Product Review: ClipperCreek HCS-40p EVSE

My i3 charging from the HSC-40p. You can see my older ClipperCreek CS-40 all the way on the left.

When it comes to electric vehicle charging equipment, there’s certainly no shortage of choices. Even though it’s a relatively new market, there are dozens of manufacturers selling products that allow owners to safely and conveniently charge their electric cars. Although this equipment is commonly referred to as a "charger" or "wallbox", the proper term is actually EVSE, which stands for Electric Vehicle Supply Equipment. 

These devices don't actually charge the car; they provide the electricity to do so. That's because the actual charging equipment is built into the car. The EVSE's purpose is to safely deliver the correct amount of electricity to the onboard charging equipment. 

Now that electric cars are beginning to gain momentum in the marketplace, there are a lot of companies jockeying to get a market share of the EVSE business. The vast majority of these companies have been manufacturing and selling EVSEs for less than six years. However, there is one EVSE manufacturer that has more experience than any other company, with roots that go back into the early 1990s, as well as supplying the home charging equipment for the Tesla Roadster. ClipperCreek, has been making EV charging equipment for over twenty years now, and manufactures all of their products in the USA.

I’ve been using ClipperCreek products to charge my electric cars since 2009, as BMW choose ClipperCreek as their partner to provide the charging equipment for the MINI-E Trial Lease Program.  I’ve never had any problems with any of my ClipperCreek equipment and I still use my original CS-40 EVSE that came with my MINI-E.

However, I also have a version of the latest generation of EVSEs from ClipperCreek, an HCS-40p.  The HCS-40 & the HCS 40p can supply 32 amps at 240v, and deliver up to 7.7kW to the vehicle.  The only EVs currently on sale that can accept more than 7.7kW at 240v are the Tesla Models S & X, and the Mercedes B250e (which uses a Tesla-made onboard charger). So the HCS-40 line of EVSEs is more than powerful enough for the vast majority of today’s electric vehicles. 

For instance, my 2014 BMW i3 can only accept up to 7.2kW, and the rest of BMW’s line of PHEVs, including the i8, the X5-40e, the 330e, the 530e and the 740e, are all limited to a maximum of charging at 3.7kW. This is because plug in hybrid electric vehicles (PHEVs) have smaller batteries than full electric cars do, and thus charge quicker and don’t require such high speed charging.

ClipperCreek uses high quality connectors with a rubberized grip for added comfort when plugging in.

However, if you do want more power, for instance to future-proof your garage, ClipperCreek has you covered. They also sell the HCS-50 & HCS-50p, which both deliver 40amps of power, which translates to a maximum of 9.6kW. The HCS-60 steps up the delivery to 48 amps and a full 11.5kW. For the ultimate in home EV charging, the CS-100 can deliver 80 amps to the vehicle, which is a whopping 19.2kW.  This power delivery rivals the speed that some of the lower-powered DC Fast chargers, but currently only Tesla vehicles can accept such high a level of power from a level 2, 240v EVSE. I believe that's going to change in the coming years, and many EVs will come standard with higher power level 2 charging capabilities of at least 9.6kW.

I received my HCS-40p about a year ago and it’s lived up to the reputation that past ClipperCreek products have earned.  Made from airline-grade plastics they are probably the toughest EVSEs on the market. 

The HCS line comes in both hard-wired and plug-in models. The plug-in offerings are distinguishable by the “p” at the end of the model name. If it has the “p”, than it’s the plug in version. You can order the plug-in versions with either a NEMA 14-50 or NEMA 6-50 plug.  Therefore, you can have your electrician install the 240v you choose before you even buy the EVSE. 

Two screws & it's done!

Personally I prefer having the plug in option, which is why I got the HCS-40p. It’s a little more expensive, ($589 compared to $565 for the HSC-40) but it offers the flexibility of easy installation – you simply screw it into the wall and plug it in. Having the plug also means it’s not permanently installed in one place.  If the need arises, you can unplug it, remove the two screws and relocate it. This can also work very well if you need to take the unit to a second location, like a summer house. All you need to do is install the outlet in the second location and just take the unit there when you need to.

I test electric vehicle charging equipment and review new products, so you can see how the HCS-40 compares in size to many other EVSE options available today in the picture below. It is one of the larger packages available today, and the body of the unit is used for cable management, you simply wrap the cable around it. There is a separate connector holster included that you can locate where it’s most convenient, as well as a lock and key so you can deter someone from unplugging your car.

My "Power Wall"

ClipperCreek has an extensive list of electric vehicle charging equipment and probably offer more options than any other company. All of their Level 2, 240v EVSEs come standard with a 25 foot cable, which is optional on the products of many of their competitors. Many EVSE purchasers don't consider the cable length when they buy one. I think some may assume they all are a standard length, but that's not true. Some EVSEs come standard with a 15 or 18 foot cable, and that may come up short in certain circumstances. With a standard 25 foot cable, you are pretty much assured you can reach any point in your garage, and even outside the garage if you park close enough. 

27 Months & 56,000 Miles: 15,000 kWh of Electricity & 50 Gallons of Gas

Over the course of 56,000 miles, I've driven on pure battery 96% of the time.

My 2014 BMW i3 REx is now 27 months old, and the mileage on the odometer just recently surpassed 56,000 miles. I've needed a little over 15,000 kWh of electricity, and exactly 50 gallons of gas to power the vehicle thus far. That means I've driven on pure battery about 96% of the time, and managed an impressive overall gasoline consumption of 1,120 mpg.

Normally I wouldn't highlight the gasoline use in my electric car; it's really not something most electric vehicle owners like to do. However, as many Chevrolet Volt owners can attest to, adding a range extender to a short range (under 100 mile AER) electric vehicle can expand its versatility immensely. While I haven't needed to use the REx often, there were plenty of times, especially in the winter, that I was very happy it was there.

Back in early 2014, a few months before the North American i3 launch, I openly debated whether I'd buy the BEV or the i3 REx. I ultimately decided on getting the range extender, because the EPA range rating wasn't as high as I had previously hoped. If the i3 BEV had an all electric range of 95 miles per charge or higher, I would have opted for the BEV. The EPA rating of 81 miles per charge just wouldn't be enough for my high mileage driving needs, and even though I had lived the past five years with two pure BEVs - the MINI-E and ActiveE, I chose to go back to gas with the i3 REx.

The vast majority of energy used to power my i3 was generated by the 9kW solar array on the roof of my home.

However I have to admit, I thought I'd need to use the range extended more than I actually have.  Of my 56,000+ miles, only 1,925 miles have been with the range extender running. I've bought 50 gallons of gas (I kept records) and averaged 38 miles per gallon while the range extender was running, just slightly less than the EPA rating of 39 mpg.

