BMW i3 (2013 – 2022) Review

Think the BMW i3 still looks modern and distinctive now? Now think back to 2013 when it first came out and you'll get some idea of how radical and forward-thinking it was. Aside from the similarly futuristic Tesla Model S, it was only really the rather unexciting Nissan Leaf and Renault Zoe occupying the mass-market electric car sector then. Things have moved on quite a bit, but the quirky i3 is still very appealing as this review will show. 

BMW’s approach to creating a small electric car showed serious intent and real forward thinking at a time when EVs weren't exactly mainstream. The compact i3 was designed alongside the hybrid BMW i8 sports car, and both are made from carbon fibre for light weight and strength, with BMW even building a new factory to manufacture the base material.

Other than the Model S, which had only just arrived on the scene, the BMW i3 was pretty much the first premium electric car on the market. It looks totally different to any other BMW (in fact anything else on the road) with its quirky and bold exterior design. While it was certainly controversial in the early days, harming sales, the striking look has aged well and sales improved as time went on. 

There's nothing controversial about the cabin. BMW mastered the minimalist look before it was cool, but unlike Tesla there's still plenty of design flair and an infotainment system that doesn't rely on a touchscreen for every single feature - BMW's iDrive rotary controller is still superbly easy to use. The bright, airy interior is also full of upmarket materials (some of them recycled) with excellent build quality. 

You'll have no complaints regarding space up front, but the rear-hinged rear doors can only be opened if if the fronts are. Once back there it's not exactly roomy by the standard of today, either, but a couple of adults will be fine for shorter journeys, and kids will be fine. The boot is supermini-sized, however. 

At launch the i3 was offered with a modest 22kWh battery in pure EV form, giving a range of up to 120 miles (75-80 miles in the real world) on a full charge. There was also a range-extending hybrid version (badged REx) with a little 650cc two-cylinder engine able to provide power to the electric motors when the battery is depleted, although with a nine-litre fuel tank it only added about 80 miles of range. 

In 2017 all versions of the i3 were fitted with a larger 33kWh battery pack to boost the range in the face of newer rivals, while in 2018 the i3S came along. With more power, stiffer suspension and bigger wheels and tyres, it added some driver appeal at the expense of comfort. 

In 2019 BMW uprated the battery capacity once again, with a 42.2kWh battery as standard boosting the range up to 193 miles (160-odd real-world), while the REx model is no longer offered in the UK.

What really marks the i3 out is the way it drives. If you’re new to electric cars it will be something of a revelation, as it is not only undemanding to drive but also a great deal of fun. The ride is firm, especially in early cars, but it is well-damped. 

The i3 is easily one of the lightest electric cars on sale - it's up to 500kg lighter than a Volkswagen ID.3 - thanks to its unique carbonfibre construction. That means despite its modest power it's pretty rapid away from the line. Alright, so it's not a Porsche Taycan but it's easily one of the fastest electric cars below £50k. 

Looking for a second opinion? Why not read heycar's BMW i3 review.

The most important thing to note when you climb in the BMW i3 is the doors themselves. They open in a suicide arrangement, with the rear doors hinged at the back. In this respect its very much like the Mazda MX-30, which makes you realise where the Japanese company took its inspiration. 

While this provides a large opening and good access to the rear because there's no central pillar (thank the carbon construction for that), it also means that the rear doors won't open unless the fronts are. It's very cool, but also sometimes irritating.

Once inside front passengers have loads of space, helped by a slim dashboard and complete lack of a central transmission tunnel. It means the front cabin feels bright and airy, almost MPV-like, while the seating position is fairly high up due to the batteries underneath the floor, improving visibility. 

The BMW i3's exterior dimensions are 4,011mm in length, 1,791mm in width and 1598mm in height. That makes it shorter than many small cars now, and that's reflected in the back seats. There are only two, with a pair of cupholders between them, and although the slim front seats don't take up too much space legroom isn't exactly generous. Headroom is fine even for six footers, however. 

Similarly, the amount of boot space on offer isn't impressive. There's 260 litres with the rear seats in place, although this is more than a Honda E and increases to 1,100 litres with the seats folded.

We love the design of the i3's interior, which is clean, classy and minimalist but not basic. The quality of the finish and the materials used are everything we've come to expect from BMW. It feels solid and durable, yet is still comfortable.

There are nice details too like such as where the carbon fibre has been left exposed in certain areas and there are also different 'themes' available for the interior such as Loft, Lodge and Suite. So, for example, Lodge includes eucalyptus wood trim and a wool fabric on the doors. It gives the rather minimalist interior a touch of warmth.

The cabin is dominated by the large 10.25-inch screen neatly placed on a 'floating' plinth on the dashboard. All versions get sat-nav, DAB radio and Apple CarPlay smartphone connectivity, but there's no Android Auto as it's an older system than today's BMWs. It also doesn't have a touchscreen

That's not much of an issue, however, because the iDrive rotary controller mounted right where your hand rets on the armrest is a doddle to use. The system itself is really responsive to inputs, too, while the sat-nav comes with live traffic information and additional info about charging locations. 

While instead of standard dials, all the key driver info is displayed on a smaller screen behind the steering wheel. BMW has kept it nice and simple so you see your speed, trip and most importantly - your range.

The standard audio system offers respectable sound quality with DAB and USB/Bluetooth connectivity, while an upgraded Harman Kardon system is available as an option.

The i3 range starts at £36,025 for the 120Ah model (excluding any current government grant) which comes with the most basic Atelier interior trim and 19-inch alloy wheels.

