This BMW i3 Goes 435 Miles Per Charge

BMW i3


The all-new 100kWh, denser and safer battery proves to be a big range provider.

For the BMW i3, the jury is somewhat still out. The futuristic, all-electric city slicker is one of those cars whose value you cannot fully grasp. When it was released, the BMW i3 produced kind of an underwhelming feeling. But, at the same time, it was one of the most highly-coveted pieces of EVs money can buy. Just like with its bigger sibling – the BMW i8 – some boxes were clearly not ticked. While the all-electric configuration and performance were touted as the biggest drawbacks of what is actually a solid all-around car, for the i3, the range was the biggest drawback.

When released, the small electric car from the Bavarian car maker featured a somewhat tiny 33kWh battery which provides 114 miles of driving range, according to the EPA. Good for the town, bad for pretty much everything else. Naturally, BMW tried to combat that with the REx version which employed a petrol powerplant that provided more juice for the batteries. However, range clearly was too low.

Hence, in order to prove what this modular platform can do, a German energy storage company Lion Smart just revealed their own battery pack for the i3. While still in development, this “Light Battery” pack concept uses a modular design meant to reduce costs and improve safety. For the BMW i3, however, that means the German company crammed a high-density 100kWh battery pack into the BMW i3. In turn, that results in a range of about 435 miles (700 kilometers).

While it’s still unclear whether that’s based on the NEDC or WLTP cycle, or the company’s own internal testing, this is an impressive uptake over the OEM range provided by this vehicle. To make matters even more compelling, that’s the same range that BMW expects from their own iNext EV, slated for a 2022 debut. In reality, it seems that BMW – alongside other German car makers – produced impressive modular technology for their new cars. However, they lack in the battery departments.

You can learn all about the BMW i3 they’ve used and the Lion Light battery technology in the video below. Some impressive engineering & design ideas are implemented to make this battery pack, allowing it to be completely flexible in terms of capacity, voltage and physical dimensions.

Source: Autoblog

Categories: BMW

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133 Comments on "This BMW i3 Goes 435 Miles Per Charge"

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What??? 100kWh in an i3 doesn’t really make much sense, 60 or 70KWh would be plenty. Big battery just makes the car heavier. The i3 is a city car not a highway cruiser, anything above 300 m for that car is simply unnecessary.

Exactly. You size the battery to keep the performance the same, or, better cut a bit of weight with the new technology to give it More Range and Better Performance. That’s how you sell cars.

But, for their purposes it’s a good advertisement. All this additional range in such a small package. Just don’t want actual Prius performance in a BMW because of additional weight. So, how much weight are they adding, we need to do a power / Weight Ratio calc and find out.

It could also allow BMW to perhaps shed the range extender gas engine and the weight that comes with it. Also it would allow BMW to install real tires without effecting range that badly. I will check when I get home but I’m pretty sure my motorcycle has wider front tires if not the same size. The new “S” version improves the rubber a bit though I would never buy one for safety purposes not unless it has atleast 165 on the front.

I think the i3s has 175 in front and 195 rears.

So a German company tries to offer a long range vehicle and a Tesla fanatic replies that long range is not required.


Bmw is not offering anything, this is just a PR stunt by a battery maker, same as Kreisel did a few years back for the VW eGolf showing it could have twice the range with their battery. VW never implemented it, and who knows how the cost vs charge cycles vs charge speed vs temperature impact vs charge curve equitation looks like.

That’s wrong. I’d classify this as a technology advance.

One clear innovation so simple you wonder why no one has done it before?

Infrared pack communication to get rid of all the fiddly ribbon cables. Probably also would speed up manufacturing and lower labor costs. Non-conductive coolant to completely bathe each cell to completely remove the heat so no hot spots. This is much more than a PR trick.

If a battery company would do somethiing along this path for all the first gen LEAFs out there it woud be a huge hit.

You know what you are talking about. I was just talking to a guy involved with the wireless interpack communication. Amazing how many people think Tesla is the epitome of technology.

It is, but there is more than one peak to reach.

Warren, thanks for the confirmation.

