The 2014 (60Ah) i3 REx vs The 2017 (94Ah) i3 REx

255 miles of combined range? This range estimator is probable a little more optimistic than real life, but I definitely believe 200 miles is possible with the new 2017 i3 REx. 

What a difference three years makes.  I was able to secure one of the first 2017 BMW i3 REx cars that made its way into US dealer inventory, compliments of Chris Chang, Sales Manager at BMW of Bloomfield here in New Jersey. The vehicle is mostly the same as my 2014 i3 REx, the one big exception is it has the new 94 Ah battery cells, which increase the overall battery capacity from 21.6 kWh to 33 kWh without increasing its physical size. That was necessary, since this isn't a redesigned i3, so the battery modules had to fit in the existing battery tray.

The 2017 i3 REx in Fluid Black next to my "Moloughney Red" wrapped 2014 i3 REx

As much as I wanted to check out the moonroof option that this car had (finally the moonroof is available in the US!), there is no denying the single most important improvement I was interested in was to find out how much more range the new model has. The EPA range rating for the 2017 i3 REx is 97 miles per charge, and BMW claims 180 miles of total range when combined with the added miles from the range extender. The full 2.4 gallons of gas is now available for the REx. Previously it was software limited to only 1.9 gallons so the vehicle would qualify as a BEVx vehicle. My 2014 i3 REx has an EPA rating of 72 miles per charge, and BMW claimed a total range of 150 miles including the range extender miles. So the new i3 REx should offer about 35% more all-electric range, if the EPA test results are accurate. One thing to note is the auto manufacturers do the range testing in house, and reports it to the EPA. I think many people are under the assumption that the EPA tests the cars, and they do not. Manufacturers have been known to "massage" these numbers to fit their needs.

Range Testing

I wanted to perform three tests. The first was to fully charge the car and drive it easy. I didn't hypermile, but I took it a little easier than I usually drive. It was 83 degrees, which is favorable for good range, but I did have the A/C on the entire time. I drove in Comfort Mode because that's pretty much the only mode I ever drive in. I took a combination of highway and secondary roads and basically drove the speed limit with moderate acceleration from stops.

After 100 miles of driving, the car still had 26% state of charge and was estimating an additional 37 miles available. I've driven my i3 long enough to know how far it can go, within a couple miles, and I'm sure if I were driving my i3 in those same conditions it would have gone about 72 to 76 miles before the range extender would have needed to turn on. This new i3 REx easily beat the 35% range increase expected by the EPA range rating. In fact, based on these results I think it would be hard for me to get less than 100 miles per charge even if I tried. So that's what I did for the next test.

This time I was going to drive it harder. Not Autocross hard mind you, but I'd punch it from all the stops, drive 75 - 80 mph on the highway and not concern myself with using the regenerative braking to their fullest advantage. Basically, I'd drive like I was late to an important meeting. Halfway through, I realized my efforts weren't making much of a difference. At 50% SOC I had driven 62 miles and the range estimator still showed 62 miles to go. I did noticed that the gas range estimate had dropped from 85 miles to 75 miles though, even without using any. That's because my driving efficiency was much worse than it had been on the first 100 mile drive.

Seeing how I was still on my way to 120+ miles of range, I stepped up my assault on the tires, and really thrashed the car around a bit. It worked, and I further reduced my efficiency. I finished up this 100 mile trip with only 13.5% SOC and estimated 16 miles remaining. I was able to reduce the single charge range by 21 miles, but I couldn't manage to get less than 100 miles of range, which was my goal. In my opinion this is great news. Honestly, I don't know how this car is rated at 97 miles per charge; that's nearly impossible to attain unless it's being operated in cold weather or perhaps being driven at a very high rate of speed. I'm sure once the winter months roll in and the temperature drops it won't be hard to get less than 100 miles of electric range. However in moderate temperatures, I think most people will always be in triple digits. Based on the experience with my car, I'm guessing this new i3 REx will probably average about 85 to 90 miles of all electric range in the winter. My car only averages about 60 to 65 miles of electric range when the temperatures are below 30 degrees Farenheight, therefore 85 to 90 miles sounds about right for this new, longer range model.

