BMW i8
With swan-wing doors, a shark-nose grille, and a
supercar stance, the i8 plug-in hybrid is a truly revolutionary vehicle. The
interior seats four in trappings worthy of an Ian Schrager hotel. A
turbocharged three-cylinder engine teams with two electric motors for a
combined 357 hp; the i8 hits 60 mph faster than an M3. Top speed is 155 mph,
but fuel economy is less than 30 mpg. Handling is agile and steering sharp;
braking is great for any car, let alone a hybrid. Overall, it’s quite an
effort.
Specifications
VEHICLE TYPE: mid-engine,
front- and mid-motor, 4-wheel-drive, 4-passenger, 2-door coupe
PRICE AS TESTED: $148,250
(base price: $137,450)
ENGINE TYPE: turbocharged
and intercooled inline-3, aluminum block and head; permanent-magnet synchronous
AC
ENGINE AND MID MOTOR:
Displacement: 91 cu in, 1499 cc
Combined Power: 228 hp @ 5800 rpm
Combined Torque: 236 lb-ft @ 3700 rpm
Displacement: 91 cu in, 1499 cc
Combined Power: 228 hp @ 5800 rpm
Combined Torque: 236 lb-ft @ 3700 rpm
FRONT MOTOR:
Power: 129 hp @ 4900 rpm
Torque: 184 lb-ft @ 0 rpm
Power: 129 hp @ 4900 rpm
Torque: 184 lb-ft @ 0 rpm
TOTAL SYSTEM POWER: 357 hp
Total System Torque: 420 lb-ft
Total System Torque: 420 lb-ft
FRONT TRANSMISSION: 2-speed
automatic
MID TRANSMISSION: 6-speed automatic with manual shifting mode
MID TRANSMISSION: 6-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 110.2 in
Length: 184.9 in
Width: 76.5 in Height:50.8 in
SAE interior volume: F:55 cu ft R: 26 cu ft
Trunk: 5 cu ft
Curb weight: 3394 lb
Wheelbase: 110.2 in
Length: 184.9 in
Width: 76.5 in Height:50.8 in
SAE interior volume: F:55 cu ft R: 26 cu ft
Trunk: 5 cu ft
Curb weight: 3394 lb
C/D TEST
RESULTS (HYBRID/ELECTRIC):
Zero to 60 mph: 3.6/9.2 sec
Zero to 100 mph: 9.0/- sec
Zero to 150 mph: 24.6/- sec
Rolling start, 5-60 mph: 4.6 sec
Top gear, 30-50 mph: 2.6 sec
Top gear, 50-70 mph: 3.1 sec
Standing ¼-mile: 12.1 sec @ 116 mph/ 17.2 sec @ 74 mph
Top speed (gov limited): 155/75 mph
Braking, 70-0 mph: 166 ft
Roadholding, 300-ft-dia skidpad: 0.93 g
Zero to 60 mph: 3.6/9.2 sec
Zero to 100 mph: 9.0/- sec
Zero to 150 mph: 24.6/- sec
Rolling start, 5-60 mph: 4.6 sec
Top gear, 30-50 mph: 2.6 sec
Top gear, 50-70 mph: 3.1 sec
Standing ¼-mile: 12.1 sec @ 116 mph/ 17.2 sec @ 74 mph
Top speed (gov limited): 155/75 mph
Braking, 70-0 mph: 166 ft
Roadholding, 300-ft-dia skidpad: 0.93 g
FUEL ECONOMY:
EPA city/highway driving: 28/29 mpg
EPA electricity combined: 76 MPGe
EPA electric range: 15 mi
C/D observed: 26 mpg
EPA city/highway driving: 28/29 mpg
EPA electricity combined: 76 MPGe
EPA electric range: 15 mi
C/D observed: 26 mpg
Los Angeles might have the weather of Eden, but
instead of being home to two naked people, there are nearly 4 million here,
only some of whom are naked. Those 4 million individuals create traffic so
dense and soul-crushing, it gets end-of-times nicknames such as Carmageddon.
Traffic never sleeps in the City of Angels. Even the countless planes that are
lined up to land at LAX are stuck in traffic. Elevated freeways crisscross the
city and ensure that there’s literally traffic on top of traffic. If you enjoy
driving and are in something resembling a sports car, it’s perdition. At best,
it’s a waste of gas.
Freedom from L.A.’s congestion isn’t far. Just a few
miles north of downtown are the San Gabriel Mountains and the desolate road
that tattoos the peaks with blacktop. Begun in 1929 but not completed until
1956, the Angeles Crest Highway rides the face of the San Gabriels as it twists
through the Angeles National Forest for 66 miles. There’s no better place near
L.A. to burn fuel.
But even this road is not immune to commuters, as
every weekday morning a stream of cars pours over the mountain and into the
city from suburbs in the high desert. But if you’re escaping L.A. in the day’s
early hours, nobody will bother you.
L.A. is famously two-faced, and BMW’s i8 is a car
seemingly built for the city’s duality. An electric car when stuck in traffic
and a gas-burning supercar on canyon roads such as Angeles Crest, the i8’s
styling is even a perfect match for the town. Angelenos love attention-grabbing
cars, and the i8 is an instant celebrity. Floating catwalks sprout from the
roofline and arc over the rear fenders. From behind, the i8 appears to be a
smaller car shedding its skin. From other angles, it has the folded-paper
elements of a Frank Gehry building. Dihedral doors hinged at the A-pillars add
to the drama but make getting in and out a chore. This is consistent with the
Los Angeles mantra that it’s better to look good than to feel good.
