BMW i3 review: A city car for the future

Specs at a glance: 2014 BMW i3 (Range Extender)
Body type	5-door
Layout	Rear engine, rear wheel drive
Powerplant	AC synchronous electric motor, 2 cylinder inline internal combustion engine
Transmission	Single speed reduction gear
Horsepower	170 bhp @ 4800 rpm
Torque	184 lb-ft @ 0 - 11400 rpm
Steering	rack & pinion (electronic)
Suspension	Macpherson strut (front), 5-link (rear)
Tires	Bridgestone Ecopia 155/70R19 front, 175/60R19 rear
Top speed	93 mph (150 km/h), software limited
Battery	22 kWh lithium ion
Rated max range	150 miles (241 km) (battery: 71 miles)
Combined fuel economy	117 mpg
Combined energy consumption	27 kWh/100miles
Internet connectivity	Optional, not fitted to test car.
Weight	3130 lb (1420 kg)
Wheelbase	101.2 in (2570 mm)
Dimensions	157.8 in (4008 mm) x 69.9 in (1775 mm) x 62.1 in (1578 mm) (LWH)
Base price	$45,200
Price as tested	$47,050
Options added	Heated front seats, Andesite silver paint.

With the new i3 electric vehicle (EV) city car, BMW is making a pretty clear statement—the company is serious about designing and building cars properly adapted for the 21st century. It’s a radical departure from the Bavarian automaker’s mainstream offerings, looking like little else on the road. In fact, its looks alone are polarizing enough for some people to dismiss it instantly (looking at you, Senior Reviews Editor Lee Hutchinson). But keep an open mind about the i3's appearance, and you too may discover that it’s actually a very impressive little machine.

The i3 is part of a two-car 'capsule collection' called Project i, the other half being the stunning i8 hybrid sports car (first seen as a concept car in Mission Impossible: Ghost Protocol). The Project i cars use a range of alternative and sustainable materials in their construction along with electric or hybrid powertrains, but the automobiles retain BMW’s traditional emphasis on driving dynamics. What’s more, like the Tesla Model S, they aim to do so without the hair shirt that can be all too common with EVs. We plan to take a closer look at the i8 in the coming months, but BMW was kind enough to supply us with an i3 for a few days recently. Of the two, the i3 is undoubtedly the more relevant, particularly since it doesn’t come with a six-figure price tag. But with its unusual aesthetic and the still-in-progress adoption of EV infrastructure, is the i3 the car for an efficiency-minded city dweller?

There’s no denying it, the i3’s exterior is radical and attracts some attention: not as much as a bright yellow Corvette perhaps, but over the course of a week several people approached us as we were parking or stopped in traffic wanting to know more about it. We got more than a few double takes from people in other cars while on the road as well. What’s certain is that the i3 clearly signals to people that you’re driving something different, an effect the Toyota Prius benefited from in the beginning as well.

The i3’s body shares some traits with other cars designed primarily for an urban environment (such as the Mercedes-Benz Smart). It has a wheel at each corner and very short overhangs, including a very short hood. However, unlike most cars designed for cities, the i3 isn’t a two-seater. What’s more, despite the compact external dimensions, it has quite a lot of room inside. In fact, BMW will tell you the car has the same footprint as its 1-series while maintaining as much interior room as the larger (and best-selling) 3-Series.

Similar to Tesla’s Model S, the i3 was designed from the ground up as an EV. The car has two principal components. What BMW terms the ‘Life Module’ is a carbon-fiber-reinforced polymer safety cell, and this sits atop an aluminum “Drive Module” containing the powertrain and batteries. The electric motor can be found at the rear, between the rear wheels, as can the range-extender internal combustion engine when fitted. Keeping the mechanicals and the batteries low down imbues the i3 with a low center of gravity that belies its upright stance and pays dividends with regard to its handling.

The fact that the Life Module is made out of carbon fiber is something to boast about in and of itself. And the i3 does; you can see exposed carbon fiber when you open the doors. Sure, it’s not the handmade 'pre-preg' used in exotics like the Pagani Zonda or in Formula 1 cars, but those aren’t suitable for mass production. Rather, the i3 uses a similar type of carbon composite—called Resin Transfer Moulding—to the current McLaren range of sports cars or the Alfa Romeo 4C. What’s more, that carbon fiber is actually produced in Moses Lake, Washington, in a joint venture between BMW and another company called SGL Group.

Continuing with the lightweight theme, the car’s body panels are all thermoplastic (rather than steel or aluminum). The two modules are put together on separate production lines and then bonded together by robots, followed by those plastic body panels. According to BMW, the way the i3 is constructed is as forward-looking as the car itself. Renewable energy powers the factories in the US and Germany. Sustainable materials are used throughout. The production line is highly automated, and, since there’s no welding or stamping, it’s less energy-intensive and a quieter place to work.

The i3’s interior isn’t as polarizing as its external visage, but it is just as forward-thinking. Freed of the packaging compromises inherent with more conventional car designs, it benefits from a completely flat floor. Because of this, the car offers plenty of room for four passengers, who sit as high up as in an SUV. We’re prepared to believe BMW’s claims about 3-Series space on the inside; sitting in traffic alongside the company’s X3 SUV drove home how efficient the designers were at packaging the i3. The 'suicide doors' (slang for a door hinged at the rear instead of the front) really help access to the back seats, as do the front seats, which are as thin as racing bucket seats without being uncomfortable.

From the driver’s seat the dashboard stretches quite far out toward the road ahead; it's seemingly longer than the relatively short hood. Many of the dash and door panels are made from compressed fibers of the kenaf plant (a relation of hemp), supported by a lightweight magnesium frame. More expensive trim packages add eucalyptus wood, as well as wool and leather to the seats (our test car was the base trim level, called Mega World in i3-speak). A gear selector is attached to the steering column (which adjusts for reach and rake), and that’s also where you’ll find the start button—no physical key here. Information is presented on a pair of screens, one in front of the driver showing speed, range, and one in the middle of the dash for navigation, infotainment, and vehicle status. This is BMW’s iDrive system, which no longer deserves the reputation its early iterations earned for being hard to use.

It’s a bright and airy place to be, even in the rear, although the Spice Grey interior might be a hassle to keep clean. We certainly felt guilty trudging wet leaves into the car during the near-constant rain that accompanied our test. The luggage space isn’t amazing when the rear seats are in use—BMW quotes 36.9 cubic feet—but the rear seats fold flat for bigger loads. There are plenty of cubbies and cupholders, plus a USB port as well as a 12v outlet for charging gadgets.