BMW MegaCity - i3

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BMW cria o novo concept i3 Coupe EV com 170cv para o LA Auto Show

Como não se pode gostar da fibra de carbono?
Pilar B ausente e pilar C tripartido, sem perca de integridade estrutural e sem necessidade de portas de espessura generosa para compensar.
As possibilidades que a fibra de carbono permite na elaboração do design são realmente fantásticas.

O interior também é uma interessante alternativa ao que existe agora por parte da indústria.
Já se confirmou que o interior deste concept será essencialmente a mesma coisa no carro de produção (segundo a BMW, este concept representa 90% do modelo de produção).
Nem sequer parece algo muito "germânico". Encaixaria mais depressa este interior numa criatura sueca.
Mas não interessa, o interior, como todo o restante projecto é, já faz muito tempo, uma das abordagens mais inovadoras ao futuro do automóvel.

Não foca num determinado aspecto, como um novo material ou nova motorização, mas a gama "i" estabelece uma abordagem holistica, procurando reinventar a forma como se concebe e produz-se o automóvel, experimentando com novos materiais, packaging, estrutura, materiais, design, até a forma como interagimos com ele, nesta era de smartphones e tablets...

Verdadeiramente entusiasmante.

[JRodrigues]

Também fiquei surpreendido por ter mantido a rigidez.. Mas penso que faz mais falta diminuírem o pilar A. Há algum tempo que ando a pensar em alguma maneira de o retirar, mas como é um grande absorvedor (?!?) de energia em choques frontais, não sei se haverá alguém que o retire.

[Miguel1994]

Apenas de lamentar a autonomia.

E porquê um torque tão reduzido?

Cumprimentos

[augustus]

Quando as baterias sulfatarem até se te derrete o banco

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Com chegada agendada para o fim do ano e comercialização no início de 2014, o i3 será o 1º projeto elétrico da BMW a chegar à estrada, abrindo caminho para uma gama que se espera venha a ser vasta (dependendo da aceitação dos consumidores).

Com um comprimento de 3,84m e uma enorme distância entre eixos de 2,57m empurra as rodas para os extremos da carroçaria, terá capacidade para 4 ocupantes.
A capacidade da bateria providenciará uma autonomia entre os 130-160km.

Graças à utilização na célula do habitáculo de uma resina reforçada em fibra de carbono e plásticos duros, será possível obter um peso final d apenas 1.250kg.

A potência das baterias é de 170cv e 225Nm montadas sob o eixo posterior permitindo uma aceleração 0-100 em apenas 7,9s, e uma velocidade máxima d 150km/h.
Fonte: Quattroruote gennaio 2013

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Interior do modelo de produção muito semelhante aos concepts.

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Confirmado extensor de autonomia com um motor de moto de 2 cilindros que funcionará como gerador de recarga das baterias providenciando 402km de autonomia (bem mais do que os 160km do motor de série).

BMW exec confirms a range-extended engine for the i3 - report

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BMW i3 - First Driving Impressions


At the same event where the i8 was handed over to the media, the BMW gave the journalists the opportunity to experience the i3 megacity city from the passenger seat.
Autocar UK reports their findings:

My chauffeur Patrick Mueller, head of BMW i drivetrain development, reveals the i3 is much like the BMW 1-series ActiveE in the overall character of its power delivery, with a heavily sprung throttle feel, instant acceleration and an aggressive recuperation mode aimed at recovering as much kinetic energy as possible. “It’s an approach that will set our cars apart from the electric car competition,” he When the driver backs away from the throttle the electric motor acts as a generator, providing sufficient levels of retardation that the brakes are rarely required. It’s so aggressive that BMW has programmed the LED imbued brake lights of the i3 to illuminate when you lift the throttle.