Even with trying to get less than 100 miles, I still managed 100 plus an estimated 16 miles remaining. 

The REx Test

The final test was to see if the range extender performance was any different. Much has been made over the fact that the i3 REx can enter Reduced Power mode, and slow down under certain strenuous driving conditions. So I depleted the battery, drove it for 50 miles and made sure to take it up some hill climbs at highway speeds. The first thing I noticed is the range extender operates the exact same way as it always has. It doesn't turn on until the battery state of charge reaches 6.5%. The "Hold State of Charge" option is still disabled here in the US, so if you want that feature, it will still have to be unlocked by coding the vehicle, as before. There was some speculation that the automatic turn on point of the REx might be at a higher SOC with the new model, but I can confirm that's not the case. However, there were two observations that I noticed that were positive.

First, the range extender seemed quieter from inside the cabin. In my car, the REx motor is pretty quiet and unnoticeable until it kicks into it's highest output mode. At that point you can definitely hear the scooter engine revving up high from underneath the rear seats. It's kinda like you're being chased by lawnmower. On long highway trips it will operate at its highest level for most of the journey and the noise is noticeable. I'll usually turn the radio up a notch to cancel it out. With this new car, driving at a constant 75 mph to 80 mph the motor seemed much quieter than it does on mine. My wife was with me for part of this test and she also noticed. She actually asked me if the REx was even running. It seems to me that BMW improved the REx soundproofing. It does sound just as loud as before from outside the vehicle, but it's definitely quieter on the inside.

Secondly, (and I've reached out to BMW for confirmation on this but haven't received a response yet) it does seem like the REx motor has been tuned for a slightly higher output. I took the vehicle on highway roads that I drive on regularly, and have on occasion done so when the REx was operating. The range extender was able to hold the state of charge higher, and under more strenuous driving conditions than my 2014 REx can. There's one particular long incline that I drive every day. With my car, if I start at the bottom with 6% SOC and drive 70 mph up to the top I'll deplete the battery to about 2.5%. I did this same test with the 2017 car and I reached the top of the climb with 5% SOC remaining. I repeated the climb with the same results. I also noticed that I could drive at about 75 mph on flat ground and maintain the 6% SOC. My car can maintain the SOC on flat ground with a constant 70 - 72 mph, but not any higher or the charge will slowly deplete.

I know the 6.5% buffer is now larger, because it's holding 6.5% of 30 kWh instead of 6.5% of about 19 kWh, so that extra energy is definitely helping, but to me it appears that the REx motor has a higher output for the 2017 model. The REx motor in my car is rated at maximum power output of 28 kW. I wouldn't be surprised it we find out the power has been increased to about 33 kW, but I don't have any official confirmation on that. I'm just going on what I've experienced with the previous REx cars and how this new one compared to it. Another hint that I may be correct is the REx is now rated at 35 mpg, down from the 39 mpg which the previous models were rated at. I don't think the extra 170 lbs alone would cause a loss of 4 mpg. I believe it working harder now to produce more energy, which was I'm guessing was achieved through a software adjustment.

After driving 42 miles on the highway I still had 70.5% SOC and an estimates 93 miles or range remaining. My 2014 i3 REx doesn't even go 93 miles per charge!  The range of the 2017 is a substantially greater than previous i3s, even more than the EPA rating would seem to advertise.  

Faster Charging With A New Profile

Previous model year i3s were capable of charging at 30amps which, at 240 volts, gave a maximum draw of 7.2 kW. The new i3s can accept 32 amps which translates to 7.4 kW. Not a huge difference, but it can help if you're waiting for the car to charge to a certain SOC so you can unplug and drive. I should note that most public charging stations are limited to 30 amps, so it won't make a difference on those units. However at home, I have charging stations that can deliver 32 amps so I was able to monitor the difference. My car usually accepts 7.1 to 7.2 kW (depending on the voltage supply) but this new i3 was consistently drawing 7.3 kW to 7.4 kW, so I can confirm the onboard charger upgrade.

