In various plug-in hybrid models from BMW, drivers now can preset so-called “e-drive zones”. When the car enters such an inner-city low emission zone, it automatically switches from combustion to electric mode. For this purpose, the vehicles use geofencing technology via GPS, in which an area is predefined on the map by means of coordinates. The zone is then graphically displayed to the driver on his navigation device. Within this area, the car drives electrically for as long as the battery’s state of charge permits. If the battery’s energy reserves run out, the system switches back to the combustion engine. The driver receives a corresponding signal in the Control Display. […]
The BMW Group reports it is living up to its commitment to reduce CO2 levels for its European new car registrations. They also report they are increasing their number of all-electric and plug-in hybrid drivetrains.
Oliver Zipse, chairman of the board, confirmed that the flagship Series 7 sedan will be offered as an all-electric model.
By the end of 2021, the company intends to have more than one million vehicles with all-electric or plug-in hybrid drivetrains on the roads. At that stage, the BMW Group will offer five all-electric series production vehicles. Alongside the BMW i3, demand for which increased for the sixth year in succession, production of the all-electric MINI Cooper SE was commenced at the Oxford plant (UK) towards the end of 2019. The BMW iX3 will go into production this year at the plant in Shenyang, China, followed in 2021 by the BMW iNEXT in Dingolfing, Germany, and the BMW i4 at the Munich plant – all of which will be equipped with fifth-generation electric drivetrain technology.
The next generation of the BMW 7 Series will mark a new milestone. The BMW brand’s flagship vehicle also offers customers the “Power of Choice” and is set be available with four different types of drivetrain: as a highly efficient diesel- or petrol-driven car, as an electrified plug-in hybrid and, for the first time, as an all-electric BEV model, which will also be equipped with a fifth-generation electric drivetrain. Offering such a comprehensive range is a clear expression of the BMW Group’s aspiration to enable every customer to choose the technology best suited to realise sustainable mobility.
By 2023, the BMW Group will already have 25 electrified models on the roads – more than half of them all-electric. The key to achieving this objective is having intelligent vehicle architectures that, with the aid of a highly flexible production system, enable a model to be powered fully electrically, as a plug-in hybrid or with a combustion engine. With these prerequisites in place, the company is in an ideal position to meet demand in each relevant market segment and offer its customers a genuine power of choice between the various drive types. By 2021, demand for electrified vehicles is predicted to double compared to 2019. The BMW Group then expects to see a steep growth curve up to 2025, with sales of electrified vehicles growing on average by more than 30 percent p.a. […]
The Norwegian Automobile Federation (NAF) has tested the range and charge time of popular electric vehicles in winter conditions. 20 vehicles were driven until they stopped completely and shut down, to measure their real world range.
EVs don’t suddenly shut down when they run out of power. Drivers are given several warnings and can maintain regular speed until the very last miles.
EVs on average lose 20 percent of their range in colder climate.
EVs charge more slowly in cold temperatures.
NAF collected 20 of the best-selling electric car models you can buy from Norwegian dealerships as of January 2020.
The test focused on range, consumption and charging time. To test all the cars equally, the test drive was performed without preheating of neither cabin nor battery. All cars drove the same route on the same day, with similar style of driving, and climate control settings.
The test route consisted of city driving, highways and country roads in speeds from 60 kmh (37 mph) to 110 kmh (68 mph). All the cars had one climb through a mountain pass. The longest running cars climbed two mountain passes.
The tests started in Oslo and ended in Hafjell, which is normally a 200 km (124 mi) journey, but the evaluation extended that route to 482 km (300 mi) to cope with the cars with more range. They went through city and highway driving and at least a mountain pass. Speeds ranged from 60 km/h (37 mph) to 110 km/h (68 mph). The idea was to run the EVs until the battery was completely discharged.
NAF also performed a charging test from around 10 percent to a minimum of 80 percent of charge. It was conducted at -2ºC (28.4ºF), and all cars were driving for at least two hours to ensure their batteries were warm.
The first thing the association discovered was that the tested EVs present around 18.5 percent less range than their manufacturers state on WLTP. The worst one was in this was the Opel Ampera-e, a car that you are more used to calling Chevy Bolt. With a WLTP range of 423 km, it managed to run only 296.9 km, or 29.81 percent less. […]
By the end of 2021, the company intends to have more than one million vehicles with all-electric or plug-in hybrid drivetrains on the roads. At that stage, the BMW Group will offer five all-electric series production vehicles. Alongside the BMW i3, demand for which increased for the sixth year in succession, production of the all-electric MINI Cooper SE* was commenced at the Oxford plant (UK) towards the end of 2019. The BMW iX3 will go into production this year at the plant in Shenyang, China, followed in 2021 by the BMW iNEXT in Dingolfing, Germany, and the BMW i4 at the Munich plant – all of which will be equipped with fifth-generation electric drivetrain technology.