It is genius, once I read it the light when on and I had to ask “Why has no-one thought of this before?”.

The “PR trick” is putting it in an i3. The technology is obviously valid — though not all that revolutionary IMHO. Kreisel has used immersed cells for years; and a very similar modular design.

Infrared communication is an interesting choice — it remains to be seen whether the trade-offs prove worthwhile in practice.

It should be noted that most of the simplification doesn’t actually come from the infrared communication, but rather the fact that they have a separate balancing circuit for each of the 96 cell groups — which makes for a very neat pack design, but probably increases costs quite a bit when used at large scale. (Though the simplicity might very well reduce costs for small runs.)

You are incorrect. It does not have anything to do with just a long range but with how much and what the tradeoff is. There is a point of diminishing returns related to benefits.

I think of myself as a Tesla enthusiast, Tesla fanatic sounds a little strong but I’ll take it as a complement. Thank you.

I stated that more than 300 miles for an i3 is not really needed because the car is not meant to be a long-distance runner. That’s somewhat different than your generic “long range is not required” interpretation. Isn’t 300 miles long range already?

It means I could leave Orange County for San Diego driving at normal speeds (75mph) run round SD all weekend and get back home on a single charge, that’s HUGE.

Sure, there are always cases when the extra range comes in handy. The question is how often does that happen and is the i3 the right type of car to spend hours and hours driving on highways at 75mph?

It’s not just highway miles. 435 rated range means like 260 miles at 15°F. Some of us have winter.

True, winter is somewhat problematic and extra range is always welcome.
@YVES LAURIN suggested that the i3 should offer several battery options to suit the different customer requirements. I think that’s a more sensible solution rather than indiscriminately cramming 100kWh battery into a small car.

I don’t think the range drop is quite as big with proper thermal management?…

As a current i3s driver that drives it on the highway on a daily basis I can assure you that other than range there is no reason not drive it for hours.

I’m pretty sure I’d buy the car when the lease is done, if I could get this battery pack installed. With the current battery pack I’m sure I won’t since by then the already limited range would probably be surpassed by far cheaper cars.

The i3 is very comfortable and not claustrophobic on long trips . I just did 345 miles miles on mine last Sunday, climbing two 4000ft summits.

Is a civic the right car for LD ?

Unless “Running around SD” involves no parking and literally just driving around aimlessly, you will get to. Point on your trip when it is time to plug in and catch some zzzs. SD is not the third world. There are plenty of places to juice up before heading back.

I’m not sure why the i3 has to be pigeonholed as a city-only car. Our i3 works beautifully on the highway. Extra range would be worthwhile.

Ron Swanson's Mustache

An EV with a range over 400 miles has plenty of appeal. Suddenly I’ve gone from kind of wanting one to really wanting one.

Agreed, although ideally something a little bigger than an i3, which I think is more the complaint. 400 summer miles would mean it could be used as a main vehicle, not just a secondary vehicle.

If I could go 400 miles on a charge and had a solar system charger at home that would get rid of the debate about spending money on gasoline to go to my favorite Amusement Park.

Also going 400 miles on a charge would get rid of the complexity of worrying about were to charge up at on a 200 mile long road trip.

You don’t understand this i3 is not going to be sold ?

I say, let the customer decide, give option like 60, 80 and 100Kwh.

Agree that this would be a reasonable approach. It would allow the customer to trade in the longer distance for some loss in efficiency. Bigger batteries make for a heavier car.


Meh. It really depends on the application. Do what Tesla does and let people pick their battery pack size.

If you really do regularly make long trips then 100KWH is good for you. But I agree that many really don’t need that much.

It sure does. If 100kw is the similiar weight and size of the 100kw battery why not?? They’re modular batteries! Bye bye tesla gigafactory.

Technically the Tesla giga factory could retool itself and make unimaginable amounts of these batteries.

A lot of solar panel factories are upgrading and retooling their new assembly lines due to solar tech moving super fast lately.