But just how little gas is that? Well, as I've said I've owned the car for 27 months now, so that averages out to me needing to refill the tiny 1.9 gallon gas tank about once every month - I drink more coffee than that in a month! However, refueling hasn't been nearly that regular. I've gone stretches of four or five months at a time without needing to buy gas. But I've also taken the car on a couple road trips of two or three hundred miles where I needed to refuel three or four times in the same day to complete the journey. In fact, the majority of my REx miles were accumulated on long trips. These trips simply wouldn't have been possible in an i3 BEV, as charging infrastructure is only now becoming available along the routes I've traveled.

My lawn maintenance contractor cutting the front lawn

To put the tiny amount of gas my i3 needed for the past 27 months into perspective, more gas is used in a year to mow my lawn. I have a large lot, it's a little over two acres and most of it is grass. So I asked my lawn maintenance contractor how much gasoline he needs to mow the lawn and he told me about a gallon and a half. Our lawn gets cut between 32 and 36 times a mowing season including Fall clean-ups, and that adds up to about 50 gallons of gas. I've spent about $145 on gasoline, but since I have solar it's difficult to assess exactly how much the electricity cost me. To simplify things I'll just assume I was paying market rate for the approximate 15,000 kWh I've needed. I'm currently paying about 11 cents per kWh, so that's $1,650 for the electric. Therefore, even if I had paid market rate for all my electric, the total cost to power my car 56,000 is $1,795, or $.03 per mile. I'm sure if I could factor in the exact solar discount, I'd be closer to about $.015 per mile which is pretty incredible.

I can now look back on the decision to get the range extender and confidently say it was the right choice. I probably could have managed with the BEV if the climate here in New Jersey was more like Southern California, but along with the harsh winter weather comes reduced range. From December through February, I averaged only about 55 to 60 miles per charge, down from the 70 to 75 I can rely on during the rest of the year. If only the BEV i3 offered the 95 or so miles of electric range I had hoped, then it would have adequately served all of my needs outside of the occasional long distance trip. In which case we would have just used my wife's car for the long trips instead. In fact, if I didn't have the range extender, there would have been many days where I took my wife's car, just in case. Most of these days I never needed to fire up the REx, but having it there allowed me to use the car that day and not worry about rearranging my day to find a place to plug in. I'm sure if I had bought a BEV i3, it wouldn't have 56,000 miles on it already.

The harsh winters of New Jersey meant opportunity charging whenever possible, as well as more use of the REx.

The good news is the 2017 i3 is getting a battery upgrade, and the range for the all electric BEV i3 will increase from 81 miles per charge to 114 miles per charge.  That's an impressive 40% increase in range without increasing the physical size of the battery. The new battery is simply better, and more energy dense. The i3's battery pack is comprised of 96 battery cells, packed 12  cells per module, with 8 individual modules. Each cell now holds 94 Amp-hour (94 Ah) of electricity, up from the 60 Ah cells used in the 2014 through 2016 i3s. The 2017 models will be available in the US within a few weeks, and I've already heard reports from new owners in Europe where they driven as far as 130 to 150 miles on a single charge with the new, improved battery.

The intense competition within the industry is creating improvement in battery technology faster than ever before.

Battery improvements and increased electric range is happening across the industry. The 2011 Nissan LEAF had an EPA range rating of 73 miles per charge. The 2016 LEAF now has a 107 mile rating and by next year it's rumored to jump up to approximately 200 miles. By the end of the year Chevrolet is introducing the all electric Bolt EV which will have a 200+ mile range and replace their current all electric offering, the Spark EV which has an 82 mile range. The 2016 Volt now has 50% more electric range than the 2012 model did. Sometime in late 2017, Tesla is scheduled to launch the 2018 Model 3, their affordable 200-mile electric sedan. However even with longer ranges, increasing the public infrastructure will be key in gaining market share, especially in the more rural areas of the country.

Before long, 200 miles of electric range will be the norm, and BMW will have to up the ante again. They know that, and their battery supplier, Samsung SDI is already far along in development of the next battery which will undoubtedly end up in future i3s. That being the 125 Ah cell which is not only much more energy dense than the current 94 Ah cells, but it's also smaller and lighter. As EV ranges increase, and public charging infrastructure continues to mature, they'll be less and less of a need to bother with the added complexity of a range extender. Sounds good to me, we're just not quite there yet in my opinion. Extended range electric vehicles like the Volt and i3 REx are still a good choice for many who want to transition from gas to electric drive. There's no magic bullet, the more options available, the healthier the plug in electric vehicle market will be. 

It's Official: The 2017 BMW i3 Will Have New Battery, Moonroof Option, New Colors & More

The 2017 i3 comes with 40% more range than the current model. It's also available in a nice new color: Protonic Blue

The worst kept secret of the BMW i3 is officially no longer a "secret". BMW has formally announced that the 2017 i3 will have a new, longer range battery pack. They are indeed using the new Samsung 94 Ah battery cells that I speculated they would five months ago.

Just as I predicted the new battery pack is increasing from 21.6 kWh to 33.4 kWh, which in an increase in capacity of about 50%. However the range of the i3 BEV will only increase by 40% from 81 miles per charge to 114, which is less than i predicted. That's because BMW is now using a larger buffer (the difference between the total battery capacity and the usable capacity) and also because the car now weighs more (roughly 100 lbs more) because the new higher capacity cells weigh slightly more than the ones they replace.  The slight increase in weight will likely only have a very minor effect on performance, if any. The old battery used 60 Ah cells and had a capacity of 21.6 kWh, of which 18.8 kWh was usable. Which means BMW allowed the 87% of the capacity to be accessed. The new pack uses 94 Ah cells, has a total capacity of 33.4 kWh, and 27.2 kWh is accessible. That means only 81% of the total new battery capacity will be usable.

The reduction of usable capacity could simply mean BMW just wants to be more conservative, and with more available capacity they didn't need to squeeze every possible kWh out as they did with the much smaller 21.6 kWh pack. Or, quite possibly the new battery cells don't fare as well as the current cells do when they experience frequent deep discharges, so it's necessary to build in a larger buffer.

The new range rating for the REx model hasn't been announced yet, as it is still undergoing official EPA range testing. I have a theory about why this is so, but I'm going to wait until we get the range rating of the new REx before I elaborate. I do expect the REx to have a smaller percentage of range increase than the BEV i3 did, but I'm going to leave it at that for now. I'll dedicate a new post to this subject once the official EPA range for the new i3 REx is announced.

The new Protonic Blue will likely be a popular choice

While the increased range is the biggest news for the 2017 i3, it's not the only changes. The i3 will be available in a new color, Protonic Blue. At the same time the popular Solar orange is being discontinued. So the color options for 2017 on, will be: Fluid Black, Protonic Blue, Capparis White, Mineral Gray, Platinum Silver and Ionic Sliver.