The charging profile of my 2014 i3 REx is on the left, and the 2017 i3 Rex is on the right. 

Both charged from 6.5% to 100%. The 2014 car charges fully in about 3.5 hours and the 2017 in about 4.5 hours.

I did observe something interesting while monitoring the charging profile of the new i3. Instead of the charge rate gradually tapering off as the SOC reached 90%, and slowing down for the final 40 minutes of charging, this car took the maximum rate nearly right up to the end of the session. I charged it three times to monitor this and it behaved the same way all three times. I've never observed this on any other EV. Normally, the vehicle slows down the charging rate considerably as it approaches the end of the session to slowly balance the cells. This takes place once the vehicle is over 90% and the final 5% to 10% of charging takes much longer than charging at lower SOC. That's not happening with this vehicle. It only slows down slightly, and only for a couple minutes at the very end. The charging rate doesn't gradually lower until it shuts off, it more closely resembles falling off a cliff. Interesting.

Finally, a Moonroof

This is fully opened

The moonroof is a new option for the US. It's been available all along for i3s outside of North America, and now it's available here also. The moonroof is a $1,000 option and is a split version, having two openings separated by a solid center section. Each opening has its own manually-operated sunscreen, but the moonroof itself is one piece, and slides back with a push of a button. However it only opens about eight inches, slightly more than half of the actual opening in the roof. It's not even large enough to stick your head out of it - not that you would want to do that; but the point is, it's a small opening. The moonroof does accomplish two things, though. It allows more light in the cabin, giving the feeling of it being more open. It also allows you to eliminate side window buffeting by simply tilting the moonroof open.



Available Battery Capacity - Surprise!

BMW states that the new battery is 33 kWh, and 27 kWh of that is usable. That's only 81.8%  of the total pack, much less than the ~90% they allowed to be accesses on the 60 Ah battery pack. When I read that I wondered if it was perhaps sign that the new 94 Ah cells were less tolerant to deep discharge than the 60 Ah cells were, so BMW was going to be conservative with them. So when I fully charged the battery after the first 100 mile test run, I checked the hidden diagnostic menu and to my surprise it was showing a full 30 kWh accessible. So BMW is allowing access to roughly 90% of the overall pack, just like they do with the 60 Ah cells. That explains the extra range I've witnessed but it doesn't explain why BMW's official stance is that there is only 27 kWh accessible. Perhaps it's for battery capacity warranty claims?

While the "Batt.Kapa.Max" isn't an exact measurement of the available capacity, but it is very close. Close enough to prove there's much more than the 27 kWh that BMW claims is available.

Gained Some Pounds

The only negative I've found is that the new battery is heavier, and adds 170 lbs to the curb weight (3,064 lbs to 3,234 lbs). This does effect performance a bit. The car doesn't feel quite as responsive as my 2014 does. Without testing the performance times, I'd say it's probably close to a half a second slower from 0 to 60 mph. Handling didn't seem quite as crisp as mine either, but that might not be this car's fault. It has the 19" turbine wheels, and my i3 the 20" wheels with the sport tires, which are wider and have a larger contact patch. I also recently lowered my car with sport springs from H&R which have improved the handling, so it's not fair to compare the handling to my car.

My i3 before and after installing the H&R Sport springs. It dropped the car 1" in the front and .8" in the rear.

The other performance change I noticed is the regenerative braking seems to be blended in differently. When driving slowly, it seems pretty much the same as my car does. However at higher speeds the car will coast more when releasing the accelerator. The regenerative braking doesn't initially come on as aggressively as is does on my car. It will get progressively stronger if you continue to coast, but initially upon releasing the accelerator, the car freewheels a lot more than previous versions do. I like this for highway driving, as freewheel coasting improves efficiency. If you slightly depress the friction brake pedal, the friction brakes aren't used, instead the car used first uses only regenerative braking, until you depress the brake pedal harder.