I think you’re the first person in the history of mankind to suggest that an EV has too much range!…what’s that Chaz and Dave song? “Ain’t no pleasing you”

Oh man, I’m not saying that too much range is a bad thing. I’m saying that it depends on the car, its purpose, and the comprises a heavier battery creates.

435 miles in the comfy i3 makes no sense, but 620 miles in the cramped Roadster2 makes perfect sense!

The 200kWh battery in the Roadster 2 has a lot more to do with the stated performance and not the actual range. If you don’t know it you are ignorant, if you do you are hypocritical. Pick your choice.

Why would you assume the new “Roadster” will be less comfy?…

(Unless you are talking about the back seats of course 😉 )

Nah, heard such claims before. What was that Auto show comparing Leaf, Bolt and Model 3 a few months ago?…

If I could go 400 miles on a charge I could drive pretty much the whole day with out stopping.

It could allow me to drive 200 miles stay in a hotel at the Beach and then drive back 200 miles and not worry about plugging in at the hotel or making a million and one charging stops on a road trip.

If I were BMW I would say get that 100 kilowatt battery out of my dreams and under my car’s hood.

Personally I would like to see them put a 100 kilowatt battery to make a Mitsubishi i-miev go 500 miles on a charge.

If you carefully READ This Speculative False & Misleading article , there is NO SUCH THING Happening .. These Batteries are presently only in the development stage & NOT AVAILABLE for mass market production Until Who knows When… HOWEVER ., If you did install a 100kwh Battery in a i3 , Speculation would suggest that the Range would lncrease to 700 kl’s per Charge.

The point you seem to be missing is that this is a technology demonstration by a third-party battery maker, not something anyone (and especially not BMW) actually intends to put on the market. Whether it makes “sense” for this particular car is entirely beside the point.

If they can pull that off, that’s absolutely insane. Even more insane if it could be retrofitted to an existing i3 without heavy modification.

That’s my big question. Where did they stuff all the batteries? Is there still a back seat? Is there still the same cargo area? It’s not clear what modifications were done to achieve this. I think many here are assuming that they just pulled out the old pack and bolted in a new one.

If that were true, that means they have tripled the battery cell energy density and that would be huge news for the whole world. I don’t think that is the case. I think they have come up with a better battery packaging design, but the cell density remains the same, therefore, the battery pack must be much bigger. Where did it go?

The new higher energy density cylindrical cells are packed into the existing i3 battery pack case taking advantage of the extra space freed up by the elimination of wiring cables and coolant plumbing.

The 2019 i3 battery pack will contain ~44 kWh of energy, so this demonstration battery pack’s cells are likely not more than twice as energy dense. Impressive nevertheless!

Their visualisation seems to suggest same geometry as the original pack… Though of course that might be just an abstract concept rather than what they actually used in the demonstration.

However, cylindrical cells have *much* higher density than the cells presently used in the i3; and along with denser packaging, I think tripling volumetric density is actually realistic.

It must be quite a bit heavier than the original pack, though.

Their press release actually claims explicitly that it’s “installed in the unmodified installation space of a BMW i3”.

“iNext EV, slated for a 2012 debut.”
Probably a “coming soon” 2022 debut?

I wouldn’t be surprised if the name Mirko Hannemann comes up again. Google his name for your entertainment.

I don’t buy that this was anything other than a decal job. The suspension would be bottomed-out with that much additional mass, unless they are doing something really impractical like a metal air battery which takes days to recharge, but then their name of Li-on wouldn’t fit.

I do find it a flaw that they use IRDA to communicate. That’s not going to work so well on top of a hot battery pack.

Obviously, nothing more than a PR stunt.

most IrDA operate at -20 to 85*C

Let me guess, you are one of those who would have a hard time to find the back door handle on the i3. Why, because on this picture, the suspension is clearly doing fine.

It’s test, with a real batterie, on a real car… is it mature enough… no… that’s why they clearly state it’s a test on a battery in development.

Why the i3? Because it was design to be upgraded, but BMW decided to not go forward, but if an independent player provide an upgrade programme with a battery like this, I would be first in line.

The i3 has been updated and another update is going to come with the next model year.

