BMW I3 — THE VERDICT
After 60 days with this 2015 Bimmer, it’s a reluctant goodbye
We’ve had 60 days to experience what many believe is the future of motoring — the 2015 BMW i3 Range Extender ( REX) electric car.
As the German automaker’s first pure- electric production vehicle, the i3 compact hatchback ( starting at $ 47,395, including freight and predelivery inspection fees) is the tip of the wedge for BMW’s all- new i brand, which also has the i8 ($ 152,095) plug- in gas- electric hybrid 2+ 2 sports car. Both vehicles represent a whole new way of building, marketing and selling cars.
The little four- passenger, i3 veers hard from the norm with rear- wheel drive, a plastic-panel-wrapped carbon fibre and aluminum structure, creatively designed interior and, in the case of our i3 Range Extender ( REX) tester, up to 130 kilometres of gas- free driving and about another 90 km using a small, gasoline motor to charge the batteries.
We wanted to go beyond the typical weeklong test drive with our review. What would the i3 be like as a daily driver — from the driver’s seat and as a people- and-stuff hauler? How easy would it be for BMW’s futuristic electric car to cope in today’s immature electric- charging infrastructure? And is “the future of motoring” all it’s cracked up to be?
Any car wearing BMW’s flying blue propeller logo and twin-kidney grille is expected to offer a premium driving experience, no matter what’s under the hood. And over the course of our two months with the i3 REX, the small electric vehicle ( EV) did not disappoint.
Combined with its lightweight body, the i3 REX electric motor’s 170 horsepower and 184 poundfeet of torque serenely zips the small car to 100 km/ h in a relatively quick 7.9 seconds.
The i3 REX nips in and out of traffic like a four- wheeled scooter, with quick steering that gives more feel than most front- drive compacts. And even with relatively narrow ( low resistance) tires, the i3 has plenty of grip.
Although the i3 goes like a 3 Series sedan, the way it stops needs some getting used to. The i3’ s regenerative- energy brakes decelerate so quickly the car can slow all the way to a stop by simply lifting your foot off the throttle. In town, you can essentially drive with only one foot on the accelerator, letting the re- gen brakes slow the vehicle down at stoplights and corners.
If the i3 mimics a regular BMW when it comes to driving characteristics, the EV’s cabin is truly unique. And after eight weeks, we think it’s for the better.
For starters, the i3’ s carbonfibre upper body allows for better visibility and more available space than comparably sized compact cars or crossovers. There’s plenty of glass to see out, and the flat floor allows for some unexpected extra storage space between the front seats. While cargo space behind the rear seats is not deep, the result of the rear placement of the drivetrain, we often folded the rear seats to easily fit golf clubs or ringette equipment bags.
That said, the use of rear- hinged rear doors on the i3 seems more like a gimmick than a solution. Having to open the front doors before the rear is a pain.
But BMW nails it with the architecturally inspired design of the i3’ s cabin. The pair of large, “floating” digital screens handle the majority of the functions and give the car a futuristic yet functional feel.
It was easy to forget the i3 REX was being powered by electricity only. But after two or three days of urban errand running and trips to the outer edges of suburbia ( instead of the week or so between fill- ups for our family’s gas- powered Audi Q5), the need to find some place to plug in the i3 would arise. Which is why having a Level II home charging unit is almost a “must have” for such an electric car. The BMW-branded unit enabled charging the i3 whenever it was not in use, and could be programmed via a smartphone app for less- expensive off- peak electricity rates.
My work- at- home status, Ottawa’s relatively small geography, and not using the BMW as our family’s primary mode of transport meant we drove the i3 REX only 1,342 kilometres. The maximum distance on one charge was 102 km. On average, the car consumed 15.8 kWh/ 100 km, which is just below the 16.0 average other BMW i3 owners achieved, according to info provided by the BMW i app. The app also said the car recuperated 5.3 kWh/ 100 km on every trip, on average. And we would also have “saved” 253.2 kilograms of CO2 if our electricity had come from 100 per cent renewable energy sources ( 43 kg if from conventional energy) compared to a comparable gas- powered car.
As much as BMW has tried to maximize the i3’ s driving range, any EV owner looking for power away from home still faces hurdles due to Canada’s immature recharging infrastructure. That means if we wanted to make the 450- km drive from Ottawa to Toronto in the i3 REX, after the batteries ran out about halfway, we could either seek out a Level II charger for a two- hour recharge or continue on the range extender engine — 90 km at between fill- ups. Possible, but not very convenient if the i3 is your only vehicle.
With its exotic- material body, stylish interior and cutting- edge powertrain, even at its $ 60,195 as- tested price, the 2015 BMW i3 REX delivers supercar technology for the price of a mid- size luxury sedan. Its quiet, roomy, stylish and functional interior is much more relaxing to be in than the typical compact car.
However, we think more conventional exterior styling, a larger fuel tank for the REX option and a rethink of the sidedoor design would broaden the BMW EV’s appeal.
For buyers who can’t wait for the future, the 2015 BMW i3 REX is available right now.