Summing Up

After a couple days and driving over 300 miles I feel it's safe to say that I believe most people will find the average usable range greater than the EPA rating of 97 miles per charge. I almost wonder if BMW purposely underestimated the range a bit in an effort to under-promise and over-deliver. On my 2014 i3 REx, I've found the range to be pretty close to the EPA rated range of 72 miles per charge. I do average a few miles more than that during the warmer months, and about 10 miles less per charge during the winter when it's cold. But this new i3 has unexpectedly trounced the EPA range rating by a healthy margin. I think most people should average well over 100 miles of pure electric range on these vehicles. The range increase will undoubtedly push some people deciding on whether to go BEV or REx into the BEV camp. I know if I were buying one today I'd go BEV also. Getting this kind of range with the REx, I'm certain 125 to 140 miles per charge would be easy to attain with the 2017 BEV. That, combined with the ever increasing CCS DC fast charge networks, would really be all I need for all my driving needs.










Thanks again to Chris Chang and BMW of Bloomfield for providing me with the use of this car for three days of testing.

2017 BMW i3 Specs Revealed With Some Surprises

Fluid Black as pictured and Protonic Blue Metallic will most likely be very popular colors in 2017

While many of the changes that the 2017 BMW i3 will be getting have already been announced; such as the availability of the anticipated 94 Ah battery cells, the new Protonic Blue color and a moonroof option, I've now learned there are also more subtle changes in the US for the new model year.

First, and most interesting, is the revelation that BMW will indeed continue to offer the i3 with the current 60 Ah battery, offering a lower range and lower cost i3 alternative. This is something that I don't believe has been reported on any other EV news site to date. I speculated that BMW would do this back in March, when I wrote this post dedicated to the topic. BMW hasn't made any statements regarding offering two battery options, and made no mention of it in the the official press release of the 2017 i3. Still, my sources tell me otherwise.

The 60 Ah i3 will only be offered as a BEV; the range extender will not be an option. BMW will hold the price and offer it for the same $43,395 ($42,400 plus $995 for destination and handling) as the 2016 i3 sells for.  The 60 Ah i3 will keep the same packages as previously offered. Mega World is the standard model with Giga World and Tera World serving as the upgrade packages. The 60 Ah BEV offering will allow customers that don't need the extra range a way to save some money.

The 19" BMW i Star Spoke 427 style wheels (pictured above) will remain the standard wheels for the 60 Ah BEV i3 in 2017. They will however not be offered on the 94 Ah i3. For the 94 Ah i3's (BEV or REx) the 19" Turbine 429 style wheels that were previously only offered as an option in the Giga World package will be standard. The 20" Sport wheels are still optional, and cost the same $1,300 as in previous years  

Personally I don't see a big demand for the 60 Ah model. It's only $1,200 less than the new 94 Ah i3 and will have a much shorter range at 81 miles per charge compared to 114 (est) for the 94 Ah i3. Forty percent more range for only $1,200 makes the decision a no-brainer in my opinion. So why is BMW even bothering to offer the 60 Ah battery anymore? My guess is mainly for fleet sales. They'll probably offer up a very competitive lease deal for fleets, like they recently did for the Los Angeles Police department. It's also possible that they have excess supply of 60 Ah battery cells that need to be used. BMW no doubt had to guarantee to purchase a certain number of cells from Samsung when they negotiated the original supply contract. Perhaps they didn't sell as many i3s as planned, and still have a few thousand 60 Ah packs to use, however that's pure speculation.

The 94 Ah 2017 i3 will finally have a moonroof option. It will be available for $1,000 on both BEV and REx cars. It will not, however be offered as an option on the 60 Ah i3.

The 94 Ah BEV will list for $44,595 and the REx will now cost $48,350. Comfort Access and the Universal remote garage door opener are standard on the 94 Ah i3. To get them on the 60 Ah i3, you need to upgrade to the Giga World package. So that alone helps to close the $1,200 gap in pricing between models. The much anticipated moonroof is available as an option on both models for $1,000, but it's not available on the 60 Ah model. The 94Ah i3 has a new standard trim called Deka World. With the standard Deka trim, as mentioned above, the Turbine 429 style wheels are standard, as is the Deka Dark cloth, an interior not previously offered in the US although it had previously been offered as the standard interior on European i3s.

