By Phillippe Crowe

BMW’s new i brand presented a prototype of its second production vehicle, the BMW i8, at a driving event at the BMW Group’s Miramas test track in France.

In BMW’s words, the i brand is synonymous with visionary mobility concepts and a new definition of premium quality that is strongly focused on sustainability.

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Following the world debut of the first production model, the BMW i3, the BMW Group’s next step will be to extend its offering to the sports car segment in the BMW i8.

BMW said this plug-in hybrid model is the most progressive sports car of our time, extending the basic BMW i philosophy of sustainability to a new vehicle segment.

The BMW i8 combines a lightweight, aerodynamically optimized body with BMW eDrive technology, a compact, turbocharged 1.5-liter BMW TwinPower Turbo gasoline engine and intelligent energy management.

According to BMW, thanks to its carbon-fiber-reinforced plastic (CFRP) passenger cell, the BMW i8 sets new standards for a plug-in hybrid vehicle in terms of low weight.

The BMW i8 will offer the dynamic performance of a sports car, with an expected 0 – 60 mph sprint time under 4.5 seconds, per the Bavarian manufacturer.

The car’s plug-in hybrid system is specific to this model. Developed and produced by the BMW Group, it is said to mark the next step in the evolution of the Efficient Dynamics program. A compact three-cylinder petrol engine with BMW TwinPower Turbo technology is combined with an electric drive system and a lithium-ion battery which can be recharged at a standard household power socket.

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The 231 horsepower (170 kilowatt) gasoline engine sends its power to the rear wheels, while the 131 horsepower (96 kilowatt) electric motor powers the front wheels. This configuration offers all-electric driving capability with a range of up to approx. 22 miles (35 kilometers) and a top speed of approximately 75 mph (120 km/h).

With both drive systems engaged, BMW said it also offers road-hugging all-wheel-drive performance with powerful acceleration and dynamic torque vectoring during sporty cornering. The more powerful of the two powerplants drives the rear wheels. The hybrid system supplements this with power from the electric motor to deliver typical BMW driving pleasure combined with groundbreaking efficiency.

Calculated using the EU test cycle for plug-in hybrid vehicles, the average fuel efficiency of the BMW i8 at model launch will be less than 2.5 liters/100 km, which equates to approximately 95 miles per US gallon, with CO2 emissions of less than 59 grams per kilometer. Helping this is the drag coefficient (Cd value) of 0.26.

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BMW explained the front/rear location choice for the electric and gasoline engines by stating that “the front-rear axle load distribution maximizes agility with a near-perfect 50:50 axle load ratio. The compact electric motor, together with the transmission and power electronics, are situated in close proximity to the electrically powered front axle. The turbocharged gasoline engine, which is located together with its transmission in the rear of the BMW i8, likewise sends its power to the road via the shortest possible route, i.e. through the rear wheels. As a finishing touch to this excellent weight distribution, the lithium-ion battery pack is centrally located in the vehicle, slightly forward of the mid-point. In terms of crash safety, this is an ideal location for the battery, which is integrated in an aluminum housing.”

The three-cylinder engine, which is new, is derived from the BMW inline six-cylinder engines, to which it is closely related and which are noted for their eager power delivery, revving ability and refinement.

 

The BMW i8’s second power source is a hybrid synchronous electric motor specially developed and produced by the BMW Group for BMW i. The electric motor develops maximum power of 131 horsepower (96 kilowatt) and produces maximum torque of around 236 pound-feet. BMW eDrive technology refines and improves on the principle of the permanently excited synchronous motor via a special arrangement and size of the torque-producing components. This results in a self-magnetizing effect normally confined to reluctance motors. This additional excitation ensures that the electromechanical field generated when current is applied remains stable even at high rpm.

The rear wheels of the BMW i8 are driven by the gasoline engine via a six-speed automatic transmission. The front wheels are driven by the electric motor via an integrated two-stage automatic transmission. Combined maximum power and torque are 362 horsepower (266 kilowatt) and 420 pound-feet.

The BMW i8 will make its world debut at the Frankfurt Motor Show and arrive in BMW showrooms in 2014 not long after the i3 does in the second quarter of that year.

p.s.: Does the fact that the maker of the "ultimate driving machines" is essentially following along the lines of the Volt a validation for GM's work? How do you see it as so, if so?

 

No, I think it validates my contention all along that the Volt should have been a performance oriented car. Let people find out they bought some other good qualities after a few weeks of ownership. AER, high overall MPG, etc.

