With epedal, you don't have to move your foot onto the brake during normal driving. If you lift your foot slowly from the gas pedal, the car brakes slowly. If you release the gas pedal suddenly, the car slows down just as you would with the brake pedal.
Peugeot e-2008 is safe and predictable on smooth roads (photo: Bublik_polina/Depositphotos.com)
A woman experienced several times that the Tesla lost traction on winter roads. It slid into the wrong lane. Elbil24.no wrote about this earlier. NAF warns drivers of electric cars against regenerative braking on winter roads. Is driving with one pedal unsuitable for smooth winter roads?
Are electric cars more dangerous than other cars on the road?
The incidents occurred in a Tesla Model Y, but can certainly be provoked in other electric cars with regenerative braking. The woman who experienced slipping into the opposite lane said the following:
"Out of habit, I let off the gas on the way into a bend, and find that the car brakes sharply, then slides into the opposite lane."
Winter driving is no problem for the i3.
When the BMW i3 came with a one-pedal solution, I imagined that this could happen. I drove up to Sørkedalen to test how one-pedal worked over a parking lot with mirror-like ice on a slope. I hit the gas, aimed diagonally across the icy section and let off the gas abruptly. If you release the accelerator suddenly, the car brakes more strongly than if you release it slowly. Since the BMW is rear-wheel drive, I expected the rear wheels to lock and the rear end to drag down the slope in the same way as when you grab the handbrake. But nothing happened. The car did not brake as usual. I assumed the ABS system was preventing the brakes from taking effect. On the way back I had to speed up to get over the icy place - it was so slippery. I tested several times, and "cleared" the BMW i3 for the same thing that the woman with the Tesla Y reported.
Left to the car manufacturers
Both the BMW i3 and Tesla drive with a so-called e-pedal, where the drive wheels decelerate as soon as you lift the accelerator. During normal driving, the 4-wheel drive Tesla "Dual Motor" primarily pulls on the rear wheels. Locking the rear wheels against a bend can throw the car off course on slippery roads. The problem with cars like the BMW i3 and Tesla is that we can't switch off the one-pedal driving. We have to trust that they don't lock the wheels unwanted. Tesla reports that they have made several improvements to their software.
The Tesla Model 3 automatically goes into a kind of snow mode when it detects winter conditions. Bjørn Nyland (Tesla Bear) discovered this during their measurements and have documented it on their YouTube channel. This is good news, but still a puzzle as one wonders if the technicians in California manage to imagine Norwegian winter roads at their worst. Furthermore, I hope that they are careful when they "tamper" with the winter driving characteristics, so that the cars do not change character after a program update.
Cold.
How should one prepare for wheel locking with regenerative braking?
Although regenerative braking should never lock the wheels, one should be prepared for it. On the Tesla Model 3 of 2020 model or older, you can choose to drive with "Chill" throttle application and "Low" regenerative braking. It works well in winter. On later models, regenerative braking can no longer be set. Since the system is not perfect, it is required that you get used to driving safely with one pedal. At the driving school, we have learned to handle difficult situations by pressing in the clutch and letting the wheels roll freely. You can't do that on an electric car. To let the car roll, you have to keep your foot on the gas so that you neither accelerate nor brake - between consumption and charging. On smooth surfaces, you should gently lift the accelerator to brake carefully. It takes a mental adjustment not to "jump off" the gas when things get scary.
Tesla Model 3 – Chill modeTesla Model 3 (2020) – regenerative braking force setting
Favorable weight distribution
Electric cars and hybrid cars with a centrally located battery pack have a more favorable weight distribution than most fossil fuel cars - close to 50/50. I have studied the weight distribution on the most popular models, and they show that cars that pull primarily on the rear wheels have slightly more weight bak, while front-wheel drive cars have more weight at the front. This is absolutely ideal and a great advantage in winter driving. Favorable weight distribution means that the consequences of oversteering or understeering are not as dramatic. Weight on the drive wheels also provides better road grip when starting up.
Use the four-wheel drive correctly!
Many electric cars have 4-wheel drive. That's good, but can give false security. The 4-wheel drive helps you when you step on the gas. For many, it is unusual to step on the gas when things get scary. Intuitively, you will then let off the gas and brake. It is therefore important that you arrange your driving in such a way that there is room to give gas in parts where you can easily lose your grip. Take it easy when you drive into curves, around street corners and roundabouts and you will have room to hit the gas to get out. If you enter the roundabout too quickly and are forced to brake, the 4-wheel drive will not help you.
Electronic systems
All modern cars are equipped with "anti-lock" brakes and anti-skid. Some cars also have their own driving programs for winter driving. Electric cars have good driver assistance systems. The best systems already correct oversteer and understeer before the car loses traction - so that it is difficult to provoke it even on purpose. Test the anti-skid system in a safe place, an open space or similar. Find out how much it takes to get the car out of balance and how much the car can skid before the system catches it again. In many cases, enough to be able to cause significant damage should a situation arise.
Are cars without an e-pedal preferable on smooth roads?