One interesting nugget which was announced in the BMW AG press release, yet not in the US press release was the BMW i battery retrofit program:

"With the introduction of the new 94 Ah battery, BMW gives i customers the opportunity of retrofitting their purely electric BMW i3 (60 Ah) with the new 33 kWh battery as part of a high-voltage retrofit program. This program is available in selected markets. The 22 kWh batteries traded-in by customers are used to build stationary storage battery modules thus starting their second life. This effectively proves how sustainable BMW i technology is across its entire production and life cycle" 

This is very exciting news, even if it appears that initially only BEV i3 (not REx) owners will be able to upgrade their battery, and initially at least, the US market won't be able to participate. I'd be very surprised if this upgrade program isn't made available to the US market at some time in the future, but I believe the real question is what will the cost be? I would imaging the entire pack, including the thermal management system and packaging probably costs BMW somewhere between $7,500 and $10,000. If they offer a $3,500 discount for the old pack as a trade in, than the customer's cost is somewhere between $4,000 and $6,500 without adding the cost of labor for swapping the packs. So unless BMW subsidizes a big chunk of the cost it's going to be a very costly upgrade, especially considering the owner is replacing a battery that is less than three years old.

The new 94 Ah Samsung battery cells are the same physical size as the current 60 Ah cells, but they weight slightly more. 

I think that's partially why BMW of North America isn't rushing to bring the battery upgrade program here. The i3 just passed its two year anniversary here in the US, so even the earliest buyers still have a relatively new battery. I have one of the highest mileage i3s in the US, and currently have just under 50,000 miles on my car. My battery still has about 18 kWh of usable capacity, after starting with about 19 kWh. So in two years, I've recharged the vehicle about 1,200 times, driven nearly 50,000 miles and my battery has only lost about 5% of its original capacity. I'm definitely not ready to drop $5000 or so on a new battery just to add 30 or 40 miles of range.

I do expect BMW of North America to eventually offer a battery replacement program, but honestly it's just not necessary yet. I could definitely see myself buying the replacement pack in another two years, when I have about 100,000 miles on the car. I'd also be interested in buying back my old pack, once it's been refurbished into the stationary energy storage unit, and using it in my home. My solar array could charge the unit during the day, and when I come home at night I'd use the stored energy to recharge the new pack in my car. I don't know if BMW has plans to make this kind if home energy storage units, but if they did, I'm definitely interested, especially if I could reuse my old battery pack.

Atelier will be called Deca World for the North American market and will be the new base interior trim

The new Dark Walnut wood dash trim

There are also a few interior changes on the new i3. Finally (Let me repeat that!) FINALLY, the US market will be able offered the moonroof option. Much to the chagrin of i3 owners across the country (and particularly the ones in California), until now the moonroof option that was available on the i3 everywhere else in the world, wasn't available in North America. It will now be offered once the 2017 i3 begins shipping sometime in late August. There is also a new interior option being called Deca World (to go along with Mega, T\era & Tera Worlds). Deca World replaces Mega World as the base trim and is an attractive Black fabric with BMW i Blue trim. It has been available in Europe since the i3's launch, where it's called "Atelier". There's also a new dark oak wood option to go with the lighter Eucalyptus wood dash panels. Customers who order other of the two top interior trim levels (Giga or Tera World) will now be able to choose which wood trim they prefer.


             BMW's "Born To Go Further" video ad for the 2017 i3

In all it's pretty much what I expected the 2017 i3 would offer. BMW calls this kind to product refresh an LCI (Life Cycle Impulse). That's a mid generation refresh for the vehicle where they make improvements, but don't create a new vehicle. The battery upgrade is the big deal of this LCI, and will probably the biggest improvement the first generation i3 has during its lifespan, which will likely be until about 2019. I expect a totally new 2nd generation i3 to emerge about that time, along with the next generation of batteries that Samsung is still working on. These new future cells are low profile, are 125Ah with a specific energy of about 250Wh/kg. They pack about 33% more energy than the new 94 Ah cells BMW will introduce in the 2017 i3. So while 2017 brings some nice improvements for the i3, the next big leap forward in battery tech is once again only a couple years away. It's not difficult to see how similarly priced EVs will soon attain cost and utility parity with internal combustion engine vehicles. It's all about the batteries.

Can BMW Fend Off The Charge of the Tesla Model 3? Part 2

My concept 2020 BMW i5. BMW's answer to Tesla's Model 3 (shown in Moloughney Red)
Designed in conjunction with BMWBLOG

In last week's post, we looked at the impact that Tesla's Model S has had on the sales of competing vehicles in the large luxury segment in the US. That set the table for the question of whether or not the Model 3 can have equal or perhaps even greater success in the entry level, premium segment when it hits the streets sometime in the end of 2017 or early 2018. That segment has been owned by BMW's 3-Series for decades, and BMW isn't going to just give it up without a fight.

But what exactly can they do? The Model 3 has captured the imagination of the public and Tesla has received over 400,000 reservations in the first three weeks since the reservation process has opened. That staggering number has undoubtedly caused a few sleepless nights for product planners of various OEMs. In fact, if we look at theory of Diffusion of Innovations, the interest in the Model 3 would absolutely prove that the electric vehicle market has now moved beyond the innovators and early adopters, and we are now well into the early majority phase. That's good news for Tesla, but is BMW also ready to capitalize on the inevitable market shift we are witnessing?

The short answer is yes, they absolutely can. In fact they are probably positioned better than any other OEM to do so because of the tremendous investment that they have made in BMW i. They've poured billions into the i division, and it wasn't just for the i3 and i8. Lessons learned working with CFRP, aluminum and a variety of sustainable materials and manufacturing processes will be carried into future plug-ins. In fact, it's doubtful any auto manufacturer has spent more restructuring the company in preparation for the shift to electrics, than BMW has over the past seven years. However, the remarkable Model 3 reservation list probably indicates that they need to accelerate their EV programs and bring some vehicles to market a little sooner than they might have planned if they want to minimize defection from the brand. The good news for BMW is that Tesla can have a million reservations, and that won't mean they can actually make the cars fast enough to satisfy demand. In fact, every car Tesla has released so far has has been delayed, and even when they initially "launch" the vehicle, it takes them 4 to 6 months before they are making them in serious volume and the first few months of production are usually plagued with quality issues.

The Tesla's Model 3 is predicted to launch in late 2017

So even if Tesla does manage to have a few ceremonial Model 3 deliveries in late 2017 as promised, they probably won't be making them in volume much before the summer of 2018, and I highly doubt they will deliver more than 30,000 to 40,000 Model 3s before the end of 2018. By the time 2019 rolls around, Tesla will likely have any initial quality issues worked out and will be able to begin really producing the vehicle in high volume. So BMW has about three years to produce a vehicle to compete in this segment which will curb mass defection from the loyal 3-Series following, as well as keep the BMW name synonymous with innovation, performance and sustainability.

Does BMW have a vehicle in development that can compete in this class that has already been green-lighted for production? Yes they do, the 2020 i5. We've all read an assortment of i5 predictions from various "BMW insiders" ranging from it being a hydrogen fuel cell vehicle, to an EV with a range extender. If BMW is serious about competing in this space than it shouldn't be either. The i5 needs to be a long range electric vehicle, there's no need to mess around with range extenders or fuel cells. The remainder of this post is purely my thoughts and predictions on what BMW should and could do to remain a leader in the industry. I have nothing concrete to base these opinions on, and everything you read below is purely speculative.