 

Lead topic question: "Does the fact that the maker of the “ultimate driving machines” is essentially following along the lines of the Volt a validation for GM’s work?"
Eco_Turbo : No, I think it validates my contention all along that the Volt should be a performance oriented car...
I agree that GM should offer an SS version of the Volt! However, as I also said in commenting on Jeff's topic on the BMW i3 here on July 30, I applaud BMW for their forthcoming i3 & i8 EVs. IMHO, BMW’s lofty reputation (and prestige) in the industry will debatably contribute even more to the public’s acceptance of EVs (and EREVs) than Tesla, GM & Ford have done!*…

*Interesting short video by BMW's i3 & i8 designer: http://www.youtube.com/watch?v=cAyPoIq0Xss

 

Sounds like some awesome engineering, and I was fooled into thinking BMW was asleep at the switch by the lack of hype... But can it be priced under 100k? This looks like a pricy bit of kit.
If it comes in under 100k it is a solid plug in Cadillac / tesla rival for sure, even if it only seats four.

 

nasaman :
Lead topic question: “Does the fact that the maker of the “ultimate driving machines” is essentially following along the lines of the Volt a validation for GM’s work?”

I agree that GM should offer an SS version of the Volt!

Slightly larger tires/wheels minor suspension tweaks and a "push to pass" button like F1 cars have for a short burst of power. That's all any one would need on the street. I doubt any Volt owners would be hanging out at their 1/4 drag strip.

 

Eco_Turbo :
No, I think it validates my contention all along that the Volt should have been a performance oriented car. Let people find out they bought some other good qualities after a few weeks of ownership. AER, high overall MPG, etc.
At what cost? The Volt already outsells Chevy's halo car the Corvette. I think GM made the right call. Seems to me that the i8 is like a $125,000 pony car. Nice performance, limited utility and a bit pricey. GM is after broad acceptance, not just tech showcase. BMW can afford to do this the i8 is a perfect displacer for the M1, cheaper , faster, lighter and probably more fun. I would like to see GM make a couple of things, the first is take an impala and put in the Spark EV drivetrain in the rear and a 1.8 lt turbo in the front that would drive the front wheels direct and alternate between that and supplying electric drive to the rear . Give it about 30 miles AER with a couple of ultra capacitors for good measure. There is your GM version of the i8 for about $85,000 less. the second would be a NASCAR version of the Volt.

 

The existing Volt could use power from a fast running engine and a charged battery if GM was willing to optimize the software controlling the car. With the demand for faster acceleration, I agree that a Super Speed mode be added to a future Volt.

If the BMW i8 seats are below the door sill, that would limit customer acceptance. Ease of entry and exit is important. Hopefully the side doors will ultimately raise and lower electrically.

 

nasaman ,

Great video Nasaman, thanks. I wonder what Kim's background is, he speaks English very well.

 

nasaman :
Lead topic question: “Does the fact that the maker of the “ultimate driving machines” is essentially following along the lines of the Volt a validation for GM’s work?”

I agree that GM should offer an SS version of the Volt! However, as I also said in commenting on Jeff’s topic on the BMW i3 here on July 30, I applaud BMW for their forthcoming i3 & i8 EVs. IMHO, BMW’s lofty reputation (and prestige) in the industry will debatably contribute even more to the public’s acceptance of EVs (and EREVs) than Tesla, GM & Ford have done!*…


*Interesting short video by BMW’s i3 & i8 void(0); : http://www.youtube.com/watch?v=cAyPoIq0Xss
I don't even think it is that debatable. It absolutely will and the more higher end, performance oriented manufacturers that do this the better. I think environmentalists and serious car enthusiasts are largely convinced. It's the middle that must follow and that is as much a matter of momentum as anything. Having they inherently trust backing the technology goes a long way to this end. So does driving an EV.

 

From the article: A compact three-cylinder petrol engine with BMW TwinPower Turbo technology... The rear wheels of the BMW i8 are driven by the gasoline engine via a six-speed automatic transmission. The front wheels are driven by the electric motor via an integrated two-stage automatic transmission.
Too many gears!

I would have gone with a pure series, a much more powerful induction motor, a larger battery, and a less powerful gas engine (no turbo). That would give you better torque, better 0-60, and you could still drive the autobahn insanely fast.

 

Only 22 miles AER (on a good day). Meh.

 

kdawg ,

+1

 

Such stark contrast between the i3 and i8, my perception is they are all over the map. Tis is a 2 forked response to the Volt bracketing the Volt on both sides enough to avoid any direct patent infringements. This is the reason for my saying he i8 is an M1 replacement, similar price range and performance.

 

The batteries are in the center. That is an expensive copy of the Volt!

GM did it first and did it better. Go, GM!

Raymond

 

By the numbers:

Volt CD: 0.28
i8 CD: 0.26

Volt Traction HP: 149 (+74 part time second motor) = 223
i8 Traction HP: 131 (+231 ICE) = 362

Volt Traction Torque = 273
i8 Traction Torque = 420

Volt Seating: 4 comfortably
i8 Seating : 2 comfortably, 2 not so much

Volt Range: 38 (many get much more)
i8 Range: 22 (hmmm)

Volt Top End: 100mph
i8 Top End: 75mph (really!?)

Volt 0-60: ~8.5 seconds
i8 0-60: ~4.5 seconds (nice!)

