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      07-09-2013, 08:58 PM   #1
djej
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Post First BMW i3 drive reviews (Top Gear, Autocar, Whatcar, Edmunds, Drive.com)

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TOP GEAR FIRST DRIVE

TG grabs a ride in BMW's rear-wheel-drive i3 electric car. Is this the future of cars?

http://www.topgear.com/uk/car-news/b...ive-2013-09-10

One day, the idea of cars driven by electric motors will become routine. After all, diesels were once a novelty, and so were turbos. We've just had a drive in a BMW i3 – visually disguised, but the real thing in the way it behaves – and it feels so incredibly natural that you rapidly fall for the idea that electric drive should be an idea that nobody questions.

After all, if you were on the ground floor and wanted to get to the 21st, would you want a lift powered by petrol? One that changed up a gear as it passed the 14th floor, and changed down again on the 19th? Nope, for smooth and silent movement, electricity is the way to go.

The i3 proves that for a car that ducks and dives around a city or cruises at dual-carriageway speeds, electricity can feel like a beautifully appropriate power source.

Of course, the lift is attached to the mains by a cable. A car doesn't have that luxury (unless it can replace the mains by an onboard generator such as a range-extending engine or a fuel cell). So range for a battery car is a huge issue. The BMW has some mighty clever tricks to extend its range. Most of them revolve around lightness and reduced resistance to the air, and so you feel them the moment you drive.

Getting going is blissfully simple. A little horizontal drum sprouts from the steering column, with biggish rocker switch marked D-N-R, plus a button (start-stop) and another button (park). Funnily enough the engineers call that rocker switch the 'gearlever', even though it's not a lever and it does nothing to do with gears. All it does is switch the motor to run forwards or backwards. The transmission is a fixed single-speed reduction gear between the motor and the diff.

Assuming you want to depart forwards, you just press the start button, switch to D, and apply some accelerator. With utter smoothness, you roll away. There's a distant synthesiser hum of the loudspeaker that warns pedestrians and cyclists of your motion, but barely any of the mechanical whines or electrical buzzes that most EVs can't help emitting. Even in its first few metres, you're struck how BMW had made the i3 sound refined and premium.

It's ruddy sprightly too. That's the lightweight part coming home to roost. With a high-torque 170bhp motor and a power flow uninterrupted by gearchanges, it's at 62mph in 7.2 seconds. The addictive thing is the instant and proportional answer you get whenever you twitch your right foot. The same applies when you lift off, too. There's strong regenerative braking from the motor even before you touch the brake.

Actually the motor braking, and the ability it gives you to drive with one pedal, is slightly less powerful than it was in the Mini E that BMW used to prove out the motor and batteries. That's because the i3 is RWD, and if they gave it such powerful regenerative braking on the rear wheels it could actually get unstable on a slippery road.

Top speed is limited to 93mph because energy use rises sharply after that. Besides, rating it for more speed would probably need heavier brakes and cooling, which would dent efficiency at normal speed.

It looks tall and the ride is supple, yet it rolls and pitches amazingly little, because so much of the weight is low to the road. The steering is pretty quick, so it's possible to wind in some sudden changes of direction, and the car accepts them without getting upset. The front end feels light and biddable. Of course the thin tyres don't hold on for ever, and it's set up to understeer if you go in too fast.

Sure it's rear-drive, but it's not about oversteer. Rather, the benefits of RWD are the pure steering and the excellent traction. And also an astoundingly tight turning circle, another feather in the cap of a car that'll be driven a lot in cities.

Speaking of which, the high driving position and great visibility are also feelgood assets for threading yourself among tight traffic. And for parking, you'll be glad it's supermini-short. But there's decent room for four people inside.

And what a lovely cabin. BMW has used the i project to invent a whole new design language, of spare, ornament-free surfaces and reduced bulk in the dash and seats. It feels extremely modern and calm, but high quality.

They wouldn't let us show it to you today, though. But the i3 Concept Coupe is basically a two-door version of the production car, and has the production interior pretty much unaltered.