Falling inside over the carbon-fiber sill and through
the door slits might not be easy, but the leather-filled interior is a comforting
place to land. Lighted accents glow at night and the design is futuristic in a
Blade Runner way, but there’s nothing here that we haven’t seen on other BMWs.
All controls are easy to find, provided you’re familiar with the latest from
Munich. Tiny rear seats that even kids would have to squeeze into are seemingly
there to lower insurance premiums and to make sure that people see this as a
Porsche 911 competitor.
To test the i8’s split personality, we leave downtown
L.A. in morning traffic and set the i8 in eDrive mode to make the 15-mile drive
to the base of Angeles Crest under electric power. In EV mode, the i8 is
hushed. Removing sound and vibration when you’re impeded by commuters brings
some peace to the whole experience. The 129-hp motor between the front wheels
tugs the i8 along with 184 pound-feet of torque up to 75 mph. A lithium-ion
battery pack that looks like a giant Lego block sits between the seats in the
carbon-fiber structure. Acceleration in EV mode isn’t quick; 60 mph arrives in
9.2 seconds, but it’s good enough for comfortable use in heavy traffic.
As we climb out of town, traffic begins to release its
hold. After 13 miles, we’re just short of the entrance to Angeles National
Forest before eDrive switches off and we enter comfort mode. In comfort or
eco-pro modes, the gas engine switches on and off depending on acceleration
demands. If you hit the throttle hard, there is a slight delay before the gas
engine comes online.
With Angeles Crest before us, we push the gear
selector into sport mode to call upon the full 357 horsepower, changing the
character of the i8. In sport, the gauges glow red, a tachometer appears in the
cluster, and the 1.5-liter three-cylinder turbo aided by an 11-hp electric
motor kicks to life, stays lit, and remains at the ready. If you never plug the
i8 in to recharge, keeping the engine in sport mode replenishes the battery
pack. Engine sounds, or at least sounds from what we perceive to be the engine,
fill the leather-lined cabin. The stereo speakers play a rumbling, intake-rich
engine song that mimics an angry Acura NSX and peaks at 87 decibels at full
throttle. A rip and a snort accompany each shift of the six-speed automatic.
Nothing tells you that this isn’t real. We’re torn; fake shouldn’t be this
good. Well, not much in L.A. is real, either, and yet everyone seems so happy.
Hit the stability-control button with the transmission
in sport and the car will let you do a launch-control start. Hold both pedals,
watch the revs climb to 2500 rpm, release the brake, and the i8 will jump to 60
mph in a more price-appropriate 3.6 seconds. Without launch control activated,
the i8 will do the 5-to-60 run in 4.6 seconds.
As long as the three-cylinder is running, the car’s
two electric motors, two transmissions, and one engine work together in
harmony. There’s no surging, no turbo lag, just uninterrupted, linear thrust.
It’s magic when a tiny 1.5-liter eating 22 psi of boost behaves like an engine
three times its size. The 3394-pound i8 moves through the quarter-mile in 12.1
seconds at 116 mph. Tinseltown’s other darling, the dual-clutch–equipped
Porsche 911 in GT3 guise, weighs 197 pounds less, does 60 in 3.0 seconds, and
passes the quarter in 11.2 seconds at 126 mph. Yes, this town does keep score.
Rolling back and forth up the cambered mountain road,
the i8 exhibits good balance and lively steering, but narrow 215/45R-20
Bridgestone Potenza S001 front tires start slipping earlier than we expect. On
the skidpad, the i8 holds on at 0.93 g, but with Chevy Corvettes and 911s
regularly posting 1.00 g, 0.93 doesn’t feel like much grip. Stability born of
the long, 110.2-inch wheelbase and the low-slung battery pack makes using the
available adhesion a safe exercise. BMW’s tire choice also keeps the i8 from
stopping from 70 mph in less than 166 feet.
Lift off the accelerator and the front electric motor
generates electricity during deceleration. Pushing the brake pedal adds more
regenerative braking; keep pressing and the friction brakes begin to bite. The
transition between the electric and disc brakes is abrupt and difficult to
modulate smoothly. We prefer Tesla’s strategy of allowing for maximum
regeneration when you lift off the accelerator, which frees up the left pedal
for actuating the real brakes.
Even after running in sport mode, the i8 manages to
return 26 mpg. It might’ve done better if we’d been able to plug in, but BMW
didn’t send a charger. Strafing Angeles Crest, though, nearly refills the
battery pack, preparing us for the return to congestion.
Like-priced sports cars can’t match the i8’s
efficiency, nor do they offer the multiple personalities of the i8. You’d have
to look to the Porsche 918 Spyder to find something analogous; while the
Porsche far surpasses the performance of the i8, its carbon-fiber structure,
hybrid drivetrain, and EV capability make it conceptually similar to this BMW.
Think of the $148,250 i8 as the working rich man’s 918 Spyder. In L.A., that’s
exactly what it will be.