The new standard Deka World is called "Atelier" in Europe. It's a combination of dark gray and black cloth, with BMW i blue trim. 

There are then three optional "Worlds" to choose from, instead of the two in past years. Mega World, a $1,400 option, offers the 19" Turbine 428 style wheels and the Mega Carum Spice cloth interior.  Mega World doesn't  offer an interior upgrade, like Giga and Tera Worlds offer. Instead it's actually just a different color cloth with no upgrades in the dashboard trim. One potential problem I can see with this, is that Mega World is the standard interior on the 60 Ah i3, and it doesn't offer the 19" Turbine 428 style wheels. So "Mega World" isn't the same on all i3s, you need to know which battery the car has to know what wheels it comes with. It's standard on the 60 Ah, but optional on the 94 Ah, and has different wheels depending on the battery. That's certainly going to give some client advisers and customers a headache.

The Dark Oak wood trim is a new offering on the i3. It is available in the Giga or Tera World packages and customers get to choose if they prefer this, or the lighter Eucalyptus wood which was previously the only wood trim offered.

The next level up is Giga World which costs $1,800. Giga World also upgrades the wheels to the Turbine 428 style wheels but also upgrades the interior. In previous years, Giga World upgraded the wheels from the standard 427 Star Spoke wheels to the turbine 429 style wheels. Now for 2017 it upgrades from the standard 429 style wheels to the 428 style wheels which is also a bit confusing, especially since a Giga World 60 Ah i3 comes with the 429 style wheels - different than a Giga World 94 Ah i3! The interior for a 94 Ah Giga World i3 is the same as it has been in past years, and the same as it is on a 60 Ah i3 for 2017. The only change is the customer now has a choice of the light Eucalyptus wood trim, or the new Dark Oak Wood trim.

The Tera World interior remains the same. The only exception is there is now a Dark Oak Wood trim option. My i3 pictured above has the Eucalyptus wood trim. Customers now have their choice of which wood they prefer.

The top of the line World is still the Tera World, and it's a $2,600 option. It has the exact same offerings as the Giga World, except it has a full leather interior. It's the same Dalbergia Brown color as in previous years and what I have in my i3.

As for exterior colors it appears that only Capparis White is standard, and any of the other five other colors will cost an additional $550. Those include: Fluid Black, Ionic Silver Metallic, Protonic Blue Metallic, Platinum Silver and Mineral Grey. Also of note is the new Protonic Blue Metallic will not be available on the 60 Ah i3.

The new Protonic Blue Metallic will likely be a popular choice. However you'll have to order the 94 Ah battery if you want this color because it's not available on the lower cost 60 Ah i3. 

That's all I have for now. Based on my research I believe everything above is correct. However BMW hasn't formally released these details and it's possible that I didn't get everything 100% correct. I'll follow up and make any corrections necessary if that proves to be the case.

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.

Breaking: BMW i3 "Shadow Sport" Special Edition to be offered in US

The i3 Shadow Sport Limited Edition is coming

Thinking about getting a BMW i3? Do you like to own low-volume special edition cars? When it comes to cars, a special edition where only 50 copies are made guarantees the owner will be in pretty exclusive company.

That's exactly what BMW is doing with a special version of the 2016 i3. BMW is calling it the "i3 Shadow Sport" and they are using social media for the public unveiling. Tomorrow (Monday, 11/16) at 8:00pm EST, you can tune into the live BMWUSA Periscope event to find out the details on the i3 Shadow Sport.

BMW's teaser of the new limited edition i3 Shadow Sport

From the teaser picture it looks like the car has a moonroof, which has yet to be available in the US, and is the new color, Fluid Black. It has the 19" Cyclone wheels which only come with the top-of-the-line Tera World package, so it's likely loaded with all the options the car offers. So far, all BMW has said was "With only 50 available to purchase, the all-electric 2016 BMW i3 Shadow Sport is every bit a BMW i3 with new features – available for the first time in the US." Nothing else is known about this special edition i3, so if you're interested in the i3, and like owning rare cars, made sure you tune into tomorrow's live Periscope event. 