Given i3’s current configuration = 4 seats, paltry stowage capacity with seats up and those narrow tires, how far could BMW go and justify the price?

I3 needs a clean sheet if paper rather than incremental improvements. You gonna pay $65,000 for a car that doesn’t have the utility of a LEAF or Bolt?

Debatable… I get plenty of use from mine, If I can fit a 65″ TV in box in the car, that’s plenty useful space.

And I fit a 40 gallon water heater in mine. LOL

Since there is no plans to develop the next gen i3, it will probably be end of lined around 2021/22…the i4 and vision will be the next I division cars….along with the ix3 and electric mini…

They haven’t definitely said there won’t be a new generation… Strong hints, though.

The i3 is rear engined, RWD, more lively, better suspension than the Bolt or LEAF. Also, more airy, and faster charging than either the Bolt or the LEAF. My conservatively rated 2017 BEV i3 will also out accelerate the overrated Bolt in a drag race. So, when it comes down to it, yes, a CFRP i3 is worth that much more than the Bolt or LEAF.

Yes, but I was talking specifically about swapping the existing battery for a new upgraded battery

Because the suspension is doing fine, I don’t think there’s 100 kWh of Li-ion batteries in the vehicle, and I do not expect they put new suspension in for this one-off showcase, I maintain there’s a fake afoot. My calculations based on the Samsung cells put this extra capacity at 1350 pounds of increased mass for the additional batteries (and maybe 5% for their revolutionary pack design). When you add that to the curb weight of 2899 pounds, you exceed the 3814 pound GVWR by 435 pounds (sans driver). If you watch their video, it’s mostly a computer animation; very technologically primitive and not much detail about how the heat exchange works. Also, if you look at the dimensions of what they made, it won’t fit in an i3. Downvote me all you want, but I know when too many details are missing or wrong and this is a premature, “get that second round of funding” announcement. Why they went with IrDA is beyond me. Seems like one more part to fail and I maintain that heat fluctuations produce attenuation that has to be mitigated with filtering, upping the price of the components. A circuit board on every cell module?… Read more »

Oh you have fakenews detector… I stand corrected… moving on

I have enough of a background in engineering to spot smoke & mirrors. Feel free to argue GVWR figures with me, tell me how they could cram 100 kWh of batteries in this (sub)compact car. I’d buy it if there was an effort to convince us that the facts were there. Besides, if there’s one thing you have learned about EV news is that battery breakthroughs need the most scrutiny and contain the most promise and least practicality. I want this to be true. I want to be proven wrong, I’ve provided figures and nobody is arguing my figures, they are just clicking thumbs. Bob provided this article from them last December: Using the Kreisel modules, they are claiming much higher battery energy density, but if you look at the Kreisel battery products (home energy storage), the only batteries they sell, the numbers actually look much, much worse. I get that there are different applications afoot here. Is Kreisel big enough to make both, though? So here’s my theory: Lion somehow got their IrDA communication system to work, some of the time, through brand new cooling gel. They got it to work on a 55 kWh pack and they… Read more »

They are using higher energy density 3.4Ah 18650s in an optimized pack configuration with no structure and the base i3 battery is really really terrible.

According to the presentation, their original 55 kWh prototype was using Kreisel modules; but they already outlined a custom design there — which apparently now they completed a prototype of.

As for Kreisel, the fact that their residential storage modules have a much lower density, is not surprising at all. Tesla’s storage products also have only some 2/3 the capacity of their automotive batteries. (Except for the obscure backup-only variant of the Powerwall 1…)

Having said that, the only commercial automotive application of Kreisel’s technology that I’m aware of (in some fire truck conversions), also claimed significantly lower pack-level density than what their technology is supposed to be capable of…

They aren’t making after-market batteries, and the aren’t claiming that their design is production-ready. All they are claiming is a working prototype — and that’s perfectly plausible IMHO.

