What it is: The BMW i3 is a four-seater, rear-wheel-drive, purpose-built electric vehicle. The i3’s electric drivetrain, which is made of aluminum and carbon fiber-reinforced plastic to save weight, offers it, in BMW’s estimation, a range of up to 114 miles. The Nissan Leaf, Fiat 500e, Volkswagen e-Golf, and Chevrolet Volt are competitors.
BMW provides a two-cylinder gas engine as an option for the i3 to help alleviate the range anxiety related to electric vehicles. Instead of powering the wheels, the engine charges the lithium-ion battery to increase the range of the i3. updated for 2017 The i3’s anticipated driving range increases from 81 miles to 114 miles with a greater capacity 33 kilowatt-hour lithium-ion battery pack. The battery may be charged in around 4.5 hours using a new domestic charging station from BMW I using Level 2 service. There is now a power moonroof option. Important Standard Characteristics
- electric motor with 170 horsepower
- backwards-wheel drive
- both conventional back doors and front doors with a rear hinge
- Headlights and taillights made of LED
- automatic climate control
- Telescoping and tilting steering wheel
- front chairs with heat
- Folding backseat in half
- navigational aid
- Front airbags, antilock brakes, and an electronic stability system are required in every new vehicle.
In This Article...
BMW i3
W20K06U0 25 kW I2range extender, 647 cc Europe 9 L (2.4 US gal) In the US, 7.2 L (1.9 US gal) (2014-2016) In the US, 9 L (2.4 US gal) (2017+)
The BMW i3 is a BMW-made, high-roof, B-segment hatchback with an electric drivetrain that utilizes rear-wheel drive, a single-speed transmission, an underfloor lithium-ion battery pack, and an optional gasoline engine that can expand the vehicle’s range. The BMW i3 was the company’s first mass-produced zero-emission vehicle and was introduced under the BMW I sub-brand for electric vehicles.
The Richard Kim-designed i3 comes with a single five-door configuration, a CFRP (carbon fiber reinforced polymer) passenger module that is extremely lightweight and strong, and a lower aluminum module that houses the chassis, battery, drive system, and motor. Two smaller clamshell rear doors with rear hinges are included on the bodywork. The i3 had its concept premiere at the 2011 International Motor Show Germany, and Leipzig manufacturing of the vehicle started in September 2013.
From 2014 to 2016, it was the third-best-selling electric vehicle in the world; by the end of 2021, it had sold over 220,000 units globally. With over 47,500 units supplied until December 2021, Germany is listed as its top-selling market, followed by the United States with more over 45,000.
The 2014 World Green Car of the Year and 2014 World Car Design of the Year were both given to the i3, earning it two World Car of the Year Awards. The i3 won the first UK Car of the Year Awards for Best Supermini of 2014 and UK Car of the Year 2014, each of which came with an iF Product Design Gold Award.
The BMW i3 actually performs admirably in the snow.
The BMW i3 might appear to be terrible in the snow at first glance. It’s an all-electric BMW with rear-wheel drive, so its rapid torque may easily rip the rear tires off. It weighs about 2,800 lbs., which makes it relatively light and prevents it from pressing through the snow and into the pavement like heavier cars do. So it seems sense that the i3 is a little dicey during the winter. The small i3, though, isn’t all that horrible when the roads turn white, as this video from TFLC demonstrates.
In this video, a brief overview of the BMW i3 REx’s performance in the snow is shown when it is equipped with Bridgestone Blizzak winter tires. Winter tires are essential for all vehicles in the snow, especially rear-wheel drive electric vehicles, thus that last sentence is significant.
The tiny i3 is actually quite good in powder when outfitted with those Blizzaks. Acceleration is acceptable as long as you don’t pin the throttle, as said in the video, and it will really take off from a stop with little to no drama. The BMW i3 actually has good braking in the snow. Regenerative braking, which substantially slows down the wheels without actually engaging the brakes, helps the vehicle’s brakes, it is true.
The BMW i3 maintains a remarkable level of composure—even when trying to perform donuts in a deserted, wintry parking lot. You would assume it would slip all over the place and perform careless donuts. Though it struggles, the traction control of the i3 cannot be completely overpowered. That simply shows that the traction control on the BMW i3 will probably save your snowy electric butt if you do slide the car around in the snow by accident.
Overall, the i3 isn’t as horrible in the snow as most people believe. Even though the BMW i3 is rear-wheel drive, lightweight by today’s standards, and boasts quick electric torque, it is surprisingly capable in winter conditions—as long as you have the proper tires.
Battery Life, Charging, and Range
The Bolt EV’s 60.0-kWh battery and its EPA rating of 259 miles dwarf the i3’s 42.2-kWh battery pack’s 153-mile all-electric driving range rating. Similar to the Model 3, the Model 3 has a maximum range of 353 miles on its largest battery. However, only the i3 features a range-extension generator that starts when the battery’s charge drops below 5 percent and is powered by gasoline.
A RWD electric vehicle you’ll actually want is the BMW i3.
Ignore the fact that we have already seen it in the photos that were leaked last week. BMW officially unveiled the i3 and revealed all of its specifications, including CT-worthy numbers like 168 horsepower and 184 pound-feet of torque. That is 5lb.ft greater but 10bhp less than a Mini Cooper S. Being rear-wheel drive, it may be the first electric vehicle in production that can go properly sideways.
