BMW i3 first drive

Few cars have generated as much interest or controversy in recent years as BMW’s first dedicated series-production electric car, the i3.

The opening account in a range of alternative drive i-branded models from the German car maker, it aims to shed a whole new light on urban-based motoring by bringing together the very latest in lightweight automotive construction solutions and an advanced electric driveline architecture in a tall five-door hatchback that, in standard guise as driven here for the first time, emits zero local emissions and is claimed to provide a range of between 80 and 100 miles on a high-voltage three-hour charge.

Developed at a reported cost of over £2 billion, the i3 is also significant in that it forgoes front-wheel drive in favour of rear-wheel drive, just like BMW’s traditional combustion-engine models. The promise? An entertaining driving experience quite unlike any other series-production existing electric car.

On top of this, the i3 offers an impressive range of app-based services that allow you to network the car with various mobility solutions – including public transport networks – in a move aimed at easing transport requirements.  

So, as well as appealing to the head, BMW hopes its first i branded model, which grew from an internal project known under the codename Mega City Vehicle, will also appeal to the heart. And in doing so, garner broader appeal than any battery-touting rival. Young, old, singles, family car buyers, environmentally conscious, enthusiast drivers, technology obsessed – BMW says it has attempted to appeal to all tastes and requirements.   

For starters, the i3 looks very futuristic, with a concept car mimicking appearance quite unlike any other BMW model past or present. The form language is unique; the only real giveaway to its BMW roots being the kidney-shaped grille and the blue-and-white roundels it wears front and rear. It is relatively compact, running to 3999mm in length, 1775mm in width and 1578mm in height. However, the inclusion of 19-inch wheels shod with low rolling resistance 155/40 profile tyres as standard tend to make it appear bigger than what it really is.

The silhouette suggests mini-MPV, and this is fully reflected inside with upright seating for five at a pinch. The contemporary looks continue within the styling of the steering wheel, dashboard and high-resolution displays.

You step up into the cabin, which boasts a flat floor, underneath which sits a 230kg battery. The lithium-ion unit consists of 96 individual cells and comes with a warranty valid for up to six years or 100,000 miles. There is a commanding view from the high-mounted driver’s seat, although you look in vain for any bodywork beyond the base of the windscreen, such is the acute angle of the stubby bonnet. The view out back, meanwhile, is hampered somewhat by the substantial pillars and a shallow rear window within the tailgate. Accommodation up front is excellent, with the i3 imparting an airy and upbeat ambiance.

The decision to eschew a conventional steel monocoque in favour of a more advanced combination of aluminium, carbonfibre and steel construction for the i3 required a big investment in production infrastructure, but it has allowed BMW to bring its first dedicated electric car to market with a kerb weight that undercuts the competition at just 1195kg. By comparison, the similarly sized Nissan Leaf hits the scales at 1525kg, while the smaller Renault Zoe weighs 1390kg.