Our cars: BMW i3 range-extender - June

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  • Cover over electric plug socket door was detached - but a bit of DIY had it fixed in no time

    Cover over electric plug socket door was detached - but a bit of DIY had it fixed in no time

  • Rapid charger at Cobham services topped our i3 up to 94% charge in 40 minutes

    Rapid charger at Cobham services topped our i3 up to 94% charge in 40 minutes

  • Charging point at Canary Wharf was just a 13-amp three-pin socket - but at least it worked

    Charging point at Canary Wharf was just a 13-amp three-pin socket - but at least it worked

  • Eco Pro mode is terrific around town, but why can't the i3's software default to this setting?

    Eco Pro mode is terrific around town, but why can't the i3's software default to this setting?

  • Heated seats, air-con and stereo all on at the same time means John's efficiency score plummets

    Heated seats, air-con and stereo all on at the same time means John's efficiency score plummets

  • This PR image shows the scale of the BMW wall charger

    This PR image shows the scale of the BMW wall charger

  • i3 is great around town, but the trade off for decent body control is a ride that's a little too firm

    i3 is great around town, but the trade off for decent body control is a ride that's a little too firm

  • BMW's smartphone app is surprisingly easy to use, and a worthwhile element of i3 ownership

    BMW's smartphone app is surprisingly easy to use, and a worthwhile element of i3 ownership

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BMW i3 range extender

Read the full BMW i3 review

Week ending June 25
Mileage 4824
Driven this week 252 miles

For the past fortnight, I’ve had the pleasure of holding on to the keys of our BMW i3. I’d driven an electric car for only a day at a time before, so it was eye-opening to use it on and off for the best part of two weeks.

The first journey was an early-morning jaunt to Canary Wharf for a major motor industry conference. There wasn’t quite enough juice in the car to do the run up there on pure electric drive, so for a few fast carriageway miles I had the generator switched on to hold the charge.

I’d looked up the charging points available on the Wharf the night before, so cruised down into Jubilee Place car park to plug in the i3. A snag at the first hurdle, though, because the EV points weren’t easy to find. I buzzed the attendant’s intercom for help and a guard came down within minutes to point them out. Eventually, the i3 was parked up and connected to the 13A sockets.

It surprised me that there weren’t faster charging facilities in the financial centre of the city, but this was the best bet. After custodian John McIlroy’s shambolic experience with underground fast charge points that wouldn’t work, I’d rather have a 13-amp socket that works than a dozen 32-amp posts that don’t.

The next week, I encountered the opposite end of the EV charging spectrum when using the Ecotricity points at Cobham services. Just four days earlier, the company had installed a CCS-compatible rapid charge connection, which meant the i3 could be charged up to 80% from empty in just half an hour. I still had 8 miles on the readout when we pulled in, and staying for 40-odd minutes was enough to get the battery up to 94%. Needless to say, the next 75 miles of motorway driving were accomplished without using any fuel at all.

Once at my destination in Oxfordshire, I hitched the i3 up to a three-pin plug in the garage, and left it to charge overnight. A short trip to a pub the next afternoon meant a dozen miles were shaved off the range, so the trip home in the evening meant I needed to the generator’s help to make it back to Cobham for another rapid charge. The i3 was only hooked up to the cable for 13 minutes this time, but that was enough to put 37 miles of range in the battery – enough to get home from there.

Back in Kent, I used my parents’ house to connect to the i3 to an electricity supply for five hours (I have no charging point at my house). This gave me almost enough charge to get to the office the following morning. I switched the generator on for around eight miles on the motorway, but otherwise it was pure electric all the way.

Within a minute of arriving at work, it was hooked up to our building’s 32-amp supply again, which would mean it was back to having a full battery within four hours.

One of the key reasons for running the range-extender BMW i3 on our fleet is to see whether you really need the extra range from the petrol generator or not. I drove the car for 252 miles over the past week, and I would guess that I spent approximately 40 of those miles using the generator. It would be easy to assume from this that the answer is ‘yes, you need the range extender’, but that’s not my conclusion.

You see, the only reason I needed to drive a portion of those miles using petrol was the lack of an electric car charging point at my house. While I have a garage with a driveway, it is at the bottom of my garden with no electricity running to it. Furthermore, the driveway is bisected by a public right of way – so a cable running across it would be tricky.

The truth is that if a charging point installation company can find a neat and cost-effective way around my predicament, I’d happily put a deposit down for an i3 the same day – and it wouldn’t be for the one with a generator under the boot.

By Ed Callow
Ed.Callow@whatcar.com

 

Read the full BMW i3 review

Week ending June 16
Mileage 4652
Driven this week 200 miles

My i3 lifestyle benefits greatly from our company having installed a bank of 32A chargers. They're Chargemaster items – the sort that can be yours at home for around £90 if you use the current government grant scheme – and they're quick enough to replenish the energy used driving home and back (60 miles, including 40 on motorway) in a couple of hours. It's fully juiced up and ready by lunchtime, basically.

The car park is a bit hazardous otherwise, though. Our electric spaces are right outside the door and if I manage to make a prompt departure I end up scaring my fellow employees. Without the noise of an engine running, the i3 is basically silent at parking speeds – and if my colleagues are focusing on a) getting to the station, b) lighting a cigarette or c) both then they can be easily caught out by a slow-rolling BMW.

It's almost got to the point where I'm considering a brief toot of the horn before I press the throttle pedal. EVs are great at low speeds and around town – but there's no doubt that we've yet to fully resolve how they 'announce themselves' to pedestrians.

By John McIlroy
John.Mcilroy@whatcar.com

Week ending June 9
Mileage 4452
Driven this week 152 miles

I've borrowed What Car?'s BMW i3 on a couple of occasions now, because my entirely suburban daily driving is a perfect distance for an all-electric commute.

I love how easy it is to drive, and how it cajoles you into changing your driving style rather than demanding it or expecting that you will with no prompting. Others have written already about how easy it is to allow the car's regeneration system to brake for you so you essentially drive with one foot a large amount of the time.

One quirk of the i3 that I really haven't managed to get my head around yet is a very small one, however. The gear lever, for want of a better name, is placed up at the top right of the steering wheel. For one, I have yet to programme my brain to remember that it is there, and I still momentarily look to the space between the seats.

Secondly, however, the layout confuses me. You turn it forward to put it into Drive, and turn it towards you to go into reverse. This makes sense if you were getting into the i3 having never driven an auto before, but it doesn't tally with my instinct to pull an automatic gearlever towards me to put it into Drive.

Practice will iron this out, but after several years of driving automatics it might take a while to retrain my brain.

By Tom Webster
Tom.Webster@whatcar.com

Our cars: BMW i3 range-extender - May

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