BMW goes electric
vehicle in EV mode for 30km at a speed of up to 120km/h, but this remains a sportscar, and relishes to be driven like one. Flick the six-speed automatic gearbox into sport mode and the little threepotter fires up with a faint but distinctive thrum as it works in tandem with the electric motors to extract maximum performance. In this mode the batteries are rapidly being charged to ensure optimum performance.
The 0-100km/h time is claimed at 4.4 seconds, while the top speed is electronically limited to 250km/h. So, in a straight line it has the legs to keep up with most thoroughbred sportscars, but what of the engine sound and handling? Well, in the instance of the former the engineers have done a sterling job of making the engine stir your aural senses. Much like the M3 and M5, the engine note is piped into the cabin via the speakers, but there is a satisfying rumble from the outside under full load, too. This became apparent when Mark hoofed the i8 off the line at a traffic light as I was whizzing behind him in the i3.
Handling and roadholding are also noteworthy and, due to the lightweight construction, the model’s propensity for changing direction in a swift and incisive manner is something to behold. Even with the thin-by-sportscarstandards tyres (215/45/20 at the rear), cornering is a flat, nobody-lean affair that sees you carry speed into corners in a manner that would leave more conventional sportscars stupe- fied. The brakes are equally impressive and, due to the low kerb weight, they hardly ever faded during the test period. In my opinion, only the overly light steering disappointed with lack of feedback, which is rather more prudent around the dead centre position on initial turn-in into corners. Also, the rear seats are mainly for small kids, making this essentially a two-seater with some space for your case of Dom Perignon in the back.
That said, what BMW has achieved in the i8 is nothing short of magical and at a base price of R1,755,000, it sounds like an absolute bargain when considering the technological strides undertaken by the marque to reach this point. While there are other offerings on the market that one can consider at this price level, it takes little away from what the Bavarian boys have achieved here.
According to BMW, both models come with a standard five-year/100,000km maintenance plan, while the batteries have an eight-year/100,000km warranty, but it will be interesting to know what the replacement cost of these will be.
It is perhaps not surprising that Audi will in the near future make its e-tron technology available in SA to take on BMW’s i brand. In fact we can expect the next generation R8, scheduled to be unveiled at the Geneva motor show next month, to have an etron variant to square with the i8, which should make for an interesting and more accurate com- parison. While we petrolheads continue to relish the bellow of a V8, the warble of a V10 and the banshee wail of a V12, times are changing and the face of the sportscar will morph in the forthcoming years from its current state. Cars like the i8 signal the pressures manufacturers face to produce more efficient sportscars without compromising on performance and desirability.
While the novelty of fully electric cars remains, the lofty capital outlay and range anxiety are still the bane of the technology, not to mention our current state of electricity. Range extenders perhaps make better sense in the South African context where most individuals still commute vast distances between home and work.
Also, the fact that Eskom is simply not coping with the electricity demand could further stifle the uptake of these models. In addition the reality that the South African government does not incentivise the purchase of hybrid and electric cars, which would reasonably reduce the asking price, is yet another thorn in the side of such vehicles.
MARK SAYS:
Having driven the i3 at its international launch in Amsterdam in 2013, I was impressed at how the company managed to make it drive like a Beemer. The looks will not be to everyone’s taste and those doors are going to feel impractical to anyone who needs to load and unloads kids on the school run, but the rest is all BMW. The drive The rear of the i8, right, is one of the best designs in the business, and its interior is beautifully sculpted, below. Far left: Those doors on the i3 are going to become annoying after a while. is obviously different in that you have instant torque but that is one of the joys of an EV. As Lerato rightly points out, without government incentives and with the perception that Eskom cannot handle you plugging in an electric car when you get home to your dark house at night, it is going to be rather difficult to persuade people to part with their internal combustion engined vehicle and shell out for an i3 — a problem also made worse by the recent drop in the cost of fuel, of course.
The i8 is a different matter. It looks amazing and is unlikely to be the only car in the house. Trendsetters and early adopters with money to burn will jump at it but do not expect to see many on our roads — they will remain a rare sight, promising owners exclusivity. Again, it will be hard to persuade someone to buy one over a 911 or an Aston Martin, but if you already have one of those and want something very different, then the i8 fits the bill nicely. Fortunately, it has a real sportscar character to match those looks and it could be not just one of the coolest electric vehicles ever built, but one of the coolest cars, period.