Your numbers make no sense. The 8064 3500 mAh 18650 cells they are using add up to 387 kg — replacing the 96 original 94 Ah cells weighing 193 kg. Assuming the packaging is not much heaver, that’s only about 200 kg over the original pack. That doesn’t even require a modified suspension. (And if it did, that’s no big deal either — tuning garages are doing such things all the time…)

While I agree that the benefits of the IR communication are not really all that clear, the idea that some long-time temperature variation would affect data communication, frankly seems rather silly to me.

(Also, they aren’t running power to the balancing circuits. Like in any other BMS, the balancing circuity is powered by the battery cells themselves.)

Good is the spirit of improvement. Good is an emerging interest at modding EVs akin to hot rodding.

To date it’s been appearance kits, wraps wheels and suspension mods. When people start creating replacement battery packs and motors, we will begin that stage ICE cars got to when there were enough of them on the road that performance upgrades became a submarket.

I’ve written before that I’m not one bent on making a stock EV faster, but there are lots of folks who are. Longer range is in everybody’s interest and who doesn’t want 400-500+ miles before recharging?

The i3 is lacking as an only car to be sure and doesn’t seem a prime candidate for a major upgrade like this mostly due to cost. I3 is already overpriced, swapping out to a very expensive pack would only make sense if your original pack was worn out. Otherwise, buying a used i3 10 years from now and swapping in a new 450 mile pack would be brilliant. This upgrade would make more sense today, say on a used 2011 LEAF OR Ford Focus EV.

Still, that work like this is being done is exciting. Viva la range! Viva la innovacion!

Ron Swanson's Mustache

As far as technical challenges go, upgrading a vehicle’s suspension is a lot simpler than developing a battery that gets the claimed range.

I think this company is all about their battery module innovations and they went for a headline-grabbing, bold-faced lie to get visibility and another round of funding. They are probably in dire need of another round of venture capital. I spent time measuring the photo against a stock 2018 MY BMW i3. If you can spot upgraded suspension, show me.

Has BMW already bought this company?

If not, then why hasn’t BMW bought this company yet?

Perhaps there are some important drawbacks to what this company has come up with?

WOW, that is awesome!

I think the initial i3 came with a 22 kWh pack. Latter came the 33 kWh pack and BMW made it compatible with the original 22 kWh, so the owner could if needed and agree to pay for, upgrade with the 33 kWh.

Is it or not?

It is true (well, it was actually a 23 kWh pack). I had a BEV 2014 i3 and it had a range of 82 miles.

Close… Our 2014 i3’s battery pack has nominally 18.8 kWh usable out of 21.6 kWh total.

Is it serious?
I think it look great, but have they really made it?

Contacting them to put that 80-100 kw in the 24 kw spot

Wow!, 96S x 84P, the way Tesla has been employing is the right solution??
The engineered fluid like 3M Novec could be being used for soaking battery cell to cool down?

Given the little snipped they showed of the cooling, I do wonder how well it’d be cooled. It looked like cooling from left to right, across the entire module. Although maybe the pack is large enough that there’s less demand on each individual cell/module, and the i3 isn’t exactly a power hog (say, unlike a P100D), so maybe heat isn’t as much of an issue, despite the higher density?

I found that the management system used 3M Novec the engineered fluid to immerse cylindrical cells in it.

Great find! This lends significant credibility on their IrDA comms actually working over the life of the pack, because other substrates aren’t as advanced. Minnesota Mining and Manufacturing made a great product there.

Submersible packs have terrible energy density when wet. These big claims from lion and kriegel are dry.

The novec fluid is neat, but really heavy and expensive.

I saw that they claim that its energy density is nearly 250Wh/kg and 450Wh/L at pack level. My guess is that they can put more aggressive battery technology to maximize density due to the fact that Novec acts like fire extinguisher & superb cooling system.

>230 Wh/kg is what they are actually claiming at pack level.

Still, I’m pretty sure that’s not the real number — omitting perhaps the coolant, or the protective pack housing… For the 100 kWh pack, it would mean less than 50 kg on top of the bare cell weight — which just doesn’t seem realistic to me.