By plug-in automobile standards, it is also as light as Victoria Beckham’s breakfast. The basic electric i3 weighs just 1195kg thanks to a monocoque safety cell made of carbon fiber-reinforced plastic that BMW refers to as the Life Module, which also allows the vehicle to accelerate silently to 62 mph in 7.2 seconds. That’s accurate in the hot hatch region.
Regarding the i3’s appearance, the verdict is yet out. While some consider it to be novel and modern, others, including myself, believe that it appears to have been designed by mistake in a crushing machine. Check out the garish inside as well, which will first be amusing for about five minutes before you realize how awful it is. Fortunately, things don’t have to be that way.
The range-extender (REX) variant has also received more confirmation from BMW. At the back is a 650cc twin-cylinder German maxi-scooter engine that produces a mediocre 25 horsepower and 41 lb. ft of torque. It simply produces more electricity for the motor by drawing unleaded from a nine-litre fuel tank under the front bulkhead. At least you can believe you’re in a very quiet 911 thanks to the rear-engine, rear-wheel drive configuration. However, it is slower than a standard i3, taking 7.9 seconds to reach 62 mph.
The EcoPro+ driving mode, which restricts the electric motor’s torque and sets a speed restriction of 50 mph, allows the all-electric i3 to go 124 miles in ideal conditions. However, the range of an electric vehicle is extremely dependent on how you drive. The PS2000 more expensive i3 REX would boost it to 211 miles. similar to mother-in-laws.
The cost is the issue here. Before any options are added and after the British government provides you a discount of PS5,000, the i3 costs more than PS25,000. You really have to want one because it’s still approximately PS3000 more expensive than the brand-new Skoda Octavia vRS.
We were able to obtain video of one of the simultaneous global unveilings. If you want to see the covers fall off, skip to 22:25 rather than listening to lengthy PR blather.
How Effective Is The BMW i3 In A Snowy Winter?
Many BMW i3 owners are curious about how the electric vehicle would perform in the harsh winters of the Midwest or Northeast since the new BMW i3 made its U.S. debut this past Spring. Since the first i3 cars were delivered to European consumers this past winter, we went in search of a study that describes the driving conditions in the BMW i3 over the winter.
Meet this Swedish i3 owner who drove his electric car through a couple harsh winter months. Starting with some of the features of the i3 that make it a suitable winter car, such as the built-in heat pump, insulated heated batteries, and the ability to set heating preset periods or activate it immediately through an app, he goes on to describe his experience. The effective traction control system is also mentioned.
All BMW i3 vehicles sold in Sweden come equipped with a heat pump as standard equipment, but only the BEV (totally electric) type is offered. Due to the fuel tank and the tiny combustion engine taking up that area in the REx vehicles, there is no place for the heat pump.
Since a heat pump can save around 30% on energy and the display indicates that interior heating uses roughly 12 km every charge cycle, the heat pump should be able to extend the range by 5 to 10 km.
BMW has insulated batteries on the i3 and warms them to obtain the best energy in order to preserve the battery from the extreme cold temperatures occasionally found in the Midwest or Northeast. The insulation aids in cooling down the batteries throughout the heat.
However, even with all the insulation, temperatures have an impact on an electric car’s range. Low temperatures need the heating of the cabin, which uses more energy and reduces the driving range. The Nordic i3 owner claims that during the winter, you can expect to travel 80–100 km on a single charge (20–25 kWh/100 km) with the car in comfort mode, the heat on, and typical driving.
The owner questions whether BMW’s claim that a person should be able to go 130–160 kilometers on a single charge is accurate. “In my experience, you can easily travel at 12 kWh per 100 km if you switch off the heat and drive very cautiously. Then again, it is neither practical nor enjoyable.”
The i3 owners were thrilled with the vehicle’s handling and traction after driving it for an amazing 1000 kilometers in the winter.
“It should be challenging to drive a rear wheel drive with so much torque, yet it is not. The traction control mechanism is effective. Sometimes it slips a little bit in the back, but never to an uncomfortable degree.”
However, he had some difficulty with strong crosswinds that were audible inside the vehicle. We believe this was caused by the i3’s very light weight.
We will hear more about winter driving in the coming months from both the American i3 owners and our own BMW i3.
Specifications for Trim
The 2021 BMW i3 is available in two major versions, both of which, unusually for EVs, can be modified with a gas-powered range extender. The basic i3 costs $45,445 after the destination fee of $995. The cost of the i3s is $48,645, the i3 with Range Extender is $49,295 and the i3s with Range Extender is $52,495 respectively. Additionally, some vehicles are eligible for EV tax benefits, which might lower the cost.
An electric motor and a 42.2 kWh lithium-ion battery pack make up the i3’s electric powertrain, which generates 168 horsepower and 184 pound-feet of torque. The i3s’ motor produces 199 pound-feet of torque and 181 horsepower. The vehicles are rear-wheel drive and have a single speed transmission. Both devices can be fast-charged using AC or DC power.
BMW ConnectedDrive services, Apple CarPlay, USB inputs, Bluetooth, HD radio, SiriusXM satellite radio, a 6.5-inch BMW navigation display with iDrive infotainment, heated front seats, a rearview camera, parking sensors, and LED headlights are all standard on the i3. The i3 also has 19-inch wheels, dark cloth upholstery, matte silver interior trim, and 19-inch wheels. The i3s upgrades the suspension setup and adds 20-inch wheels. When the battery pack is five percent charged, models with BMW’s Range Extender system employ a two-cylinder gasoline engine to assist in recharging it.