Before you criticise the cars in the picture as looking like a telephone box, be aware of the effect of the disguise. It covers up the nicely jewelled lights, and the clever aero detailing in the rear of the body. It also masks the kink in the beltline behind the front doors, which gives a strong individuality and sense of movement to the profile.

The real thing will be unveiled later this month, by the way, so it's not long to wait.

The design is aimed at making it look light and aerodynamic because that's what it is. By inventing new ways of making and moulding carbonfibre relatively cheaply, BMW has been able to use a carbonfibre structural bodyshell sitting on a punt-shaped extruded aluminium chassis. That's a great basis for cutting the kilos. This means the battery can be smaller for a given range, which itself cuts more weight. And a lighter battery and body means they can use lighter suspension and wheels and brakes.

Result is it's just 1200kg. A Nissan Leaf is over 350kg more, and less powerful, and takes 11.9 sec for 0-62, and has a lower range. No-one's expecting the i3 to be cheap, but it gives you more for the extra money. The i3's range is, they insist, 80 to 100 miles depending on how you drive, and how much you use the power-limiting eco modes.

If that's not enough, they have a £2000 get-out-of-jail option, a tiny range extender module. This packs a two-cylinder 650cc petrol and generator in a vacant space next to the motor under the boot floor, and a 9-litre fuel tank in the nose. That's another 100 miles of range right there, and you can replenish that at a petrol station in two minutes. Because the range extender develops less power than the drive motor, you can't go flat out everywhere, but it'll be reassuring to have.

At first sampling then, this is a compelling electric car. It's not the first on the market, but BMW has put some original thinking into almost every part of its design and engineering. It drives sweetly, is distinctively designed, and has the reassuring range-extender option if you are anxious about running flat.

That said, BMW reckons nearly all i3 buyers will use it as a second car so won't be doing long journeys, and it's optimised to make them efficient and fun.



AUTOCAR FIRST DRIVE REVIEW

http://www.autocar.co.uk/car-review/...t-drive-review

What is it?

BMW i brand’s first model, the keenly anticipated electric powered BMW i3. First previewed in concept car form back in 2011, the four-seat hatchback i3 has now progressed to pre-production stage, with UK sales set to begin before the end of the year.

The pre-production i3 differs little from the most recent concept, which took the form of a two-door coupé seen at last year's Los Angeles motor show. The car boasts proportions not unlike those of the Mercedes-Benz B-class, but with a much more contemporary appearance and more modern detailing, while the lack of B-pillars has allowed the use of coach doors at the rear to provide excellent access.

The i3 is the first road-going BMW to be based around a carbonfibre body structure. BMW says the extensive use of the material in the i3 has helped achieve an impressively low (by electric car standards) 1195kg kerb weight. Special crash paths, including patented honeycomb structures within the side sills, are also claimed to provide the i3 with class-leading levels of crash protection.

Power comes from an electric motor mounted low down within the rear axle – a position that has allowed BMW to devote the entire space under the bonnet to improve crash worthiness. The synchronous unit weighs 130kg and produces 168bhp, giving the i3 a power-to-weight ratio of 141bhp per tonne – just 10bhp per tonne shy of the Mini Cooper S. But it is the torque that really counts. With 184lb ft, the i3 boasts 5lb ft more than the Cooper S, and it arrives 1600rpm earlier, from the very first touch of the throttle. It is sent to the rear wheels via a single-ratio gearbox that offers the choice of three driving modes: Comfort, Eco Pro and Eco Pro+.

This all helps the i3 dash from 0-37mph in 3.8sec and 0-62mph in 7.2sec. Top speed is limited to 93mph, at which the engine is pulling a maximum 11,400rpm, to protect the state of battery charge and subsequently its range.

The new i3 offers a range of up to 118 miles on the European test cycle, although BMW’s own projections are less optimistic at 81 miles in wintery conditions and 100 miles in the summer. Still, they are well within the 30-mile average daily commute the German car maker identified in UK customer trials of the Mini E. As it is, BMW describes the i3’s range as being “adequate to meet the day-to-day mobility needs of the target customers”.

