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BMW i3 gets official worldwide

Even though we recently drove a near-production version of the BMW i3, the car still wore light exterior and interior camouflage. Today, BMW took off that little bit of camo and made a big announcement: The i3 will go on sale in the US for $41,350 in the second quarter of 2014. That does not include any state or federal incentives that could lower the price or the $925 destination fee. The i3 will debut with three trim levels, which BMW is referring to as Worlds: Mega (standard in the US), Giga and Tera.
The BMW i3 is chock-full of new technology afforded by its design as an EV from the start of development, which has resulted in a vehicle layout unique to the i3. BMW has named it LifeDrive architecture, and it features the Life Module and the Drive Module. The Life Module is the i3's pillar-less passenger cell, which is the first mass-produced monocoque made of carbon fiber reinforced plastic (CFRP). The tougher-than-steel material is also 30-percent lighter than aluminum, which contributes to the i3's relatively light weight of 2,700 pounds (preliminary US figure) and, in turn, increases its energy efficiency. Expect more of this technology to find its way into future BMWs.
The Drive Module, a 100-percent aluminum chassis mounted under the Life Module, houses everything that makes the i3 go. It includes the 22-kilowatt, 450-pound lithium ion battery mounted as centrally as possible, and provides power to a rear-mounted electric motor that turns the rear wheels. With 170 horsepower and 184 pound-feet of torque from zero rpm, the single-gear i3 can accelerate from 0-30 miles per hour in 3.5 seconds and 0-60 mph in about 7.0 seconds, but it has a top speed of only 93 mph. BMW says the i3 has a real-world EV range of 80-100 miles, and the standard charger can fill the battery in three hours. Opt for the SAE DC Combo Fast Charger and 30 minutes is all it takes for a full charge; 20 minutes will bump the battery to 80 percent. For customers who have range anxiety, BMW gives them the option to install a 34-hp, 650cc two-cylinder generator as a range extender for the electric drive system.

2014 BMW i3

We can only imagine the challenges BMW is going to have explaining the i3 electric vehicle to the world. It's got a new powertain (all-electric, with optional range extender), a new production method (carbon fiber reinforced plastic!), a new brand (the 'i' line) and a new vehicle type (it's a city car). Despite everything that's different, BMW is still trying to talk about the i3 as if it fits in with the rest of the company's vehicles. But it doesn't. Not really. And that's going to make the marketing and salespeoples' jobs quite difficult.
Which is a shame, really, since the i3 is amazing. If it didn't carry the BMW 'heritage' baggage, people would be falling over each other to sing its praises. This is one of the smoothest, roomiest and slickest electric vehicles we've ever driven, with a lot of hidden surprises. It is a wonderful city car, and well designed for the car-sharing, emissions-aware drivers of the near future. But since the i3 carries the BMW name, everyone we ran into while cruising the narrow streets of and flat countryside around Amsterdam in a Euro-spec i3 recently wanted to know one thing: is it "a BMW" as well as being an electric car? During one photo shoot, a police car pulled up next to us, totally stopping traffic. While my co-driver and I instantly thought we were going to be asked to move, the officer simply wanted to know what the scoop was about all the i3s he had seen that day. Oh, and does it drive like a BMW?
We'll answer that question in detail below. The most important thing to remember is that the BMW i3 comes from the new "i" sub-brand within BMW. Like Mini, the i line really is a different beast, despite the roundel's presence. So, what makes a BMW a BMW? The answer is as easy as ABC. Or, in this case, as simple as Bayerische Motoren Werke, or Bavarian Motor Works.

2016 BMW M4 GTS: More power, less weight, ready for the track

BMW calls its new M4 GTS the "most agile, radical, and powerful M4 ever." It's got 493 horsepower, a slick new water injection system, a three-way adjustable coilover suspension, and a weight reduction of roughly 200 pounds compared to a stock M4. Only 700 will be built, with 300 allocated for the United States. And did we mention it looks absolutely killer? Let's talk about that water injection system for a moment, because it's the first time this technology is being used on [an intercooled - Ed.] production road car. Basically, water absorbs heat from surrounding air, so a fine mist is sprayed into the intake manifold where it evaporates, lowering the temperature of the intake air. BMW says this reduces final compression temperature, allowing the turbochargers to operate with increased boost pressure and better spark timing. The end result is increased output – 493 horsepower and 442 pound-feet of torque from the same twin-turbo, 3.0-liter straight-six as the standard M4. That's an increase of 68 hp and 36 lb-ft. But the GTS isn't just about increased power. In fact, the bigger story is its weight reduction. BMW incorporated the use of aluminum and carbon fiber throughout the M4's construction, and DIN curb weight is listed as 3,329 pounds. It's unclear if that's the exact US measurement, and BMW couldn't comment on that as of this writing, but compared to our 3,530-pound stock M4, that represents some 200 fewer pounds of heft. Carbon fiber reinforced plastic (CFRP) is used in the hood, making that part some 25 percent lighter than the stock piece. CFRP is also used for the driveshaft, making it 40-percent lighter than the standard setup. Even inside the car, the new center console is 30-percent lighter than what you'd find in a normal M4. The rear seats are gone, and we're sorry to say that the cool racing buckets pictured here won't be available in the US. Making this thing super capable at the track is a three-way M coilover suspension, combined with upgraded carbon ceramic brakes, set behind staggered wheels and tires. Up front, the GTS rides on 19-inch rollers wrapped in 265/35-series Michelin Pilot Sport Cup 2 tires, and out back, 20-inch wheels are fitted inside 285/30-series rubber. The only transmission available is the seven-speed, M DCT dual-clutch unit, and when all is said in done, BMW says the M4 GTS will run the infamous Nurburgring Nordschleife in 7 minutes and 28 seconds. Another cool feature: organic LED technology.