It doesn’t take long to realise the BMW i3 is already at an advanced state of development. The prototype I rode in felt solid, even if there was the odd rattle from the makeshift disguise covering parts of the interior. What really grabbed my attention, though, was its overall agility and, in trying conditions with those narrow tyres, excellent traction. Watching on as Mueller drove the prototype down slip lanes, over steep gradients and around the car park of BMW’s winter test facility, it appeared to possess all the qualities that will be required to make it suited to city use, including an excellent turning circle of less than 10 metres diameter.

If our time spent in the passenger seat as BMW’s engineers put the tall five-door hatchback through its paces on a frozen Swedish lake told us anything, it’s that the i3 will not only provide a high level of maneuverability but should also prove an entertaining proposition on less-congested roads as well.

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Vislumbre dos bancos.

[ElementZ]

Quando as baterias sulfatarem até se te derrete o banco

Duh... como e que as baterias sulfatam?

Não são baterias de chumbo-ácido.

[FernandoZero]

A fibra de carbono é um material reciclável? Se não for como será o descarte deste carro após cumprir seu ciclo de vida?

[Movyk]

A fibra de carbono é um material reciclável? Se não for como será o descarte deste carro após cumprir seu ciclo de vida?

Não estou muito dentro do assunto mas esta fibra de carbono não é uma fibra de carbono tradicional. De qualquer das formas duvido que seja reciclável pelo menos a fibra em si. Talvez a envolvente da fibra o seja.

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1ª imagem com uma parte do carro a descoberto.
Será apresentado em Frankfurt.

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BMW i3 Coupe e MPV sob consideração

Large crossovers appear unlikely

BMW is reportedly considering an expanded i lineup that could include a variety of mid-size models.
An Autocar source says an i3 Coupe would be the "next logical step," but the company is also considering several other vehicles. These are rumored to include a mid-size car as well as a MPV along the lines of the Concept Active Tourer.
While the company is reportedly considering larger models, there doesn't appear to be plans for an electrified crossover. According to the source, BMW's LifeDrive architecture wouldn't be an appropriate fit for such a model.
There's no word on when the new models could be introduced, but the source hinted "There are a lot of unused numbers in the i line-up."


Source: Autocar

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Óticas:

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BMW i3 production fully revealed in patent drawings

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Apresentação eminente. Mantenham-se atentos.

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Apresentação 29 de Julho

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está uma criatura algo atarracada...
Seria sempre tarefa herculeana adaptar com sucesso a linguagem estreada no concept Vision ED a um pequeno MPV.
E são poucas as vezes que se pode dizer que as rodas parecem grandes de mais

[Mrodrigues]

está uma criatura algo atarracada...
Seria sempre tarefa herculeana adaptar com sucesso a linguagem estreada no concept Vision ED a um pequeno MPV.
E são poucas as vezes que se pode dizer que as rodas parecem grandes de mais

Estou muito curioso para ver como ficou esta coisa

First drive BMW i3 prototype first drive review Review | Autocar

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BMW Provides First Photos and Specs on Production i3 Electric Hatch - Carscoops

[Ccorreia]

parabéns à BMW pelo passo em frente em relação à tecnologia e design (pode-se gostar ou não, mas há que reconhecer mérito)

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BMW i3 prototype first drive review

The BMW i3 is shaping up to be an excellent alternative to electric city cars, as a drive in a late prototype shows

What is it?

BMW i brand’s first model, the keenly anticipated electric powered BMW i3. First previewed in concept car form back in 2011, the four-seat hatchback i3 has now progressed to pre-production stage, with UK sales set to begin before the end of the year.

The pre-production i3 differs little from the most recent concept, which took the form of a two-door coupé seen at last year's Los Angeles motor show. The car boasts proportions not unlike those of the Mercedes-Benz B-class, but with a much more contemporary appearance and more modern detailing, while the lack of B-pillars has allowed the use of coach doors at the rear to provide excellent access.

