such a low consumption rate on any other EV that I have driven. This translates to an astounding 200 Wh's per mile!

When the EPA range and efficiency figures were announced couple months ago, the i3 became the most efficient vehicle available in America. Here in the US, the EPA uses "MPGe" as its official efficiency metric to compare the energy consumption of alternative fuel vehicles. That stands for "miles per gallon equivalent", and unfortunately most people don't really understand what it means or how that really translates to what the vehicle will cost them to operate. The consumption rate, or how many miles the car will travel on one kilowatt of electricity, (mi/kWh) is a metric that I, and many other electric vehicle owners prefer to use.

i3 BEV EPA ratings

Wikipedia describes the MPGe rating as follows:
"The ratings are based on EPA's formula, in which 33.7 kilowatt hours of electricity is equivalent to one gallon of gasoline, and the energy consumption of each vehicle during EPA's five standard drive cycle tests simulating varying driving conditions."
The BEV i3 received a combined (city and highway) MPGe rating of 124 miles and the i3 REx (like I have) achieved a combined score of  117 miles. I'm not a huge fan of this rating system because all it really does is compare the efficiency of my car to the energy in a gallon of gas. One of the problems with that though, is gasoline engines are very inefficient, and only around 25% of that energy is harnessed to propel the vehicle. The rest is simply wasted. The MPGe metric isn't completely useless though. It does offer a standard rating system to compare all electric cars side by side, and it also calculates the energy use of the vehicle including the charging losses, meaning it is a true "wall to wheels" energy rating. So for a comparison tool, it has its merits.

Two days of combined driving with no real effort to drive efficiently at all. About 60% highway @ ~70mph and 40% secondary roads, with the air conditioning on the entire time and driving in comfort mode.

I've only driven about 1,500 miles so far, but I'm seeing energy consumption figures that I have never achieved on any other electric vehicle that I have driven (And I've pretty much driven them all by now!). Overall, I'm averaging about 4.5 miles per kWh and can easily attain 5 miles per kWh if I make an effort to. Five miles per kWh translates to an extremely low 200 Watt-hours per mile! For comparison, I averaged about 3.6 miles per kWh in my ActiveE under the same driving conditions and ambient temperatures under which I have been driving my i3. I had to really try hard to average 4 miles per kWh with the ActiveE, and with the i3 I would have to intentionally try hard not to do so. Based on the EPA figures I knew it was going to be a tremendously efficient car, but seeing it first hand has been an eye opening experience.

I'm sure I can push the consumption rate up to around 6 miles per kWh if I drive in Eco Pro+ mode, watch my speed and use the regenerative brakes to their full potential. But for now I'm having too much fun getting to know the car. Mashing the accelerator and feeling the instant torque every now and then is difficult to refrain from, but at some point I'll do a real efficiency test and see how low I can go. Now that I've had the car for about a month, I'm starting to get some followers message me ask what I like and don't like about it. I just want to say I have indeed been compiling a "likes and dislikes" list and I have just about enough info for a comprehensive initial review. That will most likely be the next post here so stay tuned. :)