It’s not exactly terrible. IIRC Kreisel claimed ~5 kg/kWh for their design with liquid cooling instead of ~4 kg/kWh without. (Which both seem somewhat unrealistic with contemporary cell technology BTW…)

25% cooling overhead is likely more than with Tesla’s ribbon approach at a guess; but not prohibitive I’d say. And it might be possible to further reduce the amount of coolant with some careful design I’d suspect?…

Thanks for this info, I am following Kreisel Electric (the producer of the battery packs) since 3 years and always wondered what on earth this ‘trade secret’ coolant is.

I don’t know whether Kreisel is using something custom; but there is another company using a similar design that also explicitly mentioned Novec IIRC.

No, the coolant flow is evenly distributed through all the cell groups (“supercells” in their lingo). It flows through the entire stack of 12 groups; but in each group, only a fraction goes from the inlet lines at the bottom to the outlet lines at the top; while the rest passes on to the inlet lines of the next group. Similar design to a typical radiator.

(Not sure how evenly flow is distributed *within* the cell groups, though… But that’s no worse than almost all other designs out there.)

To be clear….this is one off prototype battery and they have no intention of putting it out to the commercial/retail market…it is only a show piece….they did a 55kwh battery last year for the i3

LION Smart is an R&D and consultant company (clients include kriesel, bmw, etc) not a production company… on the other hand if they had a client that wanted to reproduce this battery pack and go through validation/road/safety/durability/etc testing (uses wireless communication inside the pack and immersion cooling) to bring it to market, that would be pretty awesome….

If going by their presentation:

…if they really can get 4.1 kg/kWh at a pack level, it would mean that the current 33 kWh pack could be replaced with a 65 kWh one of the same weight. That’s about 250 miles of EPA-rated range in case the usable capacity is 60 kWh…and you wouldn’t need to swap out suspension/springs/shocks and it would still have the same driving characteristics/performance…..

thank you for your explanation but why shouldn’t they bring this to market? – this could be a real game changer…

There may be a few reasons for it:
1. Demand. If BMW themselves don’t want to buy the tech from LION, is there anyone else that would be willing to step up and do it?
2. Cost. How much would it increase the cost of the i3, and would people be willing to pay for it? It seems like it might be a bit more involved production wise than what the current i3 pack takes to build.

Either way, I still think it’s an awesome proof of concept.

The Novec fluid was too expensive for Tesla to use. You’re talking about $5000 in coolant per vehicle at this battery size (and a hundred pounds or more of it). It is better put to use in data centers where you are cooling millions of dollars in computing power.

Did Tesla ever give any hint regarding this, or is it just pure speculation?…

I see one big problem with the Infra Red communication which will be moisture or condensation caused by varied temperatures and metals, droplets will form and block Infra Red signals, nothing beats hard wired.

The electronics including IR diodes are completely submerged. No air, no condensation.

However it does have a boiling point. Groingo’s observation about the bubbles is legitimate for a different reason.

These seem to be the specs:
– 94 kWh (96s78p 3,5Ah LG 18650 Cells)
– Battery configuration: 96s78p equals 7488 cells with 18650 format
– Electrical parameters: 345V 273Ah 94kWh
– Mechanical parameters: 475kg
– Expected Range: 700km / 430miles
– Expected Charging Speed: 150kW equals 1000kph / 600mph

This is from an outdated presentation from last year. The video claims 96s84p for 100 kWh.

I somehow missed the 475 kg figure though… It’s interesting, since that’s actually 198 Wh/kg, and in stark contrast to their claimed >230 Wh/kg at pack level. ~200 Wh/kg sound *way* more plausible.

It says, “While Still in Development” ..This Does Not Exist & not ready for use. It’s Fiction.

They claim to have prototype. That’s not fiction.

Third party battery upgrade will be the main power boost for EV long term ownership. And thi in turn will Boost New EV sales

Agreed. Lion is all about their battery module controller board. They sourced batteries from Kreisel, and then used 3M Novec (7700, maybe? It’s a family of fluids) for cooling, assuming they did anything more than a body wrap, 3D animation, and a press release.