By 2023, the BMW Group will already have 25 electrified models on the roads – more than half of them all-electric. The key to achieving this objective is having intelligent vehicle architectures that, with the aid of a highly flexible production system, enable a model to be powered fully electrically, as a plug-in hybrid or with a combustion engine. With these prerequisites in place, the company is in an ideal position to meet demand in each relevant market segment and offer its customers a genuine power of choice between the various drive types. By 2021, demand for electrified vehicles is predicted to double compared to 2019. The BMW Group then expects to see a steep growth curve up to 2025, with sales of electrified vehicles growing on average by more than 30 per cent p.a.
In its announcement, BMW also targeted a 20% reduction in CO2 emissions by this year.
The BMW Group is continuously working to reduce the CO2-emissions of its new car fleet. The company has always lived up to its voluntary commitment and will achieve the CO2 fleet target for its European new car registrations also this year. This is around 20 percent below last year´s target. One third of that step can be achieved by further improvements to conventional drivetrain systems and two-thirds by the growth in the field of electrified vehicles. The BMW Group’s endeavours to meet future mandatory CO2 and fuel consumption limits are therefore based on the combined impact of Efficient Dynamics technologies – which have been deployed by the BMW Group since 2007 – and the ongoing electrification of vehicles.
The i8 started life as a wildly futuristic gasoline-electric concept introduced at the 2011 edition of the Frankfurt auto show. At the time, Autoblog described it as “a hybrid enthusiasts can get behind.” BMW hinted the design study could make the leap from the show floor to the showroom floor, so the production model didn’t exactly take the world by surprise, but we were shocked at how little it had changed since its debut. It retained the concept’s lines, though it gained full doors, and it arrived with a plug-in hybrid drivetrain built around a three-cylinder engine.
Production started in 2014, and the i8 has proudly stood at the top of the BMW lineup since — in image and technology, not in price.
BMW, like its German rival Mercedes-Benz, is grappling with the realization that the world’s second-largest auto market remains half-hearted in its embrace of electric vehicles. Despite their proclamations of interest in battery-powered vehicles, few automakers other than Tesla have made much traction in the U.S. market with EVs.
Complicating their calculations, regulatory pressures in Europe and China are creating urgent need for EVs in those markets. Automakers face hefty fines in Europe next year if they fail to cut their fleet CO2 emissions to an average 95 grams per kilometer.
As a result, the German automakers are recalibrating their EV ambitions in the U.S. — diverting production supply to markets that are more receptive to the new technology, and biding their time for America’s interest to kindle.
Introducing the new #BMW brand design for online and offline communication. While the logo on the vehicles remains in use, the new communication logo is an expression of our revised identity. pic.twitter.com/4hh5JJQNI8
In an era where cars are looking more and more the same, this is different. It’s bold. It stands apart. It makes a statement. Some will not appreciate the design of the large front grille, but no one will mistake the i4 for a Tesla.
The four-door sedan is claimed to produce as much as 525bhp and have a range of up to 600 kilometres (370 miles) from the 80kWh battery pack in the floor.
The BMW i4 has one motor, designed in-house and fitted to the front axle. However, it drives all four wheels.
Tech highlights include OLED rear lights, and a single, curved HD display atop the dashboard.
Unlike previous models in BMW’s i sub-brand, the i4 will share its platform with a traditional model; in this case, the 4 Series Gran Coupe. Goodbye, expensive carbon fiber chassis.
While the i4 is nearly ready for production, certain details will likely disappear for road duty. The side-view cameras might not: they’re not yet legal here in North America, but other markets do allow for them. The gigantic diffuser out back will also shrink to dimensions less Le Mans. But overall, the basic cab-rearward proportions will carry over.
Powering the i4 will be BMW’s fifth-generation eDrive tech. A 80 kWh battery provides the charge, with 523 hp on tap — more than the upcoming M3/M4 is expected to produce. The battery itself weighs in at just over 1200 lb, suggesting the i will tip the scales at quite a bit more than any other 4 variant. Nonetheless, BMW is quoting a 0-60 mph run of 4.0 seconds, and an 80 percent charge in 35 minutes via 150 kW DC fast charger.
BMW is sticking to its WLTP estimate of 373 miles of range. On the tougher EPA scale it’s estimated 270 miles.
CEO Oliver Zipse described the BMW Concept i4 vehicle as bringing “electromobility to the heart of the BMW brand.”
“It’s fast, it has an acceleration of less than four seconds from zero to 100 kilometers an hour, it has a range of 600 kilometers (about 373 miles),” Zipse, who was speaking to CNBC’s Annette Weisbach, said. The price is yet to be announced.
He went on to note that the company sold more than 140,000 electrified vehicles last year, stating he was “quite positive about our profitability in the future, even with electromobility.”