BMW i3 Production Delays Reported

Virtually every facet of the i3's manufacturing process is different and BMW is evidently struggling to manage setbacks

According to Jay Cole over at insideevs.com i3 production is currently 50% lower than expected at this point in time. Cole's source is Manager Magazine Online, a German Publication, which states the high rejection rate of the carbon fiber parts made for the car. The article goes on to say that BMW's recent announcement that the company will be investing another 100 million euros to increase the production of carbon fiber is tied to this issue.

Manager also says BMW is only churning out 70 i3's per day which is about half of what they were hoping to be making by now. BMW began i3 production in October so they are four months in and now have over 11,000 i3's on backorder. Plus, US sales are only just beginning so it would appear that even if BMW gets the current problems solved in short order (and that's a big "if"), it will still probably take them nearly a year to catch up with demand since the orders will continue to pile up. It has long been speculated that BMW will have the capacity to make between 30,000 and 40,000 i3's per year once they are running at full production.

It seems we now have some answers to two things which were puzzling US customers recently. A couple months ago BMW announced that US i3's will not have a moonroof available. This comes long after it was announced that the i3's with Giga World and Tera World interiors get the moonroof included with the packages. To make matters worse, most of the i3's here in the US are pre-production European spec cars and they all have sunroofs. So everyone that had the opportunity to test drive an i3 got teased with seeing the moonroof that they were later told they won't be able to have. Then, a few weeks ago BMW announced the first three months of i3 US production would be limited to a "Launch Edition" version. The Launch Edition is fully loaded with every option available on the car and the most expensive Tera World interior. The only thing the customer can choose is the color (and only the metallic colors are available) and if they want the optional 20" sport wheels.

Many people speculated that is was simply a money grab and BMW knew the car would be in high demand so they could get away with making anyone that wanted one of the first i3's in the US buy one that was loaded. Now, with the recent news about production difficulty, I think it's obvious the reasons the moonroof isn't available at launch, and custom ordering isn't available for another three months, is solely because BMW is struggling to refine the manufacturing process and eliminate the problems they are currently having.

I've had the opportunity to talk with many BMW program managers over the past few years. One of the things that has always stood out to me was how on one hand they were really excited about the i3 because of how special and different everything about it is, while on the other hand they would always acknowledge how big a challenge it was going to be. Everything about the i3 is different. BMW has never made a car that required special manufacturing processes for virtually every stage of assembly. Besides the electric powertrain, most of the materials used in the car are even different. While the biggest challenge is likely working with carbon fiber on such a large scale, they are also using more aluminum on a car than they ever have and are using interior materials that they have never worked with before. Then there is the outer thermoplastic body panels which BMW has never used before which has even led to the painting process presenting challenges.

So personally I'm really not surprised by all this. The i3 is a revolutionary new car for BMW, and nobody else is making anything quite like it. Yes, there are some that will look at it and say "It's just another 80 mile electric car, big deal", or "It's nothing more than a Nissan LEAF that costs $50,000". I respect everyone's opinions, and for some people it doesn't represent any more value than a $30,000 Nissan LEAF and that's fine. However when I see the i3 I see the future of the automotive industry and I applaud BMW for taking the enormous risk of building such a radically different car, something that nobody else is attempting to build. Yes, I wish it had more range and I think BMW would have been better served if it could really deliver 100 miles of consistent real world range for most drivers, and it's clear it will not. But that's the biggest knock I can offer and it's far from a deal breaker for me. BMW will get past these initial manufacturing snafu's. The top concern at this point should be quality, which I'm sure it is. The production numbers will increase and by the end of the year I'm sure they will have everything running as smoothly as planned. The question is will the customers wait many months for their i3 to be made? I suppose the people that don't put as much weight on how special it is may not, but those that appreciate how unique the car really is will. After all, there is nothing else out there they can get that is quite like the i3.