BMW i3 drive review

We were surprised and impressed with the i3's pure agility thanks to its low weight

First previewed as a concept in 2011, the advanced electric-powered BMW i3 is the BMW i brand's first model. The contemporary four-seat hatch has progressed to the pre-production stage with North American sales set for March 2014.

The new i3 is also the first road-going BMW model to be based around an all-carbon-fiber body. For development, BMW forged a working relationship with SGL Carbon and established a state-of-the-art carbon-fiber weaving and curing facility at its Landshut factory in Germany, where the new car's structure is made.

BMW says using carbon fiber has helped achieve a low (for an electric car) 2,635-pound curb weight. This helps the car's performance potential because BMW could use a smaller-capacity battery than would have been possible with a more conventional steel monocoque construction.

Stylistically, the production i3 differs little from the most-recent concept. It is a modern-looking car boasting proportions like those of the Mercedes-Benz B-class but with a more contemporary look. With no B-pillars, the car uses front-hinged suicide doors, allowing excellent access to the rear seat.

Power comes from an electric motor mounted low in the rear axle -- a position allowing BMW to devote the space under the hood to improved crashworthiness. The synchronous motor is produced in-house at BMW's Munich engine plant; the company says it weighs just 287 pounds and produces 168 hp. As with all electric cars, the torque is what counts, and the motor's 184 lb-ft is 5 lb-ft more than what the Mini Cooper S' 1.6-liter four-cylinder turbo produces. The i3 is rear-wheel drive with a single-ratio gearbox offering three driving modes: comfort, ECO-PRO and ECO-PRO+.

BMW's weight-saving efforts are reflected in the official acceleration claims: 0-37mph in 3.8 seconds and 0-62 mph in 7.2 seconds -- on par with the Cooper S. Top speed is limited to 93 mph (flat out the motor is turning its maximum 11,400 rpm) to protect charge level and, thus, range. BMW says overall range could get as high as 118 miles ideally, adding 81 is more likely during cold temps and 100 miles in the summer months.

The carbon fiber structure helps to keep the weight down

If you are worried about running out of juice, BMW will offer an optional range extender: a modified version of the 650cc two-cylinder gasoline engine used in the company's CT650 GT motorcycle. The engine is mounted next to the electric motor in the rear and is strictly a generator to provide electricity to the battery; a 2.3-gallon fuel tank sits in front. So configured, the new BMW is claimed to provide up to a 186-mile range.

Samsung provides the 22-kWh, 507-pound lithium-ion battery used to power the electric motor. It has 96 individual cells mounted underneath the flat floor's entire length and width. The battery has its own air conditioning, keeping it at its optimum 68-degree operating temperature.

Recharging times vary dramatically depending on the charge available. BMW's own wall charger provides a full charge in six hours. BMW says a fast-charge station can charge the car from 20 to 80 percent in 30 minutes.

The i3 has a bespoke chassis claimed to offer 50/50 weight distribution. The front suspension is MacPherson struts with a five-link setup mounted directly to the electric motor's bell housing in the rear. According to the automaker, the 19-inch forged aluminum wheels and narrow 155/70 profile tires provide weight savings for less unsprung weight and low rolling resistance.

As on more conventional BMW models, there are a bunch of driving aids, including a DSC (dynamic stability control) system with DTC (dynamic traction control), ABS (anti-lock braking), CBC (cornering brake control), brake assist function, brake drying function and a hill holder.


What's it like to drive?

You step over the i3's substantial sills and sit high (for a BMW) for a commanding view. The seats offer little lateral support but are firm and have integrated headrests. There is no electronic seat adjustment and there won't be, even as an option, because BMW says it didn't want to use electricity that could be used for more range.

The layout inside is unlike any other BMW, with a heavily raked windscreen, deep dash, no center console and the flat floor. BMW insisted on covering parts of the interior on the prototypes we drove at its test track near Munich. We're told, however, that the production version will adhere to the most recent concept car's modern driving environment.

The main control is a pod extending from the steering column, housing the starter button, park mechanism and gear shifter -- forward position for D, middle position for N, backwards for R. There are also secondary controls between the front seats, including a new iDrive controller, the electronic parking brake and the drive mode switch -- the latter key to balancing performance and range.

Pressing the start button (no key) and nudging the gear lever forward feels new-world but also intuitive. There is a faint electric motor whine as we get underway, and one can hear the tires rolling on the pavement, but otherwise the cabin is quiet. In the first mile or two, the steering's directness gets our attention. The electro-hydraulic steering is related to the setup on the next-generation Mini, due to make its world premiere at the Los Angeles Auto Show later this year. The steering is nicely weighted considering the car was conceived mostly for urban driving, and also centers itself quickly. The front wheels don't channel any power -- this clearly helps.

Thanks to its low weight, the i3 offers instantaneous acceleration and entertaining pace up to and beyond typical city speed limits. All that instant torque is being delivered to the rear wheels and the car's acceleration is impressive, more so than a traditional gasoline or diesel car with roughly the same horsepower. Before you know it, you're backing off …

The default driving mode is comfort, designed to provide maximum performance up to 93 mph. The energy recuperation rate and trailing-throttle braking effect depend on the mode you choose. ECO-PRO+ is the most efficient of the three and provides aggressive stopping power. Back off the throttle in this mode, and the electric motor is used as a generator to collect kinetic energy -- so much so you rarely need more than a fleeting dab of the brakes to slow down.

The i3 looks to be am excellent city car with urgent performance, great handling and high refinement

In addition to having the most aggressive energy recuperation, ECO-PRO+ also limits top speed to 50 mph, reduces the A/C performance to save juice, and in combination with the nav system, will route you on roads with the best topography for the most range possible.

The strong acceleration, seamless power delivery and strong energy-recuperation system make us think the i3 will be a terrific city car. We've only driven it on a test track but can say it possesses all the likeable traits the earlier Mini E and 1-series ActiveE have, with more impressive performance, more range and a more commanding driving position.

The car's agility is actually the best part of the drive. Its lightweight body structure and lithium-ion batteries mounted low make for a center of gravity that, at 18.5 inches from the ground, is close to the Volkswagen XL1's. Combine this with rear-wheel-drive dynamics and the responsive driveline, and you have a truly engaging, fun drive. Throw the i3 into a corner and there's some body roll, but it builds progressively.

But we'll need more time behind the wheel on public roads before we can deliver any real ride-quality appraisal.


Do I want one?

You can't buy the i3 yet, but BMW is taking orders. U.S. deliveries are planned to start in March 2014. Pricing is yet to be announced, though officials suggest around a $40,000 sticker with the optional range extender adding another $3,000. BMW's CarNow program allows overseas customers to secure a conventional gas or diesel model for weekends, and the company is considering expanding that to the U.S.

If you're in the EV market, you know the limitations. The i3 is not a traditional family car; it's a practical and fun-to-drive alternative to today's city cars. If most of your driving is done in an urban environment and you have easy access to power, the new BMW is certainly well worth consideration.

BMW i3

Base Price: TBD

Drivetrain: 168-hp, 184-lb-ft electric motor; RWD, single-speed transmission

Curb Weight: 2,635 lb

0-62 MPG: 7.2 sec

Range: 118 miles (est)