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Mike Sinclair13 Nov 2014
REVIEW

BMW i3 2014 Review

Available in both all-electric and extended-range plug-in hybrid versions, BMW's i3 is the most convincing EV yet to go on sale Down Under

BMW i3 BEV and i3 REx

BMW’s view of ‘future premium’ for the city, the i3, is offered in both pure-electric and range-extended plug-in hybrid versions in Australia. And though the price of entry is steep, starting at $63K, there’s little doubt this is the most convincing electric car yet. Innovative looks, clever packaging and a great, futuristic interior with better material quality than its $300,000 super-coupe i8 stablemate combine in the i3 with drivability and excellent performance to create a green car you’ll actually want to own.

It’s far from faultless, but there’s little doubt in my mind that in the i3 BMW has built the most convincing EV yet to be sold Down Under. Better even than the same marque’s beautifully styled but too expensive i8 plug-in hybrid coupe, which is also under finished and not fast enough.

Decent real-world EV range, a fuss-free (and range anxiety-free) range-extender version and efficient packaging for four plus luggage are just part of the i3’s appeal. These combine with quirky but cohesive styling and a genuinely innovative cabin, crafted with beautifully fresh and tactile materials, to create a green car that has appeal in its own right — albeit to a well-heeled group of shoppers.

When the i3 officially goes on sale in Australia next week (November 21), the price of entry will be steep — $63,900 not including on-road costs. That’s for the BEV (Battery Electric Vehicle) variant that charges in 11 hours from a normal 10amp household plug or about half that time if you buy the special fast-charging system from BMW (at a cost of between $1500 and 1750 plus installation).

An empty battery will cost you less than $3 to charge if you opt for green power, providing a driving range of between 130 and 160km in normal use, says BMW. Opt for the ECO PRO+ mode, which limits performance (and kills the air-con), and that could stretch as far as 200km, says the car-maker.

The 125kW/250Nm BEV version has a top speed of 150km/h in its highest performance mode and accelerates to 100km/h in 7.2 seconds — about as fast as a MINI Cooper. More important is the car’s roll-on performance, which is vibrant. The single-speed 1195kg i3 takes less than five seconds to accelerate from 80 to 120km/h, says BMW — comparable in performance to a 335i.

As our road test on engaging 'racer' roads around Canberra showed, overtaking performance two-up is lively and a 130km/h-plus cruise would be comfortable if the law allowed it. Slow the i3 is not.

The i3 REx (for Range Extender) adds a 650cc twin-cylinder scooter engine coupled with a generator to the mechanical packaging, and (with a full battery) promises to double the vehicle’s range to between 240 and 300km -- even though the fuel tank that’s also added is lawnmower sized at just 9.5 litres.

Unlike most other hybrids, the engine plays no role in moving the car, save to charge the batteries. In future versions this spark-ignition engine may be replaced by a fuel cell.

It's the REx version in which we spent most of our time – albeit with the engine switched off for much of it. Priced at another $6000 ($69,990), it will command the lion’s share of i3 sales Down Under — at least for the initial couple of years on sale, says BMW Australia.

Blame the conservative nature of Aussie buyers — BMW’s worldwide research suggests that in fact the BEV’s 130km minimum easily betters the real-world range needs for 90 per cent of city consumers.

The i3 BEV has an official fuel consumption rating of 0L/100km, while the range-extender model uses 0.6L/100km on the NEDC testing cycle. That’s a made-up number, of course. By definition, if your full battery charge and 9.5 litres of fuel gets you 300km, as BMW claims, the effective fuel consumption is around 3.0L/100km.

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Aussie i3s buyers have the choice of three models: Loft or Lodge as standard, and up-specced Suite.

Even the ‘base’ grades are heavily equipped (see below) — and although the Loft's mix of ‘tweed’ style woolen upholstery and leather touch points are just a little too reminiscent of a teacher's sports coat for my liking, I’d argue the cabin (strictly a four-seater) is a significantly positive step-change for the auto world.

It's light and airy and visibility is OK (I'm not a huge fan of the thick A-pillars which require an extra look when driving around town), but the combination of a flat floor and a rethink of screen and controls give the i3 cabin a very fresh look.

The i3 also delivers new materials to the ‘pallette’. The door cards and selected interior panels, for instance, are made from kenaf — the product of a cotton-like plant. It might sound too hip for its own good, but its appearance and texture works.

Real timber (from renewable forests, of course) also lends an almost Scandinavian 'air' to the space and contrasts the high tech.