The i3S model starts at £38,555 (excluding government grant) and adds 20-inch alloy wheels, 14PS more power and 20Nm additional torque, revised suspension and additional gloss black exterior details.

There are no other trims available, but the options list includes what BMW calls the ‘interior worlds’ - Loft, Lodge and Suite, each of which come with their own colour scheme and material choices. Loft adds cloth and synthetic leather plus extra lighting for £1000.

Lodge adds the same additional features with Eucalyptus wood trim and wool/leather mix upholstery for £1,500, while Suite adds dark oak wood and full leather seats for £2000.

A Plus package is available for both i3 and i3S models, adding 20-inch wheels with a different design for each model, sun protection glass, Online Entertainment and the Harman Kardon, costing £1,400 on the i3 and £1100 on the i3S.

The i3 is certainly more expensive than rivals such as the Nissan Leaf and Renault Zoe, although it is significantly more fun to drive than those options as well as offering a more premium feel. The Mercedes-Benz A-Class is similarly-priced and offers high quality and the upmarket image of the BMW, but is currently available in hybrid form only.

With the earliest models now approaching eight years old the cheapest models are approaching the £10,000 mark.

Electric cars are generally much cheaper to run than petrol or diesel cars, but and the BMW i3's efficiency means that, per unit of electricity, it's cheaper to run than heavier electric SUVs. 

It's worth bearing in mind that (in mid-2022) the cost of electricity has risen noticeably, at around 28p per kWh. Still, the i3's modest battery means that even the latest 42kWh model will cost under £12 to charge at home (potentially less depending on your tariff). 

Rapid charging can be more than double that cost, however, meaning electric cars make less financial sense if you're not able to charge at home. What's more even the latest i3 is not able to take in charge at a rate of more than 50kW, so you won't make the most of the latest super-fast chargers. 

If you do have a driveway it's worth getting a BMW i Wallbox, which you can get fitted at home if you have the space.

It costs £315 including installation and does allow you to lock it - so that noone can use it when you're not there and equally no one can unplug your car when it's on charge. A standard fast charge via either of these can recharge the battery from zero to 80 per cent in around three hours.

The i3 falls in the middle ground in terms of insurance with groupings between 21 and 29, which should mean a relatively low annual premium.

The carbonfibre body means the BMW i3 is relatively light for an electric car of this size, while the heavy battery packs are placed under the floor, keeping the mass as low as possible for the benefit of balance.

The steering is relatively quick-acting, if not as sharp as other BMWs, but the i3 is so short it is happy to dart into a corner with very little body roll, quickly giving confidence to the driver and making it an easy car to place on the road and navigate through traffic. Similarly, parking is a breeze thanks to the compact dimensions and excellent view out.

Push the i3 very hard on a twisty road and it'll run out of grip due to the skinny tyres, while mid-corner bumps can unsettle it. The i3S is better in this respect, with wider tyres allowing more grip and a more tied-down suspension - although the trade-off is a ride that can be a bit harsh. 

Lesser i3 models have a softer-edge to the ride, although they can still get a bit choppy on rough tarmac. A Volkswagen ID.3 is more comfortable, but not as entertaining to thread through traffic. 

We're becoming used to electric cars, with 400, 500 and even 600PS or more. The modest 170PS output of the standard i3 (which becomes 184PS in the i3S) might seem like it isn't enough, but remember the i3 is very light.

With the electric motors offering 250Nm of torque right from standstill the i3 will blast away from traffic lights and is particularly fast up to 30mph. 0-60mph is dispatched in 7.3sec (6.9sec with the i3S) which is plenty for most people's needs and certainly quicker than a Renault Zoe, Mazda MX-30 and even the Hyundai Kona Electric. 

One thing that does take some getting used to if you've never driven an EV is the regenerative braking. When you lift off the throttle, the i3 doesn't coast, instead it's fitted with regenerative braking that recuperates energy and puts it back into the battery. 

The i3's regenerative braking is more severe than some, and is similar to the one-pedal driving option on the Polestar 2. Unlike that car, however, you can't switch to a more gentle regen mode, so it can be quite a strange sensation at first as you realise you very rarely need to use the brake pedal. 

The BMW i3 achieved a four-star Euro NCAP award in 2013, but has not been tested since. It scored highly on adult and child protection, but less well for pedestrian mitigation and safety assist systems. For a car of its size it performs well, aided by the strength of its carbon fibre body.

Since it was first introduced BMW has added the optional Driving Assistant Plus package at £790 which includes Active Cruise Control, City Collision Mitigation, Forward Collision Warning and Pedestrian Detection. Further safety options include Adaptive LED headlights and two levels of parking assistance. Some of this kit is standard on rivals, however, and if the i3 was tested today it would be heavily penalised by Euro NCAP as a result. 

The BMW i3 is not suitable for towing, with no quoted braked towing capacity. Until you get to the powerful and much more expensive electric SUVs you'll be hard pushed to find an EV that can tow anything of substance. 

With just two models in the range, most buyers will find the standard BMW i3 comes with most of the main requirements with 19-inch alloy wheels, the Professional grade sat-nav, heated front seats and both a three-pin and AC fast charge cable.

The BMW i3S adds larger alloy wheels, increased performance from the electric motor, sport suspension and cosmetic upgrades unique to this version, including gloss black detailing and i3 badges.

Neither version includes the Driving Assistant Plus package as standard (a £790 option), while a longer 8-metre AC fast charge cable is an additional £195. BMW also offers a subscription to the ChargeNow public charging service for £7.85 per month, and a BMW i Wallbox home charger costs from £795 including installation.