The cornerstone of the BMW i will be the 2020 i5 which will launch in mid 2019 with the following specs:

-Five door hatchback w/seating for five
-Aluminum frame, CFRP body same as i3 & i8
-78.75 kWh battery pack, with 70kWh is usable
-EPA rated range of 245 MPC
-Capable of charging at 150kW.
-345 hp and 375 lb-ft torque. 0-62 mph in 5.0 seconds
-All wheel drive option
-Options include HUD, panoramic roof, various "BMW Driver Assistant" autonomous driving features. 


So why doesn't BMW bring the i5 to market sooner and beat Tesla to the punch? Is it because they don't think the market is ready, or they just don't believe in long range electric cars just yet? The answer to both of those questions is no. It's all about the batteries. Tesla knows this, and refused to wait for the market to bring cutting edge battery cells to them. Instead they are building what will be the largest battery factory in the world, to supply their cars with the best batteries as soon as they are available. BMW, along with the rest of the OEMs, will rely on third party suppliers for their battery cells. It's too early to tell which strategy is best, but once the Gigafactory is operational, it should provide Tesla with the advantage of having the best cells available and at a lower cost, but that has not yet been proven.

Why 2019? That's because Samsung SDI, BMW's battery partner is scheduled to bring to market their next generation lithium ion battery cell sometime in 2019. These new cells have been described by Samsung as the "Low Height Pack" cell generation because they aren't nearly as tall as the batteries currently used in the i3 which will allow for a lower seating position. However, the real progress is in the specific energy of the cells and the cost. The current i3 uses 60Ah cells that are believed to have a specific energy of 130 Wh/kg. The 2017 i3 is rumored to be using the latest Samsung SDI cells that are the same physical size as the 60Ah cells, but are 94Ah with a specific energy of about 190 Wh/kg. These new cells are going to increase the i3's range from 81 miles per charge to about 120 MPC. However that still isn't good enough for the long range Model 3 competitor that the i5 needs to be. The 2020 i5 will use Samsung's Low Height Pack cells that are estimated to be about 125Ah with a specific energy of about 250Wh/kg, nearly double the energy density of what the current i3 batteries have and cost less than the current 60Ah cells do. These cells will allow BMW to stuff a 78.75kWh battery pack in the i5 and still keep the weight under 4,000lbs.

A Samsung SDI rep holding their new "Low Height Pack" cells which won't be available until 2019. Notice the energy rating is not listed on the cell as it is on the other batteries on display. Also note the low height as compared to the 94Ah cell on the left. That 94Ah cell is rumored to be in the 2017 BMW i3, and is the same physical size as the 60Ah cell used in current i3s. 

The i5's battery pack I'm designing would consist of 14 modules, each containing 12 battery cells for a total of 168 cells. If BMW allows 90% of the pack to be available, that means 70kWh of usable energy and an EPA range of about 245 miles per charge. It will also accept up to 150kW of DC power and utilize the emerging network of 150kW DC fast chargers that, by then, will begin being funded by members of the CharIn EV association. The network will be minuscule compared to Tesla's Supercharger network, and Tesla still has a huge advantage there, but at least customers will see a path to what someday could rival the Supercharger network, which currently doesn't exist. I'm not even ruling out a partnership with Tesla, where the other OEMs pay Tesla to install 150kW CCS stations at every Supercharger location. After all, at Audi's 2014 LA Auto Show press conference, the automaker promised they would have a network of 150kW DC Fast charge stations installed and operational before they launch the 2019 e-tron Quattro. How else could they accomplish that?

The i3's battery tray

Granted, even if BMW hits the mark with the i5, the Model 3 is going to be a widely popular vehicle as long as Tesla can manage to deliver what they have promised. However, a strong competitor from BMW like what the i5 has the potential to be, can limit the number of sales the Model 3 takes from BMW in this segment. The i5 will cost more than the Model 3, starting at $49,990. However the standard i5 will be better optioned than the standard Model 3, and I believe a loaded Model 3 will end up costing around $60K anyway. Therefore the average purchase price of the two cars may only be $6,000 to $8,000 apart.

That said, the i5 isn't the only plug they'll have in 2020. By then BMW's entire array of models will offer PHEV options. They already sell the X5 40e plus the 330e, and by the end of the year will have the 740e in showrooms. Sometime in 2017 the 540e will be added to the iPerformance PHEV line. These are all very competent PHEVs, and the reviews have been very positive with regards to the driving experience they offer. The only problem I have with these cars is the AER. None of these vehicles boast an EPA range of even fifteen miles per charge, and I just don't find that acceptable in 2016. If BMW wants customers to see the value in paying more for the plug in version of any car in their line, it has to deliver an electric range that can save them a reasonable amount in fuel to offset the couple thousand dollars extra the vehicle costs, and 13 miles of electric range just doesn't do it.

BMW now calls the PHEV line that comes from their conventionally powered vehicles "iPerformance"

BMW needs to upgrade the batteries in their PHEVs to the higher density cells coming to market now, and then again in 2019. If BMW were to use the higher energy cells available later this year, the AER of their iPerformance PHEVs would jump up to about 20 miles per charge without increasing the battery's physical size or weight. Then, in 2019 when the 125Ah cells are available, they can bring the 2nd generation PHEVs to market with a boost to 30 - 40 miles of electric range. This won't satisfy the hardcore EV aficionado, but there will be plenty of people looking to buy their first plug in. These people aren't ready for a 100% electric car, and a PHEV with a respectable AER will bring them (or keep them loyal) to the brand.

The final piece of the puzzle is the 2nd generation i3. Using Samsung's Low Height pack 125Ah cells means BMW can offer a 48kWh i3 which would most likely have about a 180 mile electric range. I expect BMW to stick with the range extender option when the 2nd generation i3 is released so the choices will be the 180 mile BEV and a REx that has about 325 miles of combined range, and both versions will charge at 150kW like the i5. I also expect it to have the functionality to turn the REx on manually when the operator wishes, because BMW will have worked out the issues with CARB and the BEVx designation which is why the current i3's range extender is restricted from using the built in Hold SOC Mode that European i3 owners get to use. Expect the gen 2 i3 to be slightly larger than the current model, and I'm betting BMW will replace the rear coach doors with conventionally opening ones. They will also figure out how to add a third seat in the back. BMW will improve the drivetrain efficiency as well as add about 20 hp and 25 left of torque. 0 to 60 times for the BEV will be in the mid 6 second range.

BMW will bring the MINI Rocketman BEV to market in 2018

One last prediction. In 2018 BMW will introduce the MINI Rocketman and it will be available in pure BEV and use many of the i3's components. It will have about a 100 mile range and at launch be available only as a hardtop. However, the following model year it will also be offered in convertible trim, finally giving the EV faithful an attractive and sporty electric ragtop offering.