This market is wide open. Bosch or someone else could make a good dent in the after-market if they bothered. Great idea, just needs some money…

Ironically, BMW’s battery supplier was original a joint-venture between Samsung and Bosch… Not sure whether that’s still the case, though.


Very Misleading Article , this is …

I don’t like hybrids at all, but to a consumer, if an i3 100kw/hr car costs a lot more than a 33kw/hr hybrid. This 100kw/hr car won’t sell. If there is limited availability for 100kw+ fast charging for BMW’s, I might prefer hybrid because even once you’ve driven 400 miles, you’d still have to contend with the lack of charging options. It would take over 10 hours to charge this thing on a Lvl 2 40 amp charger from zero to full.

I consider four things necessary for my purchase 1) size – big enough for my family and cargo, 2) range, 3) fast charging infrastructure, and 4) price under $35-55k. Even if there were a 100kWh i3, it fails on 1, 3, and probably 4 for me.

Why are some people being negative, Isn’t this the type of tech we’ve been waiting for?!. This is the tech LION Smart GmbH has been busy with and tech that will push EVs to some serious level of adoption.

BMW i3 is not just a city car but a car that some people want to travel the entire country with. If Tesla can squeeze 200kWh battery pack into its 2020 roadster why can’t some other companies do that? This is progress we should start supporting and rejoicing when announced.🔥🔥🔥

It’s because it doesn’t have a Tesla badge. If it did it would be lauded as the greatest advancement in EV tech so far and we’d all have to hear about how far advanced Tesla is than anyone else.

Yeah that’s just sad, I’m a BMW fan and this will keep in their brand. Tesla is nice but it’s not a BMW.

BMW has no involvement in this.

2022 is so far in time

4 or 5 years into the future is the preferred timeline for all new EV developments.

That’s not EV-specific. According to various statements, about 5 years is the usual development time for a new car model.

I’d be happy to have an i3 with more than 150 miles of range and wider tires that are sold by most mainstream tire makers, instead of their fairly easily damaged, yet odd size tires that you have to special order when you need them. Of course, I think they are a bit pricy new too, so it’ll be awhile before (if ever) a used i3 meets that criteria. In an odd way, I think it’s a great looking car.

Agree with everything you said except the “great looking car” part. The i3 would be a lot more popular if it came in a sleek 3-series package.

Beauty is in the eye of the beholder.

The BMW i3 as the 435 mi. Long Range Leader?
Tesla will have to respond with 500 miles.

Respond? Tesla already has a one-off prototype claiming 620 miles…

They have to bring this to market…. Combine with 150kW charge capability, and it’s perfect for 2 or 3 people to travel long distance..

Probably a hard sell for something in the format of the i3…

People keep forgetting that the major limiting factor for battery size is mainstream cars is *not* density, but price.

“When released, the small electric car from the Bavarian car maker featured a somewhat tiny 33kWh battery which provides 114 miles of driving range…”
Actually, when released the i3 only had 24kWh battery, they upped it to 33 kWh in 2017. It’s denoted by the “90Ah battery” vs the original 60Ah battery.

94 Ah I think?

This is a description of the current model: “When released, the small electric car from the Bavarian car maker featured a somewhat tiny 33kWh battery which provides 114 miles of driving range, according to the EPA. Good for the town, bad for pretty much everything else. Naturally, BMW tried to combat that with the REx version which employed a petrol powerplant that provided more juice for the batteries. However, range clearly was too low.”

The first generation has an 80 mi range with an 18.6 kWh usable battery. Adding a REx increased total range to 150 miles. That is my daily driver in the summer heat and winter cold. The Prius Prime is a better autumn and fall car and cross country.

3rd party battery upgrades makes so much sense as battery technology evolves and improves.
Judging my this i3 battery, if LION Smart were to make a replacement battery for the Chevy Volt / Opal Ampera / Vaxhall Ampera it potentially might increase it’s range to 200 miles/350km. If they made such a battery I wouldn’t hesitate buying one for my car provided it wasn’t too expensive.

This pack belongs in the X2 and X3. Leave the kiddie-car looks on the drawing board, BMW. Time to get serious.