The i3 is the first road-going BMW to be based around a carbonfibre body structure. BMW says the extensive use of the material in the i3 has helped achieve an impressively low (by electric car standards) 1195kg kerb weight. Special crash paths, including patented honeycomb structures within the side sills, are also claimed to provide the i3 with class-leading levels of crash protection.

Power comes from an electric motor mounted low down within the rear axle – a position that has allowed BMW to devote the entire space under the bonnet to improve crash worthiness. The synchronous unit weighs 130kg and produces 168bhp, giving the i3 a power-to-weight ratio of 141bhp per tonne – just 10bhp per tonne shy of the Mini Cooper S. But it is the torque that really counts. With 184lb ft, the i3 boasts 5lb ft more than the Cooper S, and it arrives 1600rpm earlier, from the very first touch of the throttle. It is sent to the rear wheels via a single-ratio gearbox that offers the choice of three driving modes: Comfort, Eco Pro and Eco Pro+.

This all helps the i3 dash from 0-37mph in 3.8sec and 0-62mph in 7.2sec. Top speed is limited to 93mph, at which the engine is pulling a maximum 11,400rpm, to protect the state of battery charge and subsequently its range.

The new i3 offers a range of up to 118 miles on the European test cycle, although BMW’s own projections are less optimistic at 81 miles in wintery conditions and 100 miles in the summer. Still, they are well within the 30-mile average daily commute the German car maker identified in UK customer trials of the Mini E. As it is, BMW describes the i3’s range as being “adequate to meet the day-to-day mobility needs of the target customers”.

BMW will also offer the i3 with a range-extender (REX) option. It will use a modified version of the 650cc two-cylinder petrol engine used in the company’s CT650 GT maxi-scooter, with a 9.0-litre fuel tank sited low down and ahead of the front seats. The combustion engine acts purely as a generator to provide electricity to the battery, and so configured the i3 is claimed to provide a range of up to 186 miles.

The 22kWh lithium ion battery used to power the i3’s electric motor comes with a warranty that is valid for up to eight years or 60,000 miles. Claimed to weigh 230kg, it consists of 96 individual cells mounted low down across the entire length and width of the car’s flat floor. BMW says the battery, which is kept at an optimum 20deg C by its own air conditioning unit, has been designed to allow the replacement of damaged cells.

Recharging times vary, but BMW offers a wall box charger that is claimed to provide a full charge within six hours, or the battery can be charged from 20 per cent to 80 per cent capacity within 30 minutes when plugged into a contemporary 40kW fast-charge station.

Underneath, the i3 uses a bespoke chassis that boasts a 50 per cent front/50 per cent rear weight distribution. The front end is supported by MacPherson struts while the rear uses a five-link arrangement that mounts to the electric motor’s bell housing. Standard 19-inch forged aluminium wheels wear relatively narrow 155/70 tyres, to save weight and reduce both air and rolling resistance.

What is it like?

To get in to the i3 you step over substantial sills and sit rather high. Much of the interior of the pre-production prototype we drove remained covered, but BMW says the final version will adhere closely to the most recent concept. It is a thoroughly modern cabin, though, dominated by a horizontal dashboard, a steering wheel that is not as vertically mounted as in other BMWs and upright seating.

The heavily raked windscreen, deep dashboard and a completely flat floor give a feel reminiscent of the old Mercedes-Benz A-class. In the rear, there’s ample room for two adults, although the rear windows are fixed. The boot is also quite small and boasts a rather high loading lip.

The main controls take the form of a pod which extends out from the steering column, housing the starter button, park mechanism and gear shifter. There’s a second cluster of controls between the front seats, including the all-important drive mode switch.

Pressing the start button with your thumb and then nudging the gear lever forward with the palm of your hand to select D in one movement feels intuitive – and distinctly new-world. There’s a faint whine from the electric motor, but apart from the distant sound of the tyres the cabin is hushed. In the first mile or two, it is the directness of the steering that gets our attention. The electro-hydraulic system is terrifically well weighted for urban driving, and unlike some systems it is also keen to self centre.

