The BMW i3 electric saloon is poised to challenge conventional EV limitations with its substantial 566-mile claimed range, aiming to alleviate range anxiety for consumers. The manufacturer also asserts that the i3 offers a driving experience comparable to its petrol-powered counterparts, positioning it as a viable alternative in its segment.

During testing in Sussex, on a chilly late-autumn day with temperatures around eight degrees Celsius, the i3 50 xDrive, equipped with a 108.7kWh battery and starting from £53,500, achieved an average of 3.7 miles per kilowatt-hour. This translated to a real-world range of 402 miles, falling short of the official claim but still providing ample distance for most journeys between charges. For the average Briton driving around 20 miles daily, this equates to needing to charge only once a month.

Rapid Charging Capabilities

The i3's charging speed is also a key feature. BMW states that using a 400kW ultra-rapid charger can add 263 miles of range in just ten minutes. A charge from 10% to 80% is possible in 21 minutes, providing approximately 320 miles of range. Even a 150kW charger can add about 100 miles in 15 minutes. For home charging, a full charge using a 7kW wallbox takes approximately 15.5 hours due to the battery's large capacity. The lower-range i3 40 xDrive, with an 82.8kWh battery and an official range of 436 miles, is estimated to deliver around 306 miles in real-world conditions, or potentially 340 miles with smoother driving, requiring a charge roughly once every two weeks with a 12-hour 15-minute home charging time.

Pricing and Value Proposition

When compared to the eighth-generation combustion-engined 3 Series, the i3 presents a competitive pricing structure. The entry-level i3 40 xDrive starts at £3,000 more than the 320 petrol model (£45,000), offering significantly more power (374bhp vs 211bhp) and quicker acceleration. The cost difference, combined with lower running expenses due to electricity versus fuel, suggests the i3 could recoup its premium price within the first year. The i3 50 xDrive, priced from £53,425, is approximately £13,000 less than the comparable petrol M350 xDrive, despite offering similar performance metrics.

Furthermore, the i3 is projected to hold its value well. Valuations experts suggest it will depreciate at a slower rate than many other electric cars, with an estimated loss of 30% after one year and 48% after three years for the 50 xDrive model. This depreciation rate is comparable to that of the 320 petrol, which is considered unusual in the current EV market.

Driving Experience

While the i3 delivers swift acceleration from a standstill, its performance in corners is highlighted as a key strength, reportedly rivaling the handling characteristics of a traditional 3 Series. The steering is described as fluid and well-weighted, contributing to driver confidence during spirited driving. Despite its considerable weight of 2.2 tons, attributed to the large battery, the i3 maintains agile handling and excellent body control, with its low center of gravity providing strong grip.

For long-distance driving, the cabin remains quiet and refined at 70mph, with ample power available for overtaking. However, the standard suspension can allow shudders from potholes and rough road surfaces to enter the cabin, suggesting that the optional adaptive suspension might be a worthwhile investment. BMW's optional Motorway Assistant, which allows for hands-free driving and lane changes, was tested and found to be somewhat slow in its response time.

Interior and Exterior Design

The i3 adopts BMW's newer Neue Klasse design language, featuring a sharper, boxier exterior. The interior has also been redesigned, with a Panoramic Vision display integrated into the base of the windscreen for instrument readouts and configurable widgets. While initially appearing complex, the digital interfaces are reported to become intuitive with use. However, the placement of some controls, particularly those for ADAS settings, can be partially obscured by the steering wheel, and certain functions, like air vent direction, require touchscreen interaction, which some may find overly complex.

Criticisms

A notable drawback identified is the elevated seating position, even when the driver's seat is adjusted to its lowest setting. This can create a feeling of sitting 'on top' of the car rather than 'in' it, a sensation more typical of an SUV. This issue is exacerbated in the rear, where taller passengers may find legroom restricted. The overall interior luxury is considered not to be on par with the electric Mercedes C-Class, and its practicality is also noted as a concern, with a smaller boot capacity than both the combustion-engined 3 Series and key EV rivals. The car also relies on an expensive options list for features that may be standard on some competitor vehicles.