BMW i3 review
The BMW i3 makes a great city car - it's relaxing to drive and there's nothing else like it on the road
BMW’s current success can be attributed to its brilliant range of high-performance petrol and diesel cars, but with its hi-tech i3 the company has shown it has one eye on the future. Packed with state-of-the-art materials and cutting-edge engineering, the boldly styled hatchback is available in pure electric and range-extending guises.
BMW is also now an industry leader when it comes to electric models. For instance, its innovative i3 is packed with hi-tech materials and cutting-edge engineering. Plus, with a punchy 168bhp motor and traditional rear-wheel-drive layout, it’s as good to drive as any ‘normal’ BMW.
There are four distinctive themes to choose from – Standard, £1,000 Loft, £1,500 Lodge and £2,000 Suite – all with bright and stylish seat and carpet trims, many made from sustainable materials. It is also available with an optional range-extending motorcycle engine that keeps the batteries topped up.
Without the range extender the BMW i3’s range stands at anywhere between about 80 miles and 125 miles depending on how you drive; with the range-extender those numbers could double.
The BMW i3 is about the same size as a Ford Fiesta but it feels higher and larger inside. Compared to many electric cars, like the Renault ZOE or Vauxhall Ampera, it’s also very lightweight thanks to its carbon fibre and aluminium construction – in fact, it’s about 300kg lighter than a Nissan LEAF.
Our choice: BMW i3 Range-Extender
The i3 has been designed from the ground up as an EV – and it really shows. Taking its cues from the BMW Coupé Concept that debuted in 2012, the battery-powered car looks like it’s driven straight off a designer’s computer screen.
Tall and narrow proportions give the i3 the look of an MPV rather than a family hatch, but you could argue it stands in a class of its own. Lightweight plastics are used for the heavily sculpted body panels, while the bonnet and glass tailgate get a distinctive gloss black finish. Other highlights include the angular window line, swept-back headlamps and metallic blue trim for the faired-in grille and lower sills.
The futuristic feel continues inside. Access is easy thanks to the rear-hinged doors and lack of a B-pillar – although you have to step over the wide sill. Once in, you’ll be able to enjoy the cleverly packaged and imaginatively designed layout that’s easy to use and beautifully finished.
Climb into the high-set driver’s seat and the first thing you’ll spot is a pair of large TFT screens – one ahead of the driver and one that appears to ‘float’ above the centre of the dashboard. These units display everything from speed to sat-nav info, and are controlled via BMW’s trademark iDrive dial.
There are four interior finishes to choose from – standard, £1,000 Loft, £1,500 Lodge and £2,000 Suite – and all get brightly coloured seat and carpet trims, with many made from sustainable materials. Metallic blue inserts add the final flourish, while the low-set dashboard and vast windscreen create a bright and airy feel.
It doesn’t take long behind the wheel of the i3 to realise that it’s infused with BMW’s trademark driving fun. With its powerful 168bhp electric motor and lightweight 1,270kg carbon fibre structure, it is surprisingly fast, too.
Thanks to the electric motor’s instant torque, acceleration is rapid, and it manages a 0-60mph time of 7.2 seconds – 3.2 seconds quicker than the Toyota Prius Plug-in hybrid.
A high-set driving position, excellent visibility and light controls help the i3 take crowded city streets in its stride, while the electric motor’s instant response lets you zip through gaps in the traffic with confidence.
Surprisingly, it’s on twisting back roads where the i3 feels least composed. The steering is quick and well weighted, and there’s more grip than you’d expect from the thin tyres, but hit a mid-corner bump and the tall i3 quickly becomes unsettled.
The short-travel suspension struggles to contain large body movements, plus there’s plenty of roll. It never feels like it’s going to lose control, and the stability control intervenes smoothly, but it’s enough to make you take things a bit easier.
As a result, the BMW is at its best when being used as a relaxed and refined cruiser. The suspension copes well on the motorway, wind noise is kept in check and the two-cylinder generator emits only a distant drone – although it’s more intrusive at lower speeds.
BMW is new to electric car technology, but you can guarantee it’s worked hard to make the i3 as reliable as its internal combustion-engined models. Even so, in a bid to reassure buyers, the brand provides an eight-year and 100,000-mile warranty for the lithium-ion battery pack, while the rest of the car is covered by a standard three-year guarantee.
The combination of a strong carbon fibre- reinforced plastic structure, six airbags and standard stability control means the i3 has some decent safety credentials. However, the bluff front end cost it points in Euro NCAP’s pedestrian assessments – resulting in a disappointing four-star score.
You can add a number of hi-tech safety options, though, such as the £790 Driving Assistant Plus. This clever kit brings adaptive cruise control, forward collision alert and Traffic Jam Assist, which will accelerate, steer and brake the car at speeds up to 24mph. A pedestrian warning noise generator is £85.
Clever packaging means the i3 is quite roomy. The boot has a high floor, thanks to the running gear underneath, but the 50:50 split seats fold flat. When in place, they’re easily accessed via rear-hinged back doors, while the thin front seats also fold forward to boost access.
The BMW isn’t quite a full five-seater – there’s only two seats in the rear – and nor is it quite a five-door car. The back doors are just small rear-opening coach doors but at least the fact there’s no B-pillar in the middle makes it very easy to get in and out.
The i3’s boot sits quite high up but it’s nice and flat, so you can easily slide things in. There’s 260 litres of space with all the seats in place and 1,100 litres with them folded down.
In the nose, you get a shallow tray for the tyre repair kit, but the cord to open it is hidden behind a panel in the passenger footwell. There’s lots of space for driver and passenger, neat cup-holders, armrest storage and cargo nets, while the glovebox has a top- opening lid. One criticism we do have is with the slightly dim headlights.
The BMW i3’s economy will depend greatly on the driving you do. Keep the battery topped up and stick to the city, and the 80-mile range means you’re never likely to hear the engine fire up. We got through a fully charged battery and a tank of fuel with an economy figure of 118mpg.
An overnight charge should cost no more than a couple of pounds, while the i3 is currently exempt from road fund licence, Benefit-in-Kind company car tax and the London congestion charge.
There’s a choice of Comfort, EcoPro and EcoPro+ drive modes, and the latter two are designed to save energy, with EcoPro+ going as far as switching off the climate control and limiting speed to 56mph to maximise range.
Unfortunately, the i3 REx isn’t suited to longer journeys. The engine is limited by the tiny nine-litre fuel tank, and only adds another 80 miles of range. And if you go on a long trip using the petrol engine alone, you’ll have to fill up every 70 miles or so. With the battery exhausted and on engine power alone, the i3 can barely manage 36mpg in the real world.
Plugged into a domestic socket, the batteries can be boosted to an 80 per cent charge within seven hours, but BMW’s powerful £315 i Wallbox charger slashes this time to three hours. A tiny nine-litre tank for the range-extending generator means you’ll get only around 80 miles between fill-ups.
As with the Vauxhall and Toyota, the price is high even with the Government’s £5,000 Plug-in Car Grant, and 34 per cent residuals aren’t great, but company car tax is super-low. BMW also offers fixed-price servicing, plus access to conventional models if you need to make longer journeys.
The only disappointment is the BMW’s poor residuals, as our experts predict that the i3 will retain just 30.9 per cent of its original value after three years.