BMW will also offer the i3 with a range-extender (REX) option. It will use a modified version of the 650cc two-cylinder petrol engine used in the company’s CT650 GT maxi-scooter, with a 9.0-litre fuel tank sited low down and ahead of the front seats. The combustion engine acts purely as a generator to provide electricity to the battery, and so configured the i3 is claimed to provide a range of up to 186 miles.

The 22kWh lithium ion battery used to power the i3’s electric motor comes with a warranty that is valid for up to six years or 100,000 miles. Claimed to weigh 230kg, it consists of 96 individual cells mounted low down across the entire length and width of the car’s flat floor. BMW says the battery, which is kept at an optimum 20deg C by its own air conditioning unit, has been designed to allow the replacement of damaged cells.

Recharging times vary, but BMW offers a wall box charger that is claimed to provide a full charge within six hours, or the battery can be charged from 20 per cent to 80 per cent capacity within 30 minutes when plugged into a contemporary 40kW fast-charge station.

Underneath, the i3 uses a bespoke chassis that boasts a 50 per cent front/50 per cent rear weight distribution. The front end is supported by MacPherson struts while the rear uses a five-link arrangement that mounts to the electric motor’s bell housing. Standard 19-inch forged aluminium wheels wear relatively narrow 155/70 tyres, to save weight and reduce both air and rolling resistance.

What is it like?

To get in to the i3 you step over substantial sills and sit rather high. Much of the interior of the pre-production prototype we drove remained covered, but BMW says the final version will adhere closely to the most recent concept. It is a thoroughly modern cabin, though, dominated by a horizontal dashboard, a steering wheel that is not as vertically mounted as in other BMWs and upright seating.

The heavily raked windscreen, deep dashboard and a completely flat floor give a feel reminiscent of the old Mercedes-Benz A-class. In the rear, there’s ample room for two adults, although the rear windows are fixed. The boot is also quite small and boasts a rather high loading lip.

The main controls take the form of a pod which extends out from the steering column, housing the starter button, park mechanism and gear shifter. There’s a second cluster of controls between the front seats, including the all-important drive mode switch.

Pressing the start button with your thumb and then nudging the gear lever forward with the palm of your hand to select D in one movement feels intuitive – and distinctly new-world. There’s a faint whine from the electric motor, but apart from the distant sound of the tyres the cabin is hushed. In the first mile or two, it is the directness of the steering that gets our attention. The electro-hydraulic system is terrifically well weighted for urban driving, and unlike some systems it is also keen to self centre.

Thanks to its relatively low weight, the i3 offers instantaneous acceleration and entertaining pace. The reality of the whole 184lb ft being delivered to the rear wheels the moment you brush the throttle gives the car genuinely urgent properties. Before you know it, you’re backing off, such is the initial burst of acceleration.

The default driving mode is Comfort, which is designed to provide maximum performance. The rate of energy recuperation, and with it the braking effect on a trailing throttle, depends on the mode you choose. Backing away from the throttle in Eco-Pro+, the most efficient of the three driving modes, provides quite aggressive levels of retardation as kinetic energy is collected on the overrun; so much so that you rarely need more than a fleeting dab of the brakes to wipe off speed.

The off-throttle retardation is so assertive that the brake lights illuminate if the i3 decelerates too abruptly. Eco-Pro+ mode also limits top speed to 50mph, reduces the performance of the air-con and will route you on roads with favourable topography to provide the maximum possible range.

The seamless power delivery and the braking effect of the energy recuperation system give the impression that the i3 will be a terrific city car, but it is the sheer agility that is the car’s defining characteristic. The lightweight structure and low-mounted batteries combine with rear-wheel-drive dynamics and a super-responsive driveline to produce a truly engaging drive. Given its overall size and tall stature, the i3 is easy to place, remarkably manoeuvrable and, crucially, fun to drive.