Thanks to its relatively low weight, the i3 offers instantaneous acceleration and entertaining pace. The reality of the whole 184lb ft being delivered to the rear wheels the moment you brush the throttle gives the car genuinely urgent properties. Before you know it, you’re backing off, such is the initial burst of acceleration.

The default driving mode is Comfort, which is designed to provide maximum performance. The rate of energy recuperation, and with it the braking effect on a trailing throttle, depends on the mode you choose. Backing away from the throttle in Eco-Pro+, the most efficient of the three driving modes, provides quite aggressive levels of retardation as kinetic energy is collected on the overrun; so much so that you rarely need more than a fleeting dab of the brakes to wipe off speed.

The off-throttle retardation is so assertive that the brake lights illuminate if the i3 decelerates too abruptly. Eco-Pro+ mode also limits top speed to 50mph, reduces the performance of the air-con and will route you on roads with favourable topography to provide the maximum possible range.

The seamless power delivery and the braking effect of the energy recuperation system give the impression that the i3 will be a terrific city car, but it is the sheer agility that is the car’s defining characteristic. The lightweight structure and low-mounted batteries combine with rear-wheel-drive dynamics and a super-responsive driveline to produce a truly engaging drive. Given its overall size and tall stature, the i3 is easy to place, remarkably manoeuvrable and, crucially, fun to drive.

There is noticeable roll when you throw it into tightening corners at higher speeds, but it builds progressive and is easily tamed by a trimming of throttle. The tall but narrow tyres allow you to edge up to the point where grip begins to fade with a tell tale squeal with a fair deal of confidence before the DSC chimes in.

We’ll need more time behind the wheel on public roads before we can deliver a real appraisal of ride quality. The i3 hinted that its relatively long wheelbase, high-walled tyres and generous wheel travel provide comfort-orientated feel. There’s no obvious fidgeting over smaller ridges, although the jury is still out on its ability to cope with bigger bumps.

Should I buy one?

You can’t just yet, but BMW is already taking orders ahead of a planned world debut scheduled to take place in London on 29 July. Deliveries planned to begin in the UK before the end of 2013. Pricing is yet to be announced, but officials suggest that it will land in the UK at around £35,000. The range-extender option will likely add a further £2000.

Those in the market for an electric car should by now be aware of their limitations. The i3 is not a family car in the traditional sense; instead, it’s a highly individual, inherently practical and fun-to-drive alternative to existing city cars.

The signs are that the i3 will be an excellent city car with urgent performance, outstanding manoeuvrability, engaging handling and a high level of refinement. That it emits no CO2 will also see it provide a potential financial bonus for some, not least those who face a daily commute into city centres where a congestion charge is in place.

But the i3 appeals on many other levels. It hints at a new age of motoring with a look unlike that of any other BMW, both inside and out.

BMW i3

Price £35,000 (est); 0-62mph 7.2sec; Top speed 93mph; Economy 0mpg; CO2 0g/km; Kerb weight 1195kg; Engine synchronous electric motor; Power 168bhp at 11,400rpm; Torque 184lb ft; Gearbox single ratio

in autocar

Os outros testes que tenho lido vão no mesmo sentido.
Parece ter apelo do ponto de vista da condução. É relativamente leve e tem pujança para dar e vender.
E pneus 155 para segurar 170cv e 250Nm a partir das 0 rotações deve ser uma experiência interessante

O meu interesse pelo i3 nem é tanto o facto de ser eléctrico, mas mais pelas possibilidades que a sua construção permite e que certamente (e esperemos) afectarão a indústria como um todo.
Este i3 é talvez, o melhor sucessor conceptual do Audi A2, na medida em que tenta trilhar novos caminhos para resoliver velhos problemas

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Este modelo será só puramente eléctrico ou haverá alguma versão com motor funcionando como extensor de autonomia?

Li algures que ia possuir um motor de baixa cilindrada.