Open-top electric

This story first appeared in the November issue of EVtalk – CLICK HERE to download the magazine FREE

I have great respect for BMW’s early efforts at electrification.

As mentioned last month in our review of the i3, the brand eschewed conventional with their early efforts and attempted not just to go electric, but rewrite what a car should be.

This resulted in unique formats, exotic construction methods and unusual drivetrain formats.

The early concepts were wild, and it surprised many that they went into production in forms not too dissimilar.

The i8 is derived from the BMW Vision EfficientDynamics, which was powered by a three-cylinder diesel rather than the petrol engine it ended up with – and offered similar performance.

While a convertible concept was released in 2012, the production model when launched here in 2015 was coupe-only.
Sales levels may have been minimal, but there is little doubt it has been an eye-catching halo for the brand and brought attention to the “i” sub-brand.

The i8 range has received many updates for 2018, including more electric-only range, and finally, you can get it with a canvas top.
Take a deep breath for the price though; the coupe is $286,200, the Roadster $309,900, or in the case of our test car with “laser” headlights, $317,900.

I will leave it up to you to decide if that is pricey, but it is more than even a high-spec Tesla Model X or nearly $100,000 more than a Porsche 911 offering similar performance.

Still, neither offer the composite construction the i8 does.
The body and much of the chassis is built with carbon-fibre reinforced plastic, reducing weight and increasing strength.
It is a production method more commonly seen on supercars and racecars – and getting a peek of it on certain parts of the car it looks impressive.

The drivetrain itself is a combination of two months.
Under the swooping rear plastic is a 1.
5-litre turbocharged three-cylinder petrol, similar to the engine found in many Mini and BMW models.
This produces 170kW and 320Nm and drives the rear wheels through a conventional six-speed automatic.
Under the front of the car is an electric motor producing 96kW and 250Nm.

The electric motors can drive the car itself up to and over the speed limit, while combined, the two motors produce 270kW and 570Nm – enough power for a sub-5 second 0.
100km/h run.

The Roadster, and updated coupe, now get a larger 34Ah (11.6kWh) battery, boosting range to a claimed 53km.
Fuel economy is claimed to be 2.
1 litres per km, though from our experience 40km of range is more likely, and expect fuel use of 3-5 litres per 100km – unless you are incredibly cautious.
Still, for a near-supercar, that is amazing.

This is assisted by the i8’s relatively low weight.
Built from a mix of aluminium and fibre reinforced plastic, it gains just 60kg to weigh in at 1595 – only 62kg more than a Nissan Leaf.

Aside from being light, the construction method is also very stiff and strong.
The i8 does not feel as if it is flexing, as some convertibles are prone to do.

A range of drive modes is available at the push of a button.
eDrive puts you in the electric model only, where performance is surprisingly good using just the front motors.

Sport gives you maximum power and firmer suspension, Comfort reduces responsiveness for range, and EcoPro takes things a step further.
When in Sport, peg the pedal, and you get thrown back firmly in your seat.
The rush is accompanied by a sporty burble from the rear of the car, though some of this is artificial rather than natural.

Handling is impressive, though not in a way you would expect from a high-end sports car.
Don’t expect the precision of a Porsche or even BMW’s M3; the i8 focusses on being more comfortable and refined.
It will get you around a corner quickly, but just in a slightly less connected way.

I see this as a strong card in the BMW’s pack – you can have the wild looks, without the energy-sapping “always on” feel of cars that look this good.

It is a brilliant tourer.

In the city, the i8 shines in ways sports cars normally don’t.
The ride is good, with bumps well absorbed.

Before driving I feared the car’s width would make it a monster in town, but it just isn’t.
Sightlines are reasonable and BMW’s cameras and parking assistants excellent.

Reinforcing the ability to drive this car every day is the interior.
It is simple in design – almost a little dated – yet with a quality feel and up-to-date technology.

The i8 gets BMW’s latest iteration of iDrive, which includes wireless Apple CarPlay and Android Auto.
The roof can be lifted on the go with a switch under the centre handset, and the rear window can be raised and lowered.

Gone are the rear seats of the coupe, but as they were so small, they are no real loss.
Instead, you get 70 litres of cubby space divided into three sections – likely to stop items sliding around.
This adds to the rather small trunk in the rear.
Weekends away are not going to be difficult in the i8, but soft bags are recommended.

You also need a little space in the boot for the EV charging lead, an 8 amp type-2 unit.
The onboard charger is only 3.
7kW, which means the best charging time you will achieve on a level 2 unit is about three hours.

The i8 was an absolute surprise to drive and experience.
Considering the price, construction, performance figures and design, I will admit to expecting something fast and fun yet daunting.
It is not – it is refined, easy to use and liveable – if only it weren’t quite so expensive.

Fricking laser beams!
You may have noticed the substantial price difference for i8’s fitted with laser headlights.
So what are they and are they any good?
The i8 is the first production car to be fitted with this kind of light unit, and they share a lot of their technology with standard adaptive headlights – able to switch individual lights on and off to appear dipped to oncoming traffic.
Under 70kmh the lights are running as LEDs rather than using laser.

Above that speed, the laser diodes can be used to produce light.
They use 30% less energy than an LED and are 10 times smaller.
This means they produce less heat, and needless reflector space yet can produce significantly more light.
Their range on a clear road can be as much as 600 metres.

Roads, where their full effect can be felt, are rare in New Zealand, but still, the lights in the i8 are impressive, with an excellent reach and a crisp white beam.