Volt Price: ~$35K
i8 Price: OMG!?

The i8 concept is pretty cool; we'll see how the production model goes compared to the ELR. The Volt is still a pretty cool looking car as well in a more understated way and likely more comfortable for all occupants. Certainly the i8 has better performance, and is in the Tesla territory. Really the Volt and the i8 are quite different cars, so not an apple to apples comparison, but the Volt really doesn't look too bad considering it is like a third (or less) the price. This is getting more and more interesting. What a great time to be alive!

I'm sure my numbers aren't perfect as the two Volt motors don't contibute all the time. But I thought I should put it out there anyways.

 

jdan : The i8 concept is pretty cool; we’ll see how the production model goes compared to the ELR. The Volt is still a pretty cool looking car as well in a more understated way and likely more comfortable for all occupants. Certainly the i8 has better performance, and is in the Tesla territory. Really the Volt and the i8 are quite different cars, so not an apple to apples comparison, but the Volt really doesn’t look too bad considering it is like a third (or less) the price. This is getting more and more interesting. What a great time to be alive!

jdan : Volt Top End: 100mph
i8 Top End: 75mph (really!?)

Great comment ---one correction: using both the motor & the engine the i8 top end S/B ~160mph

(And in your Volt/i8 Traction HP comparison of 223 vs 362, don't forget the i8 has AWD)

 

"Does the fact that the maker of the “ultimate driving machines” is essentially following along the lines of the Volt a validation for GM’s work? How do you see it as so, if so?"

I don't agree that the i8 is "essentially following along the lines of a Volt". In the Volt, the engine primarily exists to support the battery, keep the battery from dropping below a certain state of charge, and only drives the wheels in a time of high strain.

While the i8 can run in electric-only mode, I'd assume that this is primarily for city centers in Europe where operating an electric car is an advantage. For cruising down the autobahn, the engine is on and driving the rear wheels all of the time -- getting help from the electric-only fronts when it makes sense.

The architecture of the Volt, and it's current battery technology, will never wear an SS badge -- the battery is the choke-point that would limit the feasibility of high-discharge performance oriented driving for more than a few cycles before degradation.

I'm not sure what the right answer is to allow the Volt to be a true performance car, but I'm sure the right technology will be here soon.

 

jdan : Volt Traction Torque = 273
i8 Traction Torque = 420

The article says less for the i8. "The electric motor develops maximum power of 131 horsepower (96 kilowatt) and produces maximum torque of around 236 pound-feet."


jdan : Volt Top End: 100mph
i8 Top End: 75mph (really!?)

That 75mph is in electric mode only.

 

When will we get the details (not that I really care), such as MPG in RE mode, kWh usable, charging time, hold mode, mountain mode, does the gas engine fully recharge the battery (like Porsche's Panamera S E-Hybrid)? Oh yeah, and price, LOL!

 

just compare it to the Tesla cutaway.
It is an inferior design.

 

Eco_Turbo :
No, I think it validates my contention all along that the Volt should have been a performance oriented car.
GM could make it such and at the same time lower the cost of production. Go to pure series w/ a 3 cyl range extender. Tweek up the electric part and tweek down the gas part. Use Sparks co axial gearbox and put the batteries in the floor.

 

Dave G : Too many gears!


I would have gone with a pure series, a much more powerful induction motor, a larger battery, and a less powerful gas engine (no turbo).That would give you better torque, better 0-60, and you could still drive the autobahn insanely fast.
You beat me to it.
+1 Dave G.

 

" ... the lithium-ion battery pack is centrally located in the vehicle, slightly forward of the mid-point. In terms of crash safety, this is an ideal location for the battery, which is integrated in an aluminum housing"

Not everyone has jumped on the "under the floor" battery bandwagon. GM did do it first, and BMW followed for an excellent reason: it's the most protected location in a crash. I don't see this as pale imitation, but as overwhelming endorsement of a key Volt safety feature; on the part of an extremely prestigious and respected engineering group.


There's nothing wrong with the cars' engineering, it's BMW drivers I can't stand.

 

MrAlligam ,

While there is nothing wrong with ground-coupled hybridization (front wheels one mode, rear wheels the other), in this case it does seem as though BMW sees the i8 as two different cars grafted together; a city electric and a roaring roadster. Instead of fully blending the best of two worlds, they may have made something of a two-headed monstrosity for the BMW driver who expects to hear "vroom" when cutting off a plebe-mobile on the highway, and feel "smug" when strutting through town.

It is important, of course, to make sure that the two heads face the same way.

 

Well this certainly looks better than the i3, although the battery range is a little disappointing it certainly has performance under its belt. I'm a little suspicious of using a rear engine and front electric drive system thou. One has to wonder how this will affect winter driving conditions. Seems everyday we're reminded of just how good the engineering is in the Volt. The i8 seems like a turbocharged gas-powered car with an electrical assist.

Still it'll probably be too expensive for me so I'll keep my Volt.