The midsize Polestar 3 SUV, the latest Polestar model to hit U.S. shores, is distinguished with sculpted styling, a minimalist interior, and loads of tech. It also features a good amount of real-world range and, living up to the automaker’s sporty performance goals, great handling and plenty of power.
The rub: The 2025 Polestar 3 starts at almost $69,000 and can edge close to $100,000 in top performance trim with all the available options. It’s not for the multitudes who live on tight budgets.
Likely rivals for shoppers’ attention include electric SUVs from the likes of Audi, BMW, Mercedes-Benz, and Volvo. You could toss in models such as the Cadillac Optiq, Tesla Model Y, and Genesis Electrified GV70, but they really play in a different segment as compact SUVs.
Polestar offers the 3 in three “long range” powertrain choices with option packages to increase the tech, driver assist and comfort, and “gee, look at me” content. The base single-motor, rear-wheel drive version delivers, per the EPA, up to 350 miles of range. None of the competing high-end electric SUVs can match that, although none offer single-motor version, opting instead for 100 percent all-wheel drive lineups.
More powerful but less efficient dual-motor, all-wheel drive versions of the Polestar 3 come in two flavors. The base dual-motor trim boasts a segment-leading 315 miles of range, per the EPA’s rating system. Adding the Performance Pack option drops the Polestar 3 Dual Motor’s rated range to between 279 and 300 miles, depending on tire and wheel size. That’s in the ballpark with the 300-mile Audi Q8 e-tron, 307-mile Mercedes-Benz EQE SUV, 309-mile BMW iX xDrive50, and 310-mile Volvo EX9.
Sizewise, the Polestar 3 sits near the bottom of it pack. While its passenger cabin is roomy, the 3 overall is as much as 5.5 inches shorter than other premium and luxury mid-size electric SUVs. It sits mid-pack in cargo capacity, though, bested by the BMW iX and Audi but leading the EQE SUV and the Volvo EX90. Pricewise, the Polestar starts lower than any likely competitor.
The Swedish EV maker started life as an independent tuning shop for Volvo racers, then was absorbed by Volvo Cars, which has been owned by China’s Zhejiang Geely Holding Group since 2010. In 2017 Geely decided it wanted a stand-along EV makers in its stable to market performance-oriented but premium-level vehicles globally. Polestar was spun off from Volvo to be that company.
It is publicly traded, but a majority of its shares are held by Geely and Geely founder and CEO Li Shufu’s private PSD Investment. Volvo Cars also holds a stake.
Polestar’s first model, the limited production Polestar 1, was a sport coupe with a 600 horsepower plug-in hybrid powertrain and 52 mile all-electric range, the best in the business. It was sold globally, though in very small numbers, from 2019 through 2021 and won praise for its styling and performance. Only about 1,500 of the $150,000 cars were built and just 250 of them made it to the U.S.
The Polestar 2, a compact sedan-styled hatchback, launched in 2019 and still is sold in Asia and Europe. U.S. sales of the sporty 2 were curtailed this year in the face of stiff tariffs on vehicles imported from China, where it is built.
Polestar 3 went on sale in the U.S. earlier this year in dual-motor trim, with the single-motor version launching in April. Models sold in the U.S. are built alongside the Volvo EX90 at Volvo’s South Carolina assembly plant. The 3 will be followed later this year by the Polestar 4, a tall sedan styled midsize SUV that shares most of its powertrain, suspension, and interior with the 3. It will be built in South Korea.
A Polestar 5 sport sedan – the brand’s new flagship model – is slated for 2026 and will be built in South Carolina and/or South Korea. The Polestar 7 compact SUV aimed mainly for the European market and slated to be assembled there is scheduled next, to be followed by the Polestar 6, a 2+2 performance roadster with head-turning design.
Don’t expect to consistently get EPA estimated range from any Polestar 3 variant unless your accelerator foot is feather light, your driving style rather timid, and you avoid hilly or mountainous terrain and highway driving. Real-world range for most EVs runs 10 to 15 percent below EPA estimates with the variance depending largely on tire size, the weight of cargo (including people) on board, driving style, terrain, and the amount of high speed driving involved. We tested both the single-motor and dual-motor performance versions of the Polestar 3. Our experience is that it manages to stick pretty close to the estimates, running 10 to 12 percent short in most driving conditions.
In in our range test of a single-motor Polestar 3 with 21-inch wheels – the variant EPA rates at 350 miles – our 250-mile round-trip ride covered 140 miles of fast freeway driving in light traffic, plus 70 miles of ambling country lanes and 40 miles of mountain roads. We tried to keep within 10 mph of posted speed limits.
