宝马 Launches Two Domestic Models: X5 and i3

Author: Xiao Dong

Editor: Chris

On March 31st, BMW China released two domestic models, one being the popular BMW X5, and the other being the BMW i3, which is a surprise debut.

BMW i3? You must have heard of it.

In 2011, “BMW i” was officially announced by BMW Group as its fourth sub-brand, which marked the beginning of BMW’s new era of electrification in the 21st century. In the global automotive industry’s transformation towards electrification, BMW took the lead.

However, the two models launched by BMW i did not stir up a wave. The high price of i8 and the innovative features of i3, including the independently developed body structure, bold application of carbon fiber, gullwing doors, and single pedal design, were all BMW’s bold attempts. But from the high price of i3 and its ultimately poor global sales performance, this attempt was not quite successful.

Compared to the old i3, the new i3 is completely different, having been born on a different platform, developed by a different team, and even under a different sub-brand. Except for the same name, these two models have no connection.

As the first domestically produced BMW electric sedan, how should we view the brand-new BMW i3?

Gas to Electric?

There will definitely be someone who says that the BMW i3 is just a gas car converted to an electric one.

Indeed, the back of the i3 is still raised, and the front cabin does not have much space, which makes it look less like an electric vehicle. This is largely due to the fact that i3 is a product of BMW’s CLAR platform, just like i4.

This is where the CLAR platform comes in.

CLAR is a modular platform launched by the BMW Group in 2015, which provides rear-wheel-drive and four-wheel-drive platforms. The front-wheel-drive platform has another name, UKL. The key point is that the CLAR platform covers the development of pure electric vehicles, 48V mild hybrid vehicles, plug-in hybrid vehicles, and fuel-powered vehicles from the very beginning.

The CLAR platform is not a pure electric platform. If we look back, currently only BMW’s iX uses the new generation pure electric platform. But as a universal platform that can support the development of pure electric vehicles, the CLAR platform has an essential difference from gas-to-electric vehicles, which are pure electric vehicles based on fuel-powered platforms.

As an early product of new energy vehicles (which is still available today), the conversion of gasoline vehicles to electric vehicles has undeniable drawbacks. The battery layout has made the internal space of electric vehicles converted from gasoline models smaller, less safe, and limited by the vehicle’s structure, resulting in limited battery pack sizes, unreliable range, various challenges in handling, and a significant change in the vehicle’s weight distribution from originally having an engine, transmission, and driveshaft to now having a motor and battery.

However, the product developed on BMW’s CLAR platform does not exhibit the aforementioned drawbacks.

BMW’s CLAR platform is not the only universal power platform. Taking BYD as a common example, the Wangchao series can provide both DM (plug-in hybrid) and EV powertrains, and BYD’s BNA platform is also a development platform compatible with fuel-powered, hybrid, and pure electric vehicles. This may be the best solution for traditional car manufacturers before the advent of the pure electric era.

Of course, pure electric platforms are more advantageous, such as maximizing space utilization, as Tesla pioneered with skateboard chassis batteries, defining the layout logic of the first generation pure electric vehicle platform. With the continuous improvement of electric vehicle technology, more and more car manufacturers have made pure electric platforms a top priority for their next stage of development. BYD’s Ocean series using the e platform, Volkswagen’s MEB and PPE platforms, Mercedes-Benz’s EVA platform used in the EQS, and BMW’s plan to launch the next generation New Class pure electric platform in 2025.

Considering the BMW i3 as a conversion of a gasoline vehicle to an electric vehicle is a widespread misconception.

Let’s talk about the i3

Compared with the gasoline-powered 3 Series, the appearance of this BMW i3 model has little difference except for the trapezoidal design that seals the front grille and the rear diffuser contour. This also basically indicates what the mid-term facelift of the gasoline-powered 3 Series will look like.

As a special version for the Chinese market, the wheelbase is expected to be relatively short, and the 2966mm long wheelbase provides more space for the rear seats. The seat cushions and backrests have also been thickened, and the rear seats are equipped with comfortable headrests, which may or may not be the same as those used in the X5, a true Chinese characteristic.

Although there aren’t many changes in the exterior, the interior is completely transformed. The most eye-catching feature is the integrated suspended curved screen, which inherits the 14.9-inch central control screen and 12.3-inch digital instrument panel from the BMW pure electric flagship iX, and adopts the latest generation of BMW iDrive 8.0 operating system. The entire interior layout looks more electrified. The shifter lever does not choose the traditional “chicken leg shifter” but adopts the same small lever design as the iX. The blue start button also indicates that this is a pure electric vehicle.

In terms of performance, the i3 adopts the fifth-generation BMW eDrive electric drive technology and excitation synchronous motor, with a maximum output power of 210 kW and a maximum torque of 400 N·m. Single-motor rear-drive can make the i3’s 0-100 km/h acceleration reach 6.2 seconds. Currently, only one version of the i3 is available, and it is not ruled out that there will be a dual-motor version in the future to further improve performance. In terms of range, the i3 is equipped with a 70 kWh ternary lithium battery pack, and the CLTC test cycle has a range of 526 km. As the originator of “single pedal driving”, this i3 naturally also has a single pedal driving mode (selected through the gear position, B gear is the single pedal driving mode).