While BMW's i5 will be the Model 3's direct competitor, I believe it's going to take an entire portfolio of plug-ins for BMW to remain competitive in the ever expanding plug-in market. While BMW absolutely needs a flagship long distance pure EV, there is no one size fits all in the automobile industry, and the plug-in market is no exception. This is one area where BMW has a clear advantage over Tesla. By 2020, BMW will have no less than seven models with plugs in their showrooms, and most likely that number may actually be closer to ten models. If the incredible amount of reservations the Model 3 has amassed has proven anything, it's that the public is absolutely ready for compelling electric vehicle options. Tesla has captured the imagination of the world. They've proven that it can indeed be done and people want to support them for doing so. Your move BMW. 

Battery Options for the 2017 BMW i3?

A Samsung employee shows of one of the new 94Ah battery cells which I predict the 2017 i3 will boast

Ever since last October when BMW CEO Harold Krueger stated that the 2017 i3 would have an increased electric range, there's been speculation on how they would accomplish it. While BMW hasn't made any official announcements yet, it's widely believed that BMW will be using the new Samsung 94Ah battery cells for the 2017 i3, which I first speculated here, back in November. 

The current i3 uses 96 Samsung 60Ah battery cells which are 3.75v ea. This adds up to a total of 21.6kWh (96 x 60 x 3.75= 21.6). The new 94Ah cells are the same physical size and voltage so an upgrade to these cells would mean BMW could use the same modules and battery tray, greatly reducing the cost as compared to engineering all new packaging for the new cells. Therefore, the new pack should increase from 21.6kWh to 33.8kWh (96 x 94 x 3.75 = 33.8). If the weight of the cells is the same, that should increase the BEV i3's range from the existing 81 miles per charge to approximately 125 miles per charge and the i3 REx's range from 72 miles per charge to about 112 MPC.

The battery pack of my i3 REx. It was removed to replace a faulty battery heating element. 

So we know for sure that the 2017 i3 which begins production this summer will have increased range from improved battery cells, and we believe we've figured out which cells BMW will be using. The next logical question then is:  Will that be the only battery available for the 2017 i3, or will BMW also continue to offer the current 60Ah cells as a lower cost battery pack option? We say the latter.

As a comparison Tesla has always offered different battery pack options for the Model S. That, along with direct sales and the Supercharger network been part of the fabric which has made the Model S so appealing to so many people. But there is another example of an OEM offering battery size options which is an even better comparison, and that's Nissan. Ever since the Nissan LEAF launched in late 2010, it had been fitted with a 24 kWh battery pack. Just past Fall Nissan added a 30kWh battery pack as an option. The entry level "S" model still has the 24kWh battery pack, but if you want the higher level SV or SL trims, you also get the new 30kWh battery pack. 

BMW could do something like what Nissan did and continue to offer the 21.6kWh battery pack, but only on a base i3, to offer a lower cost option. Or they could do like Tesla does and simply allow the customer to choose the battery size they want like any other option. This will however drive dealers nuts because they'll now have to stock four different i3's. Some dealers are already having difficulty deciding how many of each of the current two versions to stock, so four different versions of the i3 definitely won't make their life any easier.  I am however, going to predict this is indeed what BMW does, and if I am correct, here's the 2017 i3 options that will be available as early as this September:

BEV with 21.6kWh battery and 81mi electric range

REx with 21.6kWh battery, 72 mi electric range & 74 mi additional gas range (39mpg x 1.9gal)

BEV with 33.8kWh battery and ~125 mi electric range
REx with 33.8kWh battery, ~112 mi electric range & 93 mi additional gas range (39mpg x 2.4gal)

Note the gasoline range on the 33.8kWh i3 REx increased from 74 miles to 93 miles. That's because in the US, BMW reduced the amount of gasoline available on the car to 1.9 gallons, even though the  fuel tank is actually 2.4 gallons. European customers have had access to the full 2.4 gallons all along, and will continue to do so. The reduced gas availability in the US was so the car would be classified as a CARB (California Air Resource Board) BEVx vehicle, giving BMW the maximum amount of the valuable ZEV credits, and qualifying the i3 for additional state rebates and tax exemptions. However, with the larger battery and longer all electric range, the i3 REx can now utilize the entire 2.4 gallons and still have BEVx designation, so I see no reason why BMW wouldn't remove the gas tank restriction and give access to the full 2.4 gallons. That would increase the overall combined range of the i3 REx from its current 142 mi to 205 mi. 

With the battery tray cover removed, you can see the eight distinct modules that make up the i3's battery pack.
Each module contains twelve 60Ah Samsung battery cells. 

Of course we're still just speculating here, and as we draw closer to the beginning of production for the 2017 model year i3 BMW has been as tight lipped as always on new or improved models. Perhaps the announcement will happen next week at NYIAS, or BMW may wait until closer to the 2017 launch as to not really kill sales of the remaining 2016 i3 inventory. In any event, the improved range will be a welcomed improvement for the i3, if not a necessary one. The new 30kWh battery pack of the Nissan LEAF is only a temporary improvement, as it's been strongly rumored that the 2018 LEAF may have a 60kWh battery. That, coincidently matches the 2017 Chevy Bolt's 60kWH battery pack, and that EV will boast a 200 mile all electric range. Then, in 2018 the Tesla Model 3 will launch, and offer a 200 mile range for about $35,000. So I'm guessing the next i3 range boost will have to happen in 2018 as a 2019 model, perhaps when the 2nd generation i3 is released. 

I'm sure BMW realizes they need to continuously improve the battery in their EV's if they want to be competitive in this space, and this LCI refresh for the i3 proves that BMW isn't going to sit idle and let the competition eat their electrons for lunch. 

BMW i3 REx One Year Review

Delivery day: May 21st, 2014

Well that went by fast. After waiting patiently for years for BMW to bring the "Megacity" car, their first production electric vehicle to market, my first year of ownership really flew by quickly. On May 21st of last year I was the first i3 REx delivery in the US. My one year review is about a month late, but that has only given me some more time to gather my thoughts about it.

About a month into ownership last year, I authored two posts dedicated to my initial likes and dislikes. Many of those initial thoughts still hold true, but I've also had some changes of opinion as well as discovering new annoyances and new attributes which I appreciate.

One of the few pictures I have of my car in its real color; Laurel Grey. I wrapped it red the first week I had it.

Overall I'm very happy with my i3 and there isn't another car I'd prefer to have. It really suits my needs while offering the perfect balance of performance, utility, comfort and efficiency that I desire. I managed to pile up a little over 25,000 miles by my first year anniversary (I'm up to about 27k now) with 23,700 miles on battery alone and 1,300 miles with the REx engine running. That equates to about 95% all electric miles. I'm sure some will question whether I needed the range extender option at all since I only used it for about 5% of my driving and that's a valid question. I guess I didn't really need it, but I definitely don't regret spending the additional $3,850 for it and I'll explain why.