The electric cars from the Volkswagen group (Audi, Seat, Skoda, VW) cannot be driven in pure one-pedal mode. They still have a functionality that you should be aware of. If the car has "automatic" regenerative braking, the car's adaptive cruise control and navigation system are used to regulate the braking. If there are no obstacles, the car will roll freely and the brakes will automatically apply when it approaches an obstacle. I have not tested this type of braking in freezing rain and ice, but consider that the system can pose a potential risk of locking the wheels in the same way that Tesla Model Y owners have experienced. If, on the other hand, you set recuperation to "manual", the car rolls with no – or very little – regenerative braking. You can adjust the braking force manually - either with "paddles" on the steering wheel, or via the gear lever. This is a great way to drive an electric car and is unlikely to cause any negative surprises on smooth roads.
PSA's electric cars (Citroën, Peugeot, Opel) have manual regenerative braking with paddles on the steering wheel.
Volvo's electric cars optionally offer either manually controlled regenerative braking or the option to drive with one pedal.
Conclusion
New cars must not lock the wheels when braking, either with the use of the foot brake or regenerative braking. The technology for "anti-lock" exists, but we cannot rely on it 100%. After all, it's about life. Therefore, we must realize that there is a risk that the car's regenerative braking can take the car off course on extremely slippery roads. NAF's recommendation not to use regenerative braking - or to set it to the lowest strength - is real. If the car can only be driven with one pedal, it is an advantage to familiarize yourself with the car before taking the car straight out on the winter road.
Especially if you get your new Tesla delivered in the middle of winter.
Take it easy – keep your distance – keep a steady flow – use your turn signals – give your brake lights – make room for other cars 🙂
See
Unfortunate focus winter rangeHow many kWh does the Tesla 3 lose in the blast cold?ID.4 GTX when winter comes
Parked outside "Allerud VGS" - NRK's new TV series is recorded here (formerly Norske Skog, Oksenøya).
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.
BMW i3 facelifted front.
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.
From this point of view, nothing has changed since 2014.
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.
Imperial Blue was the new color for the BMW i3 from 2018. Beautiful 20″ rims of the type Double-Spoke 430.
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.
The door solution is reminiscent of the Mini Clubman mk1 (R55).
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.
Cargo
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.
Outside the Henie Onstad center in Høvik.
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 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.
Nice cup holders.
Safety
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.
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!
A high ceiling and no center console give a good sense of space.
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)
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: bmw.no
PHOTOS
Click on the images to see in an even larger format!
As a 2-seater, you can take quite a bit of luggage with you.BMW i3 facelift
See
Winter driving is no problem for the i3.Blue BMW kidneys for the i3Driving with one pedal
In a advertising campaign on TV Nissan launches its new Leaf. One of the novelties is that you can drive with one pedal. As the commercial voice says: "- One pedal ... for gas ... and braking.» At the same time, a small logo pops up at the bottom of the screen. "e-Pedal". As a kind of trademark. "e-Pedal by Nissan", - sort of? But this is not news. BMW introduced this in 2009 – first for the Mini E, later on its own BMW i3.
Works better than you'd think
I only know driving with one pedal from the BMW i3. All rechargeable cars have some form of artificial engine braking that returns more or less energy to the batteries, but it is not the same as driving with one pedal. The special thing about the BMW i3 is that you don't need to move your foot onto the brake during normal driving. If you lift your foot slowly, the car brakes slowly. If you let off the gas suddenly, the car slows down just as you would with the brake pedal. During heavy braking, you may hear a faint screeching sound. It's like music to my ears. That means I get extra kilometers - completely free.
Optimal energy absorption
The biggest advantage of driving electric cars with one pedal is that the car is able to capture deceleration energy perfectly optimally. Of course, you get recovered power by using the ordinary brakes as well. But I imagine they steal more energy. The BMW i3 has also been named the most energy-efficient electric car in several forums. The reason for that is the efficient one-pedal solution.
BMW i3 parked at Granbakken Dyrehospital in Sørkedalen.
It bodes well that Nissan has also jumped on the one-pedal solution. I predict that in time we will see further improvements. Today, there is a lot of research into creating intelligent gearboxes that continuously monitor driving patterns and surroundings. The same intelligence can also be used in wood braking – by reading the movements of the same gas pedal. The more intelligent, the more kilometers we get.
How the brake lights come on
I have previously expressed skepticism about how the brake lights are affected when you brake with the gas. The BMW i3 is a popular car. Many of them are driven by drivers who dictate how the brake lights come on. After studying i3s on the road for several years, my conclusion is that the BMW i3 turns on the brake lights automatically when the car is actually decelerating – apparently via some kind of deceleration meter.
Use the brake pedal occasionally!
Another skepticism is that, as is well known, the brakes must be used regularly. This applies to all cars, but it can be easy to forget when the brake pedal is only used for sudden braking. And should an emergency braking occur, it is reassuring to know that the braking will start even before you have lifted your foot from the accelerator.
Gives extra km - not driving pleasure
I like the BMW i3. It's fun to drive without being able to put my finger on exactly what it is that I like. In terms of driving pleasure, I am indifferent to driving with one pedal. Behind the wheel, I think a normal, artificial engine brake works perfectly alright. I still give one-pedal a thumbs up because it gives me extra mileage. The BMW i3 has proven that.
Hope the new Nissan Leaf is just as fun to drive.
Always nice to sit behind the wheel of a BMW i3.Stately doorway. Tasteful interior.
See
BMW i3Tesla 3 Long RangeLeaf lacks active cooling of the batteries!Do you let the car drive itself?
