From £100k supercar to £30k future classic: Why now is the time to buy a BMW i8
Fri, 17 Apr 2026
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What makes a future classic is a topic that could fuel a pub debate until closing time, but it’s worth remembering that a car doesn’t have to be a roaring success to qualify.
It might seem harsh to pigeon-hole the BMW i8 as a glorious failure, but ultimately it didn’t quite reach the sales targets set for it. And with the switch to pure EVs it didn’t usher in an era of performance hybrids either.
However, there’s no denying that the BMW i8 was like nothing we’ve seen before, or even since. BMW had already stuck its neck out with the BMW i3, which as well as being the firm’s first mass-produced EV, also tore up the rule book with its carbonfibre construction and ultra modern design.
But the i8 was even more radical. It took aim at genuine sports car rivals with a hybrid using a 1.5-litre three-cylinder petrol engine pinched from the MINI. You can imagine how well that went down in the pitch meeting at a brand where six was considered the correct number of cylinders.
The hybrid setup was clever though, with 231PS from the mid-mounted petrol unit driving the rear wheels and a 131PS electric motor driving the front wheels, giving a total of 362PS and a hefty 570Nm of torque — and four-wheel-drive.
Like the i3, the BMW i8 had a carbonfibre tub with aluminium subframes attached to it — still a rarity for a mass-produced car — which not only made it immensely strong, but also helped to keep the weight down. At 1539kg it weighed almost 100kg less than a contemporary 3 Series xDrive diesel.
That meant strong performance — 0-62mph in 4.4 seconds was unquestionably quick and the top speed was limited to 155mph. Yet this was a car that could also travel 23 miles on electric power only (over 30 miles in later versions) plus deliver 50mpg and more in the real world if you were careful. And with official CO2 emissions of 49g/km, a pre-April 2017 example will cost you £20 a year to tax.
Then there’s the looks. The BMW i8 could have been beamed down from another planet, with butterfly doors, swoops and slashes across the body. It still has the kind of presence that makes even non-car people stop and stare.
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To drive, the BMW i8 was undoubtedly fun, even if it took a bit of getting used to. Without the blood and thunder of a large capacity motor behind you, the three-cylinder thrum and occasional whine from the electric motor seemed odd.
It also rode on skinny 195-section tyres up front which meant ultimate front-end grip wasn’t huge, but it could still be hustled along if you were in the mood. Yet it was a fine cruiser too, even if the ride was on the firm side.
As for buying a used example, the fact that it cost over £100,000 when new meant it wasn’t available to just anyone, so the modest number of cars on the market should have had at least one careful owner. The mechanicals are mostly far from exotic so servicing won’t cost much more than a regular BMW, but body damage is inevitably more expensive to sort out.
Reliability is generally good too. Most of the reported faults tend to centre around electrical issues. While the doors are its party piece they can be expensive to fix, so make sure they work as they should. As always a good service history is a must, but a good independent BMW specialist will be capable of dealing with the key mechanicals.
When it comes to prices the BMW i8 isn’t yet in bargain basement territory — and might never get there — but for something as intriguing, unusual and striking as this, it’s worth investing time and money for a good example. Early cars with the smaller battery are out there for under £30,000 and we found several under this price with 60,000 miles or fewer.
At the top end, the arguably more desirable Roadster near the end of production with the bigger battery is £60,000 plus, alongside very low mileage coupes with Individual specification.
The BMW i8 is undoubtedly one of the most interesting and unique cars of the last 20 years but it’s not just an interesting conversation piece — it’s also great to drive and can cost peanuts to fuel and tax. It’s unlikely we’ll see something this radical for decades.
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Is the BMW i8 set to become a modern classic or a depreciating misfit?
