BMW i3 electric car - technology leader ?
The i3 -- a fourseat urban compact with a squat front end and plastic exterior -- is the first car for BMW's i subbrand. The i8 hybrid supercar will go on-sale next year. More versions may be on the road. BMW has trademarked i1 through i9, based on Ian Robertson, BMW's sales leader.
Robertson said the automaker sees great sales potential in prosperous urban areas of Asia, Europe and California.
Some 92, 000 people have expressed an interest in testdriving the online.
The i3's story begins with its LifeDrive design. Based on BMW, expertise with the Mini E and BMW ActiveE (the electric 1-collection coupe) has proven that making an electric car out of a construction designed to house an internalcombustion engine leads to wasteful excess weight and imperfect packaging. As an effect, the i3 (and the i8 sports car that was also just unveiled) is composed of two different modules, which BMW calls Drive and . Life
The Drive part, made of cast and extruded aluminum sections, bears chassis parts and all the driveline. For an optimized center of gravity, the i3's big and flat battery, nearly how big the floor, sits low in this section. It's encased in aluminum and has a capacity of about 21 kWh. The precise specs have yet to be nailed down, because the vehicle remains several years from creation.
The Life module houses passengers and baggage, and sits atop the Drive parts chassis. As BMW has already declared, this structure consists of carbonfiber reinforced plastic, or CFRP, a first for practically any vehicle this side of a few exotic supercars. The weight decrease in the CFRP Life module is closer to 50 per cent, as the aluminum Drive module weighs 30 per cent less than a similar steel construction. The casing weighs only 265 pounds and is connected to the Drive module in five places with screws and adhesive. The business factors to Formula 1 cockpits as evidence of security, when talking about the safety of CFRP. Carbon can be created with particular deformation elements that result in large quantities of power being consumed in a really little space, while large crumple zones are required by metals. A further advantage of the LifeDrive design, in the i3's event, is the deletion of the driveshaft tunnel, enabling more space to be devoted to the cottage. BMW says each group of seats (front and back) is connected so that each passenger can leave from one aspect in a tight parking space, but we believe someone at the business simply really digs seat seats.
Power is sent to the wheels via a directdrive singlespeed transaxle. Yes, one speed. Meaning the car won't change on its way up to a computer-restricted top speed of 93 miles per hour, which BMW has established to be the stage where the batteries start to drain too fast. The firm claims the i3 will run 0 to 62 miles per hour in 7.9 seconds. When it comes to passing power, accelerating from 50 to 75 miles per hour should take only six seconds.
Peak torque is 184 lbft. Range is estimated at 80 to 100 miles, and a complete charge from 240volt source will take about six hours. With an unique highspeed charger, the i3 is considered capable of achieving 80percent cost in only an hour, meaning moderate-range drives can be achieved with only an extended coffee break in the centre.
Feedback from Mini E drivers revealed that 90 percent of them were content using a driving range of under 100 miles, however for the minority, BMW has (somewhat surprisingly) determined to provide the i3 with an optional range extender BMW calls REx. The business is mum on details for the time being, but we do understand that it'll become a twocylinder displacing about 600 cc and centered on an engine in the BMW family. Think a modified bike engine optimized to perform at fewer--and quieter--rpm within an attempt to be as clear as possible. The engine features auto stopstart capabilities and meets demanding SULEV standards.
Small electronic equipment have been able to take good advantage of this for several years now (GM plans to provide inductive apparatus charging in certain vehicles next year), but charging an iPod is way different from charging an i3. There's no wire to link. It'll be pricey, but, as one engineer told us, has the capacity for fewer losses than conductive charging. BMW assures a demonstration later this year, which we eagerly anticipate. (We saw the technology at work with a Tesla Roadster at this year's Consumer Electronics Show.)
The i3 will go on-sale in Europe in November and in america, China and Japan in the 2nd quarter of next year. Costs begin at 34,950 euros in Europe, a fifth over the base model of the 3 show, climbing to 39,950 euros for the range extender. U.S. costs begin at $41,350, climbing to $45,200 for range extender version.
The BMW i3. Pure electric vehicle. Introduction and interview with designer.
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