There is noticeable roll when you throw it into tightening corners at higher speeds, but it builds progressive and is easily tamed by a trimming of throttle. The tall but narrow tyres allow you to edge up to the point where grip begins to fade with a tell tale squeal with a fair deal of confidence before the DSC chimes in.

We’ll need more time behind the wheel on public roads before we can deliver a real appraisal of ride quality. The i3 hinted that its relatively long wheelbase, high-walled tyres and generous wheel travel provide comfort-orientated feel. There’s no obvious fidgeting over smaller ridges, although the jury is still out on its ability to cope with bigger bumps.

Should I buy one?

You can’t just yet, but BMW is already taking orders ahead of a planned world debut scheduled to take place in London on 29 July. Deliveries planned to begin in the UK before the end of 2013. Pricing is yet to be announced, but officials suggest that it will land in the UK at around £30,000, less the government's discount for electric cars. The range-extender option will likely add a further £2000.

Those in the market for an electric car should by now be aware of their limitations. The i3 is not a family car in the traditional sense; instead, it’s a highly individual, inherently practical and fun-to-drive alternative to existing city cars.

The signs are that the i3 will be an excellent city car with urgent performance, outstanding manoeuvrability, engaging handling and a high level of refinement. That it emits no CO2 will also see it provide a potential financial bonus for some, not least those who face a daily commute into city centres where a congestion charge is in place.

But the i3 appeals on many other levels. It hints at a new age of motoring with a look unlike that of any other BMW, both inside and out.

BMW i3

Price £30,000 (est)
0-62mph 7.2sec
Top speed 93mph
Economy 0mpg; CO2 0g/km;
Kerb weight 1195kg;
Engine synchronous electric motor;
Power 168bhp at 11,400rpm;
Torque 184lb ft;
Gearbox single ratio





WHATCAR FIRST DRIVE REVIEW

http://www.whatcar.com/car-news/2013...-driven/266194

The BMW i3 is the company's first all-electric car - and it promises to bring fresh technology to that fast-developing area of the market when it goes on sale later this summer.

Unlike the EVs that we've seen so far, including the Nissan Leaf and Renault Zoe, the i3 makes extensive use of high-tech, lightweight carbonfibre in its construction. BMW hopes that this focus on light weight will allow it to improve range without adding extra battery capacity (and the resulting increase in recharge times). The car weighs less than 1200kg - or, BMW claims, around 200kg less than comparable rivals.

The figures sound impressive enough. The supermini-sized i3 is powered by a 168bhp electric motor, mated to a single-speed gearbox and driving the rear wheels. Its top speed is a modest 93mph, but it has a range of between 80 and 100 miles, does 0-62mph in 7.2 seconds (0-37mph takes just 3.7 seconds) and can reach a full charge in eight hours (or more quickly if you have a charging box installed on your house wall).

That sort of range ought to be enough for a large percentage of commutes, but BMW claims it can still offer solutions to those who need to travel greater distances. A range-extender version of the car, with a two-cylinder petrol engine that just keeps the batteries alive once they reach a low charge level, will be available at the same time as the fully electric version, at a price premium of around £2500. Its nine-litre fuel tank will basically double the range - and of course you'll be able to refill it with fuel if you want to go farther.

Other options will include leasing packages that incorporate access to conventionally powered cars for longer journeys. BMW has yet to define precisely how the scheme will work, but as an example you could have an electric i3 for most of the year, then switch to an X5 for winter months.

It all adds up to one of the most interesting car launches of the next 12 months - which is why we grabbed the opportunity for an early drive in a lightly disguised test vehicle.

What's the BMW i3 like to drive?
Our brief drive at a BMW test facility focused on agility and handling, but we had enough time in the car to note that the i3's electric powertrain feels quiet and smooth – with less whine, on this evidence, than rivals such as the Nissan Leaf.

Power delivery is instantaneous, as you'd expect – all of the 184lb ft of torque is available from rest, after all – and in the most performance-oriented of the car's modes, Comfort, you can easily squirt up to 40 or 50mph in refined haste.