In addition, the chassis hardware of the i3 is a highlight. Both the front and rear suspensions use HRS hydraulic rebound damping technology. For traditional BBA-level car companies, it is quite surprising to add air suspension in the price range of 300,000-400,000 yuan. The rear chassis of the vehicle is also equipped with a rear anti-roll bar, and the front shock absorber top pull rod is equipped in the engine compartment to further improve the rigidity of the body. At the same time, the i3’s center of gravity is 44 mm lower than that of the 3 Series, with a wider front and rear track, and is equipped with the DSC dynamic stability system. The hardware determines the lower limit of the i3’s chassis, coupled with BMW’s reputation for chassis tuning, undoubtedly makes me extremely interested in the handling of this car.

Do you think this is an article highly praising i3? Definitely not. Although the hardware of the car is not bad at all, BMW’s charging infrastructure in China is obviously not as strong as those players with self-built charging infrastructure. According to official data, currently there are about 50,000 charging stations nationwide that can provide plug-and-charge services for i3, but BMW does not have an exclusive charging system. Even without mentioning new forces like NIO and XPeng, Volkswagen China’s CAMS has covered 88 cities and its supercharging station layout has reached 644.

Moreover, this i3 is made specifically for the Chinese market, and its opponents should not be underestimated.

Is i3 overpriced?

As the most competitive market for new energy vehicles in the world, the opponents of this i3 in China are all very strong.

Let’s start with a picture.

Among the three models, besides the extremely expensive 001, Tesla Model 3 and NIO ET5 are the most important competitors of BMW i3 in the same class. Compared with Model 3, the two are almost the same in terms of power. Although i3 has a larger electric motor power, Model 3’s lighter body achieves faster acceleration per 100 km, and of course, the 0.1-second difference can be ignored. NIO’s entire series has dual motors, so the power is naturally stronger.

In terms of cruising range, i3 performs decently. According to the cruising range achieved by iX3 before, thanks to its lighter weight and lower wind resistance, i3 should be able to reach a cruising range of 400+ kilometers, which can satisfy most daily needs. However, in terms of intelligence, i3 definitely does not have the advantage compared to Tesla and domestic brands.

However, as a vehicle specifically made for the Chinese market, i3’s rear space and seats have been reinforced, and with the air suspension, the rear seats will get a more comfortable riding experience. The chassis hardware and BMW’s tuning will also make i3 more agile. In addition, BMW’s accumulated advantages in car manufacturing, including NVH control, assembly technology, etc., are not visible.

But in the end, let’s talk about price. The price of i3 is 349,900 yuan, which is 70,000 yuan more expensive than Model 3, and over 20,000 yuan more expensive than ET5 (without subsidies). In addition, 349,900 yuan can only buy a bare car, and the optional accessories for i3 are overwhelming.

• 19-inch aerodynamic wheels for 14,300 yuan
• Front seat heating for 3,500 yuan
• Harman’s 535W sound system for 8,000 yuan
• HUD head-up display for 10,000 yuan
• Keyless entry, automatic control of the rear luggage compartment cover for 8,400 yuan
• Automatic anti-glare function rearview mirror for 4,500 yuan
• BMW electric car simulation sound wave for 1,900 yuan- Auto Assistant Driving Pro (ACC + LCC) for 19,900 yuan.

In addition, there are other optional configurations to choose from, including ETC, three-color safety belts, automatic high beams, and power lumbar support. If you add them up, the price can easily approach 400,000 yuan. Chinese brands, such as NIO ET5, have made these features standard, even offering the same 1000W 7.1.4 channel sound system found in the ET7. Moreover, while the ACC + LCC features in the i3 require a 19,900 yuan option, they are standard in Tesla and NIO.

Therefore, I also brought up the Zeekr 001 YOU version, which sells for 368,000 yuan, as a reference. Additionally, all four of the models pictured have (theorically) good handling properties and are similarly focused on sport performance like the i3.

Of course, BMW has its unique advantages, brand influence. For mainstream consumers, apart from Tesla, NIO and Zeekr are newer brands. Consumers have greater trust in BMW, as one of the two global luxury brands alongside Mercedes-Benz, which is a significant mental advantage. On the other hand, BMW does not adopt a direct sales model and its i-series authorized dealer network, with over 500 dealerships, acts as both BMW’s tentacles and a buffer for the i-series price system.

Considering the i3’s good product performance and its not-so-low price, BMW does not appear as arrogant as other German brands in response to the competition from Tesla and new Chinese brands, but it also doesn’t lower its posture and engage in hand-to-hand combat.

Does BMW fail to see the outside world? It’s hard to believe that BMW, which has strengthened its dominance in this niche market by producing the extended X5 domestically, lacks the ability to observe external market conditions.

I prefer to believe that BMW is playing its cards one by one, and a higher-performing or more powerful i3 could be put on the market at any time if competition intensifies.

This article is a translation by ChatGPT of a Chinese report from 42HOW. If you have any questions about it, please email bd@42how.com.