The REx performed perfectly on my 462 mile road trip from New Jersey to Vermont. Going there and back I drove a total of 111 miles on battery and 351 on the REx, needing a little under 10 gallons of gas for the trip. I'll gladly replace gassing up on long trips with a couple 30 minute quick charge stops once the infrastructure matures, but for now the REx is my best option for the occasional long trip.

First and foremost, the range extender allowed me to take the car every day without even thinking twice about whether I had enough range or whether or not I would have the opportunity to plug in during the day. Back when I did my initial likes and dislikes, the first thing I pointed out was that I think BMW missed an opportunity to separate themselves a bit from the pack of "80 mile EVs" out there. The 81 mile EPA range rating for the BEV i3 was just a little too low for me so I went for the REx. As it turns out, there weren't too many days which I needed the REx, but having it there allowed me to take the car on days I may not have because I wasn't sure how far I might need to drive that day. So in reality, the range extender allowed me to drive more electric miles than if I didn't have it. I'd say I probably only needed the REx about two or three times a month on average, and even then it was usually for less than twenty miles. There were a couple long road trips which accounted for the majority of miles, and a few times I needed it for 30 to 50 additional miles. When I first got the car I took it to get wrapped and the shop was about 130 miles from my house. The drive back was nearly all on the range extender. I took a couple 150 to 200 mile round trips, my wife took the car on a business trip to Pennsylvania and I also made a 462 mile round trip to Vermont. It's true I could have managed without the REx, but having it there increased the utility of the vehicle immensely and if I had it to do all over, I would definitely get the REx again. However, if BMW had optioned it with a 28-29kWh battery pack (33% larger), I would definitely choose that over the REx.

The car is holding up well and there are no squeaks or rattles to report. My interior still looks brand new, even with heavy use and high mileage for one year. I'm pointing that out because I have heard a few i3 owners report their leather seats showed premature wear, and even a couple people say the eucalyptus wood dash panels developing cracks (which BMW replaced under warranty). I have nothing negative or unusual to report on this though. Since I wrapped the car shortly after getting it, I can't really comment on how the exterior painted surfaces are fairing. Since this is the first BMW with all plastic body panels, and since BMW developed an entirely new way of painting the panels which uses 70 percent less water and 50 percent less energy than painting systems employed for their steel body panels, I think it's fair to wonder how well the painted panels will hold up over time. I have had a few people ask me how the wrap is doing and I can say that after a year of driving in New Jersey (including a harsh winter with a lot of snow and ice) the wrap is beginning to show signs of wear and even peeling on some of the corners. You really have to be looking at it hard to find the problem spots, but small issues are surfacing which I'm sure will only get worse. I really only intended to keep it wrapped for a year or so, so I'm not concerned. I figured this would happen after about a year. Just keep this in mind if you are planning to do a vehicle wrap. 

The wrap is bubbling a bit on the side mirrors

Wheel well beginning to peel

The redesigned fuel sensor

Over the year I had a couple of maintenance issues which needed service. The good thing was my dealer, JMK BMW, has i3s in their loaner fleet so I was able to drive an i3 even when my car was in for service, which amounted to a total of 14 days. The first issue was one that all the early i3's had, a blown onboard charger, or as BMW calls it, a KLE (Komfortladeelektronik or Comfort Charging Electronics in English). One good thing about the way BMW engineered the onboard charging is that there are two 3.7kW on board chargers, one in the main EME (Electrical Machine Electronics) and the other, the KLE, is installed separately from the EME. So if you do have a KLE failure, you can still charge the car, albeit at half speed. I can't give BMW a pass on this issue though. They had five years of field testing with the MINI-E and ActiveE, and to come out of the gate with a faulty on board charger is inexcusable in my opinion. To their credit, they quickly resolved the issue by re-engineering the KLE, and installing it in the existing i3 fleet. I've had the new KLE  in my car for 10 months now, and it's been working fine. There was another issue that all i3's with the range extender had, which was a faulty fuel pressure sensor. Almost immediately after the i3 launched, REx owners were getting a Check Engine light, even if they never fired up the REx. It turned out a fuel pressure sensor was getting corroded by the gasoline used in the US. Evidently the mixture is different from the gas used in Europe where the i3 had launched 6 months earlier without this issue, and the additives in the US gas were creating havoc with the sensor. Again BMW quickly made a new fuel pressure sensor, this one actually has gold plated connectors to resist corrosion.

My battery pack dropped from the car. The heating element is inside, below the battery modules

I also had a flaky voltage regulator for the battery heating element which was occasionally sending an error message. I don't think BMW was sure if the sensor was bad or if the regulator was bad so they just replaced both. That required removing my entire pack to replace the regulator. I was surprised that this major service was accomplished by my dealer in less than two days. The only other issues I had were flat tires; four of them to be exact. It's difficult for me to really assess blame on this, since flat tires are usually the fault of the driver for running over debris or adverse road conditions, but four flats in one year is a little troublesome. Could it be related to the rubber compound Bridgestone used to make these unique tires, or related to how tall and thin they are? The two main problems I have with this are the fact that since the i3 doesn't have a spare, you are left stranded unless the mobility kit (an air compressor and tire sealant) can temporarily seal the hole and allow you to drive home or to a repair shop. Secondly, the tall thin tires are unique to the i3, so they aren't always in stock at the dealer. One time I had to wait four days for the dealer to get one. 

With no spare tire onboard, a flat means you're getting towed

At least with a sidewall bubble you can drive to the dealer, but you still need to buy a new tire and hope it's in stock

Three of the four flats I had were caused by sidewall bubbles, which happen when the inner liner of the tire is damaged. Sidewall bubbles typically happen when you hit a pothole, curb or road debris. In all three cases when I had this happen, I hit a good sized pothole and immediately figured I'd have a problem. Pulling over once it was safe confirmed what I had expected. The other flat I had was caused by a large metal screw. In that case I was actually only a couple blocks from a BMW dealer who actually had the tire in stock and I was able to wait there and drive off about an hour later. A few years back I had a Porsche Boxster with low profile Pirelli tires and had sidewall bubble issues with that car also, so I know this is something that is common with low profile tires. The difference was the car had a spare tire and the Pirellis were available everywhere. If I could go back in time I probably wouldn't have gotten the $1,300 optional 20" sport wheels and I certainly would have paid the $1,000 for the tire and wheel insurance. I definitely like the look of the 20" wheels, but they are lower profile than the 19" stock wheels, and that makes them more susceptible to bubbling. 

91 miles on a charge is my personal best to date

As for the range, in warm weather (over 65 degrees) I can usually beat the EPA rated range of 72 miles per charge. In fact, I average about 78 miles per charge in these favorable conditions. The cold weather takes its toll and the worst range I ever got was 48 miles on a full charge before the REx turned on. This happened back in January when the temperature was below zero with ice covered roads and I didn't precondition the cabin or battery. I actually wanted to see just how bad the range could be in those conditions. However most of the winter when temperatures were under 30 degrees I averaged about 58 to 60 miles per charge. The furthest I ever drove before the REx kicked in was 91 miles, which I did shortly after taking delivery.