It seems odd to say this, but the i3's agility at speed is likely to surprise you. It's a tall-looking car, after all, but its centre of gravity is extremely low thanks to the battery cells mounted in the base of the chassis. That means it has excellent change of direction at speed, and it also feels very secure under braking. Brake-energy recuperation alone can do the braking if you think far enough ahead in many situations, in fact.

Perhaps more relevant is a deeply impressive turning circle. The i3 feels astonishingly capable in tight spaces and, at 9.86m, its turning radius is almost a full metre less than a Mini Cooper's. The steering is also pretty quick, at 2.5 turns lock to lock, so it should have excellent manoeuvrability around narrow city streets.

We had precious little opportunity to seek out rough surfaces to test the suspension set-up, but on some patchy ground at low speeds the i3 felt just about supple enough for town use. Even after this short run, though, we'd advise against opting for the 20in wheels over the standard 19-inchers.

What's the BMW i3 like inside?
The production car's dashboard layout sticks closely to that of the concept car, which mixed a minimalist, deliberately high-tech look with natural materials such as eucalyptus. It manages to feel airy up front, but a little dingy and dark in the rear; the final production car will have an extra chunk of side glass, though, which may help matters here.

The main instrument panel will be a single LCD display, and BMW will offer a choice of central screens for infotainment and satellite-navigation (either a 6.5-inch standard unit, called Business, or a 10.25-inch widescreen system that will be called Professional).

The sat-nav will have extra functionality that will show you the current range on a map (based on your current driving mode and the range-maximising Eco Pro+ setting, and a number of other parameters, including your driving style). It will also point you towards charging points and, providing the network operators are playing ball, let you know if the plug sockets are free or not. Future applications will include the ability to reserve parking spaces alongside public charging points.

That aside, the cabin features familiar BMW switches for indicators and the stereo, and its iDrive controller is present and correct between the front seats. The gear selector is pretty novel, though; you switch the car on and off, and move it between Drive, Reverse and Park, via a large, clunky stalk unit mounted on the right side of the steering column. It'll take some getting used to – but it does free up space between the front seats.

Rear passengers have to wait until the front doors are opened before they can open up their own rear-hinged doors. Once they've done so, though, access to the back seats is decent enough, thanks to the lack of a central pillar on the side – and you can also fold the front seats forwards to open up the aperture further. Rear passengers will probably notice how high their feet and knees are – a result, no doubt, of the battery pack under the floor – so larger adults may grumble after longer journeys.

The boot is small by modern supermini standards – reasonably wide, but shallow because of the high floor. It has 200 litres of space with the rear seats in place, and up to 1100 litres if you lower them. There's room for a decent amount of shopping in there, though.

The car will come with a SIM card as standard, allowing owners to access it through either their smartphone or any internet browser and see information on the car's systems and current state/rate of charge.

BMW has yet to confirm matters such as servicing schedules, but sources say the costs of servicing the car should be roughly half that of a regular combustion-engined vehicle's, simply because there are fewer fluids to check and change. The i3's electrical architecture and connectivity will also make it possible for BMW engineers to run remote diagnostics, identifying problems before the car is anywhere near a workshop.

Should I buy one?
You can't actually purchase an i3 just yet - although BMW GB admits that 200-odd people have paid token deposits to register interest and be at the head of the queue when the order books open later this summer (the final production version will be unveiled in London on July 29).

Prices have yet to be confirmed, but the regular EV i3 is likely to cost around £30,000, or not much more than £25k after government grants are taken into account. That means that the BMW is an expensive supermini but, more impressively, around the same as a range-topping Nissan Leaf or many an optioned-up Mini Cooper S.

We'll wait to test the i3 on the road before delivering a final verdict, of course, but on the basis of this test it has the potential to be the sharpest, most focused electric vehicle on the market. It's going to be a high-end, premium addition to the small number of EVs on offer – but a significant, worthy one nonetheless.
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Last edited by djej; 07-09-2013 at 09:03 PM..
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