As in all BMW i cars, there’s even glimpse of the car’s signature carbon structure in the door frames and barn-door sized side opening (For more details of the 'modular' LifeDrive underpinnings of the car read our international launch review).

BMW says it's employed lessons learned in the MINI Clubman's paired 'Club' door arrangement. Certainly the set-up provides reasonable access to the generously proportioned rear seats.

Many drivers will appreciate the X3-proportioned H-point (hip-height measurement). It's a neutral positioning – it seems you neither climb up or down into the i3.

The Lodge interior features no animal derived materials for the vege-vegan set. Opt for the top-spec Dalbergia Brown leather Suite (tanned with olive leaf extracts and an extra $2000!) and the effect is one of real luxury. It's the PHEV equivalent of a meat-lover's pizza with the lot.

Standard equipment on the i3 range includes 19-inch alloys in a choice of two designs, front and rear parking radar and auto parking, reversing camera, sat-nav, Jetson-style low-speed warning system, digital radio and quality audio system and LED lighting.

Options include driver assistance and safety packages ($2200), full LED lighting ($1400), roof glazing ($2920) and dress-up items including 20-inch wheels. Our tame BMW dealer told us the six or so i3s he's already sold all hit the road at closer to $90K than $63K. It seems early adopters are ticking most of the boxes.

In addition, all i3s come with an inbuilt SIM card providing access to a suite of BMW ConnectedDrive services. There also a BMW i Remote smartphone app which offers a range of remote services including battery charge information and cabin/battery pre-conditioning.

But ultimately it’s the drive that sets the i3 apart from other EVs – at least the crop to date.

Heavy regenerative braking makes the i3 effectively a one-pedal car. Once you're familiar with the characteristics of the drivetrain, it's only hard or emergency braking that really requires the brake pedal.

Push the start button, select Drive on the right-hand steering column mounted drive control and depress the throttle and you're moving. Acceleration is spritely and seems to build rather than wane as you approach extra-urban speeds.

Lift the throttle and the car slows quite strongly as the regenerative system works via the rear driving wheels. It changes the way you 'plan' your moves in traffic, which in its own right probably adds to the efficiency of the vehicle.

The one hiccup is in corners – and the i3 is lively enough to be fun to drive on a 'proper' road. As the brake energy regeneration system works only on the rear wheels, as you apply any steering lock the stability control system 'tells' the computer to tone down the system, in effect lessening the braking effect lest it affect stability. This translates into a feeling the car is accelerating into the corner, which can be disconcerting to say the least!

BMW explained the characteristics as such: "The exact percentage [of braking reduction] is not pre-fixed but varies depending on specific driving situations according to factors such as the speed of the vehicle, the slope of the hill, the steering wheel angle and the turning-speed of the steering wheel as well as on the surface and condition of the road."

It's not a deal-breaker but it's one indication that we are at the very start of the development cycle of this new type of vehicle. No doubt the effect will be tamed as BMW's i-cars evolve.

The majority of the i3's manners, however, are in keeping with the badge it wears. Steering is light but accurate and direct, and ride quality is better than in most current BMWs. I expect this can be optimised even further with softer springs and dampers given the very low centre of gravity of the i3 (its batteries are in the floor pan).

BMW Australia says the arrival of its new i3 battery-electric and range-extended city-car models will recharge Australia's moribund EV market. It contends that its focus on the i3 and i8 will bring consumer focus back to the space. Variously, company insiders say they have: a) no sales expectations for the cars; or b) clear targets of around 15 units per month.

Initially, at least, only a limited number of BMW dealers will be able to sell or service the i-cars, so that will limit the market penetration of both BMW i models.

What won't limit sales is the drive experience or presentation of the i3. This is a vehicle of substance and quite some character. When it's $20K cheaper they'll sell a bucket load…

2014 BMW i3 REx pricing and specifications:
Price: $69,900 (plus on-road costs)
Engine: 360-volt electric motor, plus 0.65-litre twin-cylinder petrol engine
Output: 125kW/250Nm
Transmission: single-speed automatic
Fuel: 0.6L/100km (NEDC combined, see text)
CO2: Not given
Safety rating: Four-star (Euro NCAP)

What we liked: Not so much:
>> Effective electric range - with no range anxiety >> Re-gen foibles in corners
>> Cabin materials and design >> Rear camera view and parking guides
take some familiarisation
>> Decent ride and handling >> High cost of entry

Also consider:
>> The planet…

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