I'll now list the top ten things I either find annoying, would like to see corrected or added features to future i3s.

1) Configurable regenerative braking. I'd like to select how aggressive or weak the regenerative braking is. Other manufacturers offer this and the owners I've spoken with appreciate having control over their regen. The i3's regen does increase in strength when in Eco Pro and Eco Pro+ modes, but I'd prefer the ability to manually adjust it.

2) The car needs an extension flaps on the sun visors. There is a huge gap between the visors and early morning drives can be difficult when heading East. 

3) The charging connector needs to unlock from the vehicle when the charging session ends. BMW had said this would be part of the March 2015 software update (which I have) but it still doesn't work. 

The large gap between the visors allows the blinding sun to get through. Visor extension flaps would be appreciated.

4) The front storage compartment (frunk) should be waterproof. If that is problematic then install a snap-on or hinged cover to keep dirt and water spray out. 

The current configuration allows leaves, water and dirt to get into the frunk storage compartment. Anything stored up there gets dirty and wet. A cover would solve the issue. 

5) Remove the annoying disclaimers and seat belt gong every time you turn the car on.  The seat belt warning should give you ten or twenty seconds to buckle up before it sounds the alarm. I might code my car just to remove these.

6) Fix the windshield wiper. It currently pulls water back into the drivers view when it changes direction. During heavy rains there is a significant obstruction to the drivers view of the left side of the windshield. 

The wiper leaves a line of water on the windshield, and actually pulls it back into the drivers line of vision when it changes direction.

7) Add a battery temperature readout. BMW can bury it in iDrive if they don't want it on the main display screen, but put it somewhere. Many experienced electric vehicle drivers want to see their battery temperature.

8) Add a heated steering wheel. In my opinion heated seats and steering wheel should be standard on all EVs, especially ones from premium brands. I would have really appreciated it last winter.

9) Include an AM radio. Other EV manufacturers have figured out how to reduce the interference and offer it in their vehicles. I'm sure BMW can figure this out too, even if the reception isn't perfect. 

When the ACC disengages, you get this warning. The problem is by then it's already disengaged and the car is applying the regenerative braking.

10) Fix the Adaptive Cruise Control and Parking Assistant. These are really great features, and this kind of technology is expected in a car like the i3. The problem is the ACC disengages suddenly and doesn't recognize certain vehicles because of their tail light configuration. The car will drive right into the rear of a Dodge Charger for instance, because the Charger's taillights (which extend across the entire rear of the vehicle) for some reason confuse the ACC. Direct sunlight and sometimes overpasses also cause the system to shut off without warning. I dedicated a post to this issue a few months ago. The Parking Assistant is an automated parking feature which does an incredible job of parking the i3 in very tiny parking spots. It only needs an opening which is 22 inches longer than the car to park it. The problem is, I've had numerous people report to me that the car rubbed the curb during the automated parking, scratching the rims. I've had enough people tell me this happened to believe it wasn't just a couple cars malfunctioning. I believe there is an inherent flaw in this feature which needs to be fixed, so for now I recommend not using the Parking Assistant until we get word that the issue had been corrected. 

OK, so by now you must be thinking I must really hate the i3, considering all these things I've pointed out that I don't like. That wouldn't be correct. I actually love the car and wouldn't trade it for anything, but nothing's perfect, and BMW can definitely make adjustments which would improve the i3 in my opinion. Now I'll dive into my top ten i3 likes. 

1) Spacious interior. For a car that is only 13 feel long, it has a lot of interior room. It actually has nearly the same interior volume as a 3-Series which is more than two feet longer than the i3.

Spacious, comfortable and well laid out. The i3's interior is definitely one of its strong points

2) Beautiful interior. In my opinion the i3's interior is stunning and laid out perfectly. The seats are very comfortable and the outward vision is excellent.

3) It's incredibly fun to drive. The instant torque, combined with the light weight make the i3 the most fun to drive electric vehicle this side of a Tesla P85D. The low end acceleration (under 60mph) is fantastic and it's actually the fastest one of the fastest BMWs from 0-30mph. Somehow the tall, thin tires do their job and keep the car under control in hard turns. While it doesn't corner like an M3, it really does just fine when it needs to. I've let dozens of friends and family members drive it and they all walk away with an ear to ear grin. It's really a blast to drive.

4) Futuristic, sustainable construction. I love the fact that I'm driving the only volume production to ever be constructed with a passenger compartment primarily made of carbon fiber reinforced plastic, an all aluminum frame and thermoplastic body panels. There is absolutely nothing else like it on the road today. Plus, every stage of manufacturing and assembly was developed with sustainability in mind.100% of the electricity used in the Leipzig assembly plant is derived from the wind farm BMW installed on the site. It actually generates so much excess electricity that BMW sells the excess to the Volkswagen AG. Even the carbon fiber plant in Moses Lake, Washington where the CF is made is powered 100% by renewable hydro-power. 

BMW's Leipzig plant where the i3 is made. The on site wind turbines produce more energy than the plant uses.

5) The charging rate. I can consistently pull 7.2kW at home (30 amps @ 240v) and now that there are finally some CCS DC fast Chargers being installed I can look forward to fast charging on the go. I'll soon be installing a 24kW CCS DC Fast charger at my restaurant so I'll have access to it every day. One of the advantages of having a relatively small battery is it charges quickly! I can fully recharge in a little under four hours while charging level 2, and I can be at 90% in about three hours. Tesla is the only EV manufacturer in the US making on board charging equipment which can deliver more than 7.2kW from a level 2 (240v) source.

6) The efficiency. According to the EPA, the i3 is currently the most efficient car sold in America. Over the entire year I averaged 3.9 miles per kWh. In the warmer weather I'm usually around 4.5 mi/kWh and in the winter I was averaging about 3.5 mi/kWh. I should note that I don't drive the car softly, and I'm certain many other i3 owners see much better consumption figures. It's way too much fun to drive it like it was a Prius. Averaging 4 mi/kWh the i3 would cost the average American about $400 per year to drive 15,000 electric miles.

I needed to drive over 200 miles on the range extender when I drove it to Vermont last winter. I set the cruise control to 70 mph and the REx was able to sustain the charge level the entire trip without any issue, even with needing to make a few elevation climbs.

