BMW i3 Battery Module Costs $1,715.60 – 8 Modules Per Car – Total Cost $13,725


BMW i3 Battery Module Cost

BMW i3 Battery Module Cost

Courtesy of BMW of Bridgewater’s online parts ordering service, we’ve discovered the BMW i3’s battery module cost: $1,805.89 MSRP or $1715.60 through BMW of Bridgewater.

Each BMW i3 comes with 8 modules (12 cells in each), so total cost for all 8 modules is $13,725.  That price doesn’t include the battery housing, cabling and other components that are vital to making the i3 battery function as intended.

Each i3 module has a capacity of approximately 2.75 kWh.  Total capacity of the i3’s battery pack is listed at 22 kWh with 18.7 kWh as useable. Per BMW, via our contact, the actual capacity is 21.6 kWh and useable is 18.8 kWh.

Additionally, the BMW i3’s electric motor (exchange-only) is listed as seen below:

BMW i3 Motor

BMW i3 Motor

Hat tip to Mary Demarest-Paraan!!!

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23 Comments on "BMW i3 Battery Module Costs $1,715.60 – 8 Modules Per Car – Total Cost $13,725"

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These prices also include a dealer mark-up of 10-20%, and BMW Mark-up for their margin, and transport etc, production cost probobly closer to 450$ KWH, bigger battery could probobly reduce the cost even more


The markup is far more than that as unlikely these cost more than $250/kwhr.
These are replacement costs for insurance purposes as the only reason it will be bought is for crash repair.
Once they go out of warranty there will be used or repaired ones available cheaply like Prius, etc packs are now.


Replacement battery cost per KWH:

BMW: 733 $/kwh
Tesla: (45k$/85) = 529$

Total of 204$ per KWH, results in cost advantage for 85 kwh car of 17300$
Although i think there is more profit margin included in the price of BMW Pack. So most likey its the advantage is closer to 15k $.

However, if the costs were to drop by 50% for both,
We are at 366$ for BMW and 265$, advantage shrinks to 8500 $, or even less if we were to remove the dealer markup from BMW battery.

The more general battery costs fall, the less smaller absolute price advantage (as % of total car cost) will become. This is where major car makers can leverage their economies of scale


Tesla’s gross margin on the Model S is somewhere north of 25%. It is likely that Tesla’s margin is higher than BMW’s. Since the battery pack represents a significant 15-25% the price of the car and since it is unlikely that Tesla is achieving a higher margin on the rest of the car, then the battery pack likely has somewhere around the same gross margin. Tesla sells the upgrade from 60 kWh to 85 kWh at $280/kWh and at a 25% gross margin, it’s probably $224/kWh for the bricks/sheets. That probably also means that the cell costs are under $200/kWh.


Has anyone had to pay for a replacement battery on a Volt yet? The last I heard, not one person had done so.
And then there is the GM parts link that seems to indicate that the entire battery replacement wholesale cost is $2473, CORE. (Which I think is dealer speak for Contingent on Return of Equipment or some such verbiage, but you have to give them the original pack to refurb or part out)


No one has had to pay to get their Leaf battery replaced either, because only a tiny number of people have actually exceeded their warranty so far.


I just bought most of a used Volt pack for $200/kwhr.


Wait. Wasn’t i3 recently recognized as having 22kwh? The 81 mile BEV achieiving those miles, on 14.4kwh, sounds too good to be true. That works to 5.6mi/kwh.


The i3 has a rated capacity of 22 kWh and a usable capacity of 18.8 kWh

David Murray

We can be sure this has a lot of markup in it, so should in no way be reflective of the cost to manufacture those batteries. I don’t know about BMW, but I know companies like Toyota charge a ridiculous amount of money for their replacement parts.


At 22 kwh, the price is close to equal to that of Model S, even with Dealer Markup.

45k/85= 529 $/KWH
13725/22= 623 $/KWH

So if we assume the markup is higher at BMW, the difference is just like 10%!


Remember that Tesla charges $280/kWh for the upgrade from 60kWh to 85kWh. The battery as a service part has almost all the gross margin of a complete car. That makes sense as they are production constrained and each battery pack would otherwise represent a car.


Trying to figure out the actual OEM cost per kWh from what they charge, at this point, is impossible.

However, folks producing packs for electric assist bicycles, who actually have to make a profit off them, are selling 1 kWh packs, in small quantities, with BMS, for ~$850. These are the latest NMC chemistry. So the prices charged by Tesla, and BMW seem reasonable, given their volume.


Ouch. But those are official replacement parts prices. What BMW pays is probably less than half that amount.

Lou Grinzo
As others have pointed out, it’s dicey trying to figure out manufacturing costs for these batteries based on the quoted price. In my experience, there’s a pretty hefty markup on repair parts, certainly more than the 10 to 20% someone mentioned upthread, but then again, who knows what version of reality BMW is consulting when pricing such things. But this brings me to something I keep wondering about: What is the marginal cost to produce, say, a Leaf S. Imagine a plain ol’ ICE version of the Leaf, sold at the S trim level. That’s probably a car with a retail price of $20k (similar to a Civic LX, even though it’s a wagon and the Civic is a sedan). Now subtract the manufacturing cost for all the pieces in the mythical ICE Leaf that aren’t in a real world leaf — gasoline engine/transaxle, fuel tanks, exhaust system, emissions gear, etc. You wind up with a pile of pretty expensive hardware on the garage floor. Now add in the cost of the electric bits that are in a Leaf. Does that get you to the current price of a Leaf S? I don’t think so. My guess is that the… Read more »

Did I understand you correctly?

The idea that any OEM is actually marking UP the price of an EV because of the tax credit is unimaginable.


Warren, that happens and why I’m against them and for pollution taxes on FF’s, oil instead.
For instance German/Spain solar subsidies kept the prices high for 10 yrs.
Once they were cut PV prices dropped 90% in 5 yrs!!
sunelec has full solar gridtie kits for $1.04-1.24/kw now shows how low they are. Just a kit and local electrician to permit, install gives far lower power costs than utilities.
And now they are keeping EV prices high.
Fact is at the $200/kwhr OEM they are now, the $7500 tax credit covers 37kwhrs.
Since battery cost is the only difference between EV and ICE cost, why are EV’s not $20k after rebate?
And 120-170 mile range 37kwhrs will give?


It would be nice to see an article compare the EV parts replacement to the cost to replace an engine or transmission on a 3-series.


Sure shows why the manufacturers with 80mi range EVs don’t just double the range by doubling the battery… they’d have to raise the price of the car $15k… and to reach Model S range they’d have to add $30k to the price of the car… a BMW i3 with a 66kwh battery at MSRP $71,350 would be an embarrassment of a car next to the Model S

Bill Lofton

Great find, thanks! If this means the battery modules are available to the public, I think that’s a first for EV OEMs. (Future DIY electric conversions can be part BMW?)

By my calculation, the i3 battery module-level specific energy is 106 Wh/kg.

Here’s what I know about the i3 battery:
(I’ll leave that public awhile.)

BMW Service

Very informative.