Purpose-built design
The i3, the first of BMW’s “i” cars, is a project that started 5 years ago with a clean slate.
The first elements in the creation of the car were volume and shape. The critical one was the car’s small footprint as it is an urban vehicle. The second was a large “monospace” interior. Both have been achieved and, importantly, in a handsome package.
The design of the car is clearly just as crucial as everything else related to it. The 2014 BMW i3 was born electric and therefore no rules were set or compromises made in its design. The only “must” was rear-wheel drive, as with any real BMW, which this is.
As is the case with most dedicated EVs, the battery is located in the centre of the car and is actually part of the structure. This fairly large battery is weighty at nearly 250 kgs (550 lbs) and this was a key motivation in exploring the possibility of using the once-supercar-exclusive CFRP. The use of CFRP in the i3 saved approximately 300 kgs (660 lbs), easily offsetting the heft of the batteries.
Truly, BMW thought of just about everything. The drive module and batteries are easily separated from the chassis of the car thus allowing for new more efficient/powerful battery installation in the future.
BMW’s role in the EV race
Could it be that because BMW are making such attractive products, forward-thinking products, that they are so successful?
Will the same be said for the i3? It is ushering in a new era of efficiency/sustainability and will surely be a hit with early adopters. However, will its pricing be a deterrent? Its styling? Will Tesla’s hipster status hinder BMW’s luxury brand standing and therefore drive away potential buyers? There are many questions when it comes to this type of product and whom it targets.
The i3 will not be a compromise-laden driver. It will be a true BMW and be an Ultimate Driving Machine -- the EV version, granted.
Although BMW says that the “i” cars will be profitable, which is doubtful at least in the beginning, the investment will not be lost, as with the Audi R8 e-tron. Some of the technology developed for the i3 and i8 may find its way into future BMW products. For the moment, the “” cars are the only ones
For the buyer
BMW realizes that range anxiety is the No.1 reason to not consider the purchase of an EV. Thanks to BMW’s 360° Electric program, all worries are put to bed.
This approach encompasses four steps to make ownership experiences as flawless and seamless as possible.
The program entails: home charging; public charging; Flexible mobility (where owners have access to other BMW cars when long-range driving is required); and Assistance services through their smartphones such as monitoring battery status, and more.
As well, purchasers of the 2014 BMW i3 can opt to have a range-extender engine. Its job is to maintain the lithium-ion battery’s charge at a constant level once it drops below a specific mark. Range then climbs from a maximum of 100 miles up to 180 miles (160 km to 288 km).
The BMW i3
Is history being made? It could be.
The future will tell, however, if the efforts and technology put towards this were worth it. The energy BMW has put behind the “i” cars point to the fact that they have no intention of failing.
If anything, this will help BMW cope with the 2020 fleet average emission targets set at 4.1L/100km of petrol or 3.6L/100km of diesel or 95 grams of CO2 per kilometre (g/km).
The i3, the first of BMW’s “i” cars, is a project that started 5 years ago with a clean slate.
The first elements in the creation of the car were volume and shape. The critical one was the car’s small footprint as it is an urban vehicle. The second was a large “monospace” interior. Both have been achieved and, importantly, in a handsome package.
The design of the car is clearly just as crucial as everything else related to it. The 2014 BMW i3 was born electric and therefore no rules were set or compromises made in its design. The only “must” was rear-wheel drive, as with any real BMW, which this is.
As is the case with most dedicated EVs, the battery is located in the centre of the car and is actually part of the structure. This fairly large battery is weighty at nearly 250 kgs (550 lbs) and this was a key motivation in exploring the possibility of using the once-supercar-exclusive CFRP. The use of CFRP in the i3 saved approximately 300 kgs (660 lbs), easily offsetting the heft of the batteries.
Truly, BMW thought of just about everything. The drive module and batteries are easily separated from the chassis of the car thus allowing for new more efficient/powerful battery installation in the future.
 |
| Photo: Mathieu St-Pierre |
BMW’s role in the EV race
Could it be that because BMW are making such attractive products, forward-thinking products, that they are so successful?
Will the same be said for the i3? It is ushering in a new era of efficiency/sustainability and will surely be a hit with early adopters. However, will its pricing be a deterrent? Its styling? Will Tesla’s hipster status hinder BMW’s luxury brand standing and therefore drive away potential buyers? There are many questions when it comes to this type of product and whom it targets.
The i3 will not be a compromise-laden driver. It will be a true BMW and be an Ultimate Driving Machine -- the EV version, granted.
Although BMW says that the “i” cars will be profitable, which is doubtful at least in the beginning, the investment will not be lost, as with the Audi R8 e-tron. Some of the technology developed for the i3 and i8 may find its way into future BMW products. For the moment, the “” cars are the only ones
For the buyer
BMW realizes that range anxiety is the No.1 reason to not consider the purchase of an EV. Thanks to BMW’s 360° Electric program, all worries are put to bed.
This approach encompasses four steps to make ownership experiences as flawless and seamless as possible.
The program entails: home charging; public charging; Flexible mobility (where owners have access to other BMW cars when long-range driving is required); and Assistance services through their smartphones such as monitoring battery status, and more.
As well, purchasers of the 2014 BMW i3 can opt to have a range-extender engine. Its job is to maintain the lithium-ion battery’s charge at a constant level once it drops below a specific mark. Range then climbs from a maximum of 100 miles up to 180 miles (160 km to 288 km).
The BMW i3
Is history being made? It could be.
The future will tell, however, if the efforts and technology put towards this were worth it. The energy BMW has put behind the “i” cars point to the fact that they have no intention of failing.
If anything, this will help BMW cope with the 2020 fleet average emission targets set at 4.1L/100km of petrol or 3.6L/100km of diesel or 95 grams of CO2 per kilometre (g/km).
 |
| Photo: Mathieu St-Pierre |
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