7) The range extender. I know above I said I'd prefer a larger battery over the REx, but that just isn't an option at this time. As far as range extenders go, I like how BMW set this one up. It's truly an auxiliary power unit, one that has no physical connection with the wheels and cannot drive the wheels under any condition. It's sole purpose is to maintain the battery state of charge and allow the driver to continue along until they have the opportunity to plug in. You'd never buy an i3 REx and not charge it, simply driving on gas all the time. It's not meant to drive just as well on gas as it is on electric and I like that. It's an electric car with a secondary power source meant for occasional use, and in that vein it works perfectly - well for me at least. In all of my REx-ing, I never had the vehicle go into reduced power mode which can happen if you are using more energy than the 650cc engine can deliver. This can happen under long sustained hill climbing at highway speeds. BMW is currently working on a solution which will allow for more robust range extender use. This feature will be called Hill Climb Assist and will be available in the Fall. All current REx cars will get the update. There is another option which some owners have done, and that's coding the car to allow REx-on-demand. I have not done that to my car because the range extender has been able to do anything I've called for it to do so far, and I've found that as long as I set the cruise control for 70 mph or lower, I can drive indefinitely, provided I keep refueling every 60 miles or so. Probably the best thing I can say about the range  extender is it's allowed me to never even think about my range anymore, I just get in the car everyday and drive. 

Resting at home. You can see the winter tire/wheel combo on the rack above the car. The Bridgestone Blizzak tires were excellent in the snow. I suspect this was an instance where the tall, thin tires actually improved the traction.

8) The attention. Everywhere I go people stop and ask me about the car. I understand many people might not like that, but I do like talking about it and having a discussion about why they should consider driving electric too. I know there are people who think the i3 is ugly, but the response I get from the majority of people is they think it's cool. I don't think the i3 is the best looking car on the road, but I definitely don't see it as ugly and neither do most of the people who stop me to ask about it. When I'm working I can see it through the windows in the parking lot. Every day people walk up to it, look inside and many take pictures of it. Like it or not, it generates a lot of interest.

9) Battery management system & preconditioning. The i3 has a sophisticated thermal management system which works with the preconditioning feature to keep the batteries within the optimum operating temperatures. Which, for the Samsung cells used by BMW is 67 to 104 degrees Fahrenheit. When the batteries are much cooler than 67 degrees, you begin to lose range and when the battery temperature is above 104 degrees the cells degrade and begin to lose capacity. Excessive heat can be one of the biggest enemies for prolonging lithium ion battery life so a good thermal management system will help extend the battery's life. The i3 uses R134a refrigerant which not only works very well, but also is extremely safe in the event of an accident. Liquid based thermal management systems have an elevated risk of fire in the event of a battery module rupture. In many of these systems it's possible for the liquid to act as an accelerant, and intensify the fire. R134a is an inert gas and simply dissipates in the event of a ruptured pack or fire. It's actually the same refrigerant used in most car air conditioning systems. I'm not saying I think liquid thermal management systems aren't safe, because that's not the case. I just believe using an inert gas is better, and the i3 is the only EV to employ this technology so it's worth noting. It's just another aspect of the car which demonstrates how far outside the box BMW went when engineering the i3, and a perfect example of why the i3 has been called "The most advanced vehicle on the planet".

The i3's navigation "spider map" offers a pretty accurate visual display on the cars current range in the different driving modes.

10) A lot of small things add up to really enhance the ownership experience. Besides the usual attributes expected in all electric vehicles like the quiet cabin and the smooth linear acceleration with instant torque, the i3 has some extras that really seem to make the whole car exceed the sum of its parts. I love the hill hold feature which keeps it from rolling like many other EVs do while stopped. The absence of artificial creep is a welcomed "addition" that some other EV manufacturers just don't seem to get. I've done more than one poll on this topic and the vast majority of people say they don't want artificial creep in their electric vehicle and BMW got this right. I love how the aggressive regen really allows "one pedal driving". While I did mention above that I wish the regen was adjustable, the level it's set at now is just about perfect for me in most driving conditions. Adjustable would be better, but as is the regen level is very good, probably the best of any electric vehicle in my opinion. The soft speed limiter helps to coach you to drive more efficiently if you want to, and the three different driving modes (Comfort, Eco Pro & Eco Pro+) gives the driver the ability to extend their range significantly. The "spider map" display in the navigation system shows how far the car can go in each driving mode, and alerts the driver if their selected destination is beyond the range, pointing them to possible charging stations along the desired route. The brake assist will sound an audible alert if it senses the car is rapidly approaching the vehicle in front of it and it will even apply the brakes automatically if you are going under 30 mph and it determines you are about to have a possible collision. I also really appreciate that most BMW dealerships now have i3s as loaner cars so i3 owners can continue to drive electric even if their car is in for service. Finally, the large center display screen is as crisp and clear as any I've seen. It is positioned so there is almost no glare issues and the HD rear view camera is television-quality clear.

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The "Secret Service Menu" shows I have 19.1 kWh available when fully charged

So that pretty much sums up my thoughts after one year of ownership. I listed ten positives and ten negatives and hope the information above helps to paint a picture of what I believe are the i3's strengths and weaknesses. One more topic I'd like to touch on though is battery degradation. There are a lot of people curious about how well the battery is holding up over time and use. I'm going to be doing a more comprehensive post on this soon, but I'd like to at least mention what I've observed after 13 months and 27,000 miles. Fortunately, the i3 has a "secret service menu" in the OBC which allows the battery capacity to be displayed. While BMW officially states the i3 has a usable 18.8 kWh of the 21.6 kWh total battery pack, the service menu indicates we get a little more to access. An entire kWh more in fact. When new, the service menu shows approximately 19.8 kWh available. I've had others report seeing slightly less, but the majority of people who know how to access this info have told me the highest capacity figure they've seen was 19.8 kWh. I have been checking my capacity and watching it slowly decrease. It's currently showing that I have 19.1 kWh available, which would mean I've lost about 3.5% of my capacity in 13 months and 27,000 miles. I've plugged about 700 times during the year and virtually always charge to 100%. I'll be keeping an eye on this and will report back on the capacity loss here from time to time.

I have an 8.8kW solar array on my home in Chester, NJ. It generates most of the electricity I use for the house and charging needs.

I'd like to also point out that during the year, BMW added a numeric state of charge display. This was something I, and many other i3 owners asked for. It might seem like a minor detail, but what's most encouraging is BMW responded to their customer requests and through a software update added the SOC display. Of course there was always a SOC display there, in the form of a bar graph, but many people wanted to see it displayed more precisely, in a numeric value as well and BMW delivered. Now let's see if we can get the battery temperature display in year two...

By toggling through the OBC options, you can see the SOC of 47% in the upper left hand corner of the drivers display screen.

In closing, the i3 pretty much ended up as I expected. It's far from perfect, but so is every other car I've ever driven. I wish it had a larger battery (or a larger battery option), a few monochromatic paint scheme options (like I did with the wrap), offered in a "sport" version with the coilovers that come standard in the Japanese market and a few other sporty upgrades and I think BMW needs to address the issues with the ACC and Parking Assistant features. I don't mind that the moonroof isn't available in the US, and the unconventional exterior styling doesn't bother me. I am much more concerned with the car's interior since that is what I interact with while driving. Speaking of driving, for me it really all comes down to that. The i3 delivers more fun than you should legally be allowed to have at 4 miles per kilowatt-hour.