
Rumors say that BMW will not make any sequels to the i3. We are talking about Norway's fourth best-selling electric car in the first half of the year - and 7th place on the sales lists for August. We have run the latest version. - Will it be the last, right?
It is Auto Express who first published the news. A senior manager at BMW has stated that they may not continue BMW's "i" series. They are considering using the "i" technology in existing models. Will the i3 go down in history as a pioneering project?
Appears unchanged
Behind the wheel of a brand new BMW i3, I marveled that it still looks almost exactly the same as it did when it was launched as a 2014 model. I liked it then, and I like it now - not least because the battery capacity is now twice as high. The range has also doubled. Outside, there are only minor cosmetic changes. On the technology side, I noted the adaptive cruise control and improved infotainment system.
Environmentally friendly from the start
The BMW i3 is not like other cars – for better or for worse. When BMW developed the i-series, they wanted to create something new and different. By using carbon-reinforced plastic and aluminum, BMW managed to create an electric car that weighs no more than a regular petrol car of the same size. By comparison, the Renault Zoe weighs 200 kg more, the Volkswagen e-Golf 300 kg more, and the Hyundai Kona 400 kg more. Low weight means lower consumption and greater range.

Another point that was emphasized in the i3 project was environmental considerations throughout the car's entire life cycle. These are factors that have contributed to the i3 looking the way it does. Parts of the interior are supposedly based on recycled plastic bottles. The Cw value is 0,29. It's not best in class, but decent for a tall small car.
Gives a premium feel
The tall body gives a good sense of space. The decor still feels futuristic. Everything you put on gives a feeling of quality. The steering wheel, for example, is soft and easy to hold. The interior style seems Scandinavian and sober. You get the feeling of sitting "on" the seats, instead of "in" them - with surprisingly good support. High-quality and color-coordinated materials contribute to a feeling of well-being. It is very alright to be inside an i3, so to speak.

On the road
The electric motor sits at the back and drives the rear wheels. The engine is unchanged from 2014. 170 HP feels absolutely ideal for this car. The battery pack lies flat between the axles. On the road, the i3 behaves like a tall and light vehicle with no particular sporting ambitions. I like the way it settles down a bit in the back when I throttle through the turns. I also noticed that the combination of narrow tires and rear-wheel drive can occasionally lead to unusual behaviour, for example on roads with studded ruts. I like the steering feel - how the road contact is communicated to the steering wheel. This is typical for BMW, and one of the features that makes the i3 fun to drive.
Bizarre tire dimensions
It is recommended to only choose recognized tires for your i3 – tires recommended by your BMW dealer. There are examples where too soft a rubber compound can cause the anti-skid control to kick in during normal driving. The same can happen if the tire pressure is not correct. The anti-skid control is on the verge of being oversensitive and intervenes early, which is easily noticeable on winter roads. The standard tire size is 155/75R19, while "our" i3 was 155/60R20 at the front and 175/55R20 at the rear. I have driven the i3 with both dimensions and really experienced little difference. Both felt quite soft (lots of rubber). The tires with the lowest profile provide a somewhat sharper sound image, especially at speeds above 80 km/h. But the 20-inch wheels suit the i3 very well.

Drives with one pedal
One of the i3's great advantages is that you can accelerate and brake with the same pedal. If you release the pedal suddenly, it brakes more strongly than if you gently lift the accelerator. The concept is ingenious because it recovers all regenerative braking power – immediately. On cars with the option to control regenerative braking manually, you can combine braking and coasting. Both parts are important in order to get as many kilometers as possible out of the batteries. I missed being able to let the car roll freely without engine power, but I guess BMW has thought about this. In any case, BMW's one-pedal solution should be more economical than manual operation.
Comfort vs. Eco Pro
I prefer to drive in "Comfort" driving pattern, but switched a bit to "Eco Pro". Driving in "Eco Pro" is perfectly fine. Among other things, it reduces the climate system and ventilation - and perhaps the effect a little, too. According to the range meter, there is a lot to save by turning off the A/C and fan, but I would like to control this myself. I would only choose the strictest saving programme, "Eco Pro+", during an acute power crisis. It drastically reduces power and cuts engine power when the speed exceeds 80 km/h.
Range
For electric cars, range is alpha and omega. The joy of good seats, pleasant interior and driving characteristics quickly fades if the range is poor. I have driven the 2014 model pretty far down on power a few times in the past. It does not feel unsafe, as you can rely on the range meter - which some call the "guess-o-meter". I have not tested the range in the 120 Ah model, but still have an idea of where the practical range is. And I'm pretty sure the rangefinder is still reliable.

When I was allowed to borrow the car, the range was 210 km. By then, the car's owner had started at 324 km and driven 139 km mainly on country roads. The owner has had i3s since 2014 and knows well how to extend the range. Had she continued her trip on this dry and hot September day, she could have easily driven 300 km before charging. I myself drove 50 km with several stops and the sunroof up almost the whole time. Electric cars and sunroofs provide a high comfort factor, but reduce the range. 250 km of road driving should be fine without a particular focus on consumption. For me, it would be non-stop up to the cabin in Gudbrandsdalen. But hardly on cold winter days. Then the range can be reduced by between 30-50%. Therefore, expect to charge between 150-200 km in winter driving.
charging
I charged from 60% to 100% in 2 hours and 6 minutes with the house's private wall charger of 7,2 KW. The amount of charging corresponds to a range increase of 139 km - or roughly 70 km per charging hour. It is good! Along the way, you can manage quite well by charging from the 22 KW sockets via the Type 2 cable rather than using the fast chargers that are often contested. If you do not have access to charging stations and wall chargers, you can charge via a 10A connector. It should then take 17-18 hours to fully charge.

BMW's own Wallbox (11Kw) charges to 80% in less than 3 hours. You can also fast charge with the 50 KW CCS connectors. Then the car can be charged to 80% in 45 minutes under summer temperatures. Other electric cars can now charge from 100 KW and 150 KW charging stations, but those fast chargers are not that widespread - at least not where I travel. Most fast chargers provide "only" 50 KW.
Place
Although the cabin gives a good feeling of spaciousness, the use of space is quite poor. Externally, it is the size of the Renault Zoe, but the material moisture meter shows you the has 5 seats – not 4 – and takes 78 liters more luggage than the i3. The back seat in the i3 is best intended for short people, and could easily accommodate 3 children. It is easy to fold down one or two rear seats and increase the cargo space. There is a tiny luggage compartment under the front hood, too. In terms of use, the i3 is well suited as the only vehicle for families of two or three people.

Security
According to NCAP from 2013, the i3 ended up in the middle between small family cars and superminis. Among other things, it was noted that the i3 at the time did not have modern safety assistance programs, such as adaptive cruise control and emergency braking below 30 km/h. However, the biggest objection was weak neck protection for the rear seat passengers. After the test, the test dummies were judged to be "marginal" in terms of survivability.
The Insurance Institute for Highway Safety (IIHS) has also tested the BMW i3 – 2017 model. They came to the same conclusion. It is unknown whether BMW has strengthened the protection for the rear seat passengers on its new models.
Read the results of the IIHS's test of the 2017 BMW i3 here
Conclusion
Through the "i" series, BMW has proven that it has mastered modern battery technology and is in the race for the electric car market. The cars from 2014 are still rolling around on the roads. They have done that without any problems. The BMW i3 is still perceived as futuristic and special. It's fun to drive. The one-pedal solution makes the car extremely easy to drive. I am sure that if everyone had the opportunity to drive with one pedal, traffic flow would be significantly improved.
In addition to single-pedal driving, BMW has developed special solutions to increase the range, for example by using new materials to reduce weight and using narrow tires with low rolling resistance. But developments in battery technology make such measures redundant. One can compare with computers. Today no one has focus on disk space or bandwidth. These things no longer represent any limitations. As the car manufacturers can deliver "sufficient" battery capacity, weight, air and rolling resistance will not matter as much as before. Therefore, I am afraid that the rumors about the "i" series disappearing from the BMW range may be true. In a few years, the "i" technology will probably find its way into regular BMW models. Perhaps a 2-series with a blinded grill?
If I wanted something more from the i3, it would have to have even better battery capacity. Then I can drive to the cabin in Gudbrandsdalen without a charging break - both summer and winter. Hope BMW gives the i3 another round!

Facts
Weights and Measures
Length/width/height in cm: 401, 178, 158
Wheelbase in cm: 258
Own weight: 1270 kg
Total weight: 1710 kg
Trailer hitch (for retrofitting only)
Tires
Bridgestone Ecopia EP500
Front dimension: 155/60R20 80 Q
Rear dimension: 175/55R20 89 Q
Performances
Engine power: 170 HP
Torque: 250 Nm from 0 revolutions
Top speed: 150 km/h
0-100: 7,3 seconds
Battery capacity: 120 Ah
Range
WLTP: 285-310 km
Practical consumption summer: 250-300 km
– winter: 150-200 km
Charge/capacity
Gross battery capacity: 42,2 kwh
– net: 37,9 kWh
11KW wall charger: 80% in 3 hours.
50KW fast charger: 80% in 45 minutes.
2,3 KW 10A home charger: 100% in 17-18 hours
Practical test: from 60%-100% in 2 hours with a 7,2 KW wall charger.
Prices
I3 standard: NOK 320
Metallic varnish: NOK 5
Equipment package "Charged": NOK 9 (recommended)
Equipment package "Charged Plus": NOK 19
Equipment package "Fully Charged: NOK 49
All equipment packages include winter wheels.
BMW i Wallbox 11Kw incl. installation: NOK 17
– lockable Wallbox: NOK 18
Delivery time: Within 3 months.
About the car
Owner: Private
Mileage: 6392
Source: www.bmw.no
Pictures
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