Per EPA’s estimate, we should have been draining the battery pack at a rate of 3.27 miles per kilowatt-hour (350 miles/107 kWh usable battery capacity). But country and mountain driving on the first leg of the trip was uphill most of the way, cutting efficiency to just 2.4 miles per kWh. That would have resulted in just under 266 miles of range had we kept going at that pace. We benefitted from an equal amount of downhill motoring on the way back, though, and improved efficiency for that part was a relatively thrifty 3 miles per kWh. For the entire round trip, average consumption was 37.3 kWh per 100 miles. That’s the equivalent of 307 miles of range – 12.2% under the EPA estimate.
We tested the dual-motor performance version of the Polestar 3 last fall on rain-slicked roads in the area around Jackson, Wyoming. An abundance of caution with someone else’s vehicle kept speeds down, but we did climb about 2,200 feet from Jackson’s 6,240-foot elevation to hit the pass through the Tetons into neighboring Idaho. Overall, we found real range on that trip was pretty much what EPA estimated for the performance version with 22 inch tires.
All versions of the 2025 Polestar 3 are two-row, five-seat electric crossovers. There’s a lot of Volvo under the skin and in the interior, but Polestar DNA is dominant in the 3’s design and chassis, suspension, and powertrain development.
Its aerodynamic looks derive from the Polestar Precept electric sedan concept that was unveiled in 2020. It’s built on an EV-specific platform developed by Volvo.
The rear-drive Polestar 3 starts at $68,900 under pre-tariff pricing. It has its own powertrain and suspension but otherwise is almost identical in looks and features to the dual-motor trims.
Standard features include 20-inch alloy wheels, panoramic glass roof, acoustic laminated windshield and rear window, auto-extending flush door handles, power rear liftgate with foot sensor, power adjustable and heated, auto-dimming, and folding frameless side mirrors. Inside are standard heated and power adjustable front seats with extendable thigh bolsters, ambient interior lighting, tri-zone heat-pump climate control, rear touchscreen for climate and seat heating controls, and a 10-speaker audio system.
If your regular driving conditions don’t require all wheel drive and you don’t mind taking a couple of seconds longer to hit 60 from a standing stop, the single-motor version makes a lot of sense.
The dual-motor Polestar 3 starts at $74,800. It includes all the single-motor variant’s standard features and adds more power, electronic all-wheel drive with torque vectoring, and air suspension with active dampers. The dual motor AWD with Performance Pack jumps to $80,800 and includes everything on the standard dual motor but adds a performance software upgrade that boosts horsepower and torque. It also gets 22-inch alloys with performance tires, special chassis tuning, and gold-color seatbelts, valve caps, and brake calipers.
The Plus Pack, priced at $5,500, adds a head-up display, power adjustable steering column, soft-close door mechanism, heated rear seats and steering wheel, heated windshield wiper blades, and a foldable rear cargo bay floor. Also provided is a 25-speaker Bowers & Wilkins audio system with surround sound, Dolby Atmos capability, and active road noise cancellation.
Available only with the Plus Pack at an additional $5,500 is a combination of animal welfare certified Nappa leather upholstery in three color choices and dark ash wood trim. The Performance Pack, at $6,000 and available only for the dual-motor variant, adds 22-inch alloy and performance tires, a software upgrade that boosts horsepower and torque, sport and performance tuned chassis, and gold-colored seatbelts, brake calipers, and valve caps. A $2,100 Pro Pack option for the single-motor and base dual-motor variants adds specially designed 21-inch wheels, gold-colored valve caps, and black seatbelts with a gold center stripe.
All Polestar 3 variants use a 111-kilowatt-hour battery pack (107 kWh usable capacity) installed under the floor in a so-called skateboard EV platform. For the single-motor version, the battery supplies a rear-mounted motor rated at 299 horsepower and 361 lb.-ft. of torque. Dual-motor variants get an additional motor for the front axle. Combined, they produce a total of 489 horsepower and 620 lb-ft torque. The Performance Pack boosts that to 517 hp and 671 lb-ft.
Polstar says the standard dual-motor version can zoom from zero to 60 mpg in 4.9 seconds. Adding the Performance Pack cuts that to 4.6 seconds – at a cost of $2,000 per tenth of a second. The single motor Polestar 3 get to 60 in a more leisurely but perfectly acceptable 7.5 seconds, per Polestar’s estimate.
In any configuration there’s a decent amount of power, which is good because the Long-Range Dual Motor Polestar 3 weighs in at more than 2.5 tons in its lightest configuration, and is just 120 pounds short of 3 tons at its heftiest. The single motor version is some 200 pounds lighter than the base dual-motor Polestar 3.
The single motor version gets steel coil springs, passive dampers, and a rear motor without torque vectoring. Steering calibration is also a little softer in the single motor model. In our test drive we found it to deliver a comfortable ride and compliant handling, but its suspension couldn’t compensate for rough roads and high-speed corners quite as well as the dual moor variants’ more sophisticated system.
Dual motor Polestar 3s get adaptive air suspension and a rear-biased, electronic all-wheel drive system with torque vectoring that lets the Polestar 3 put its power to the road quite effectively and sure-footedly. All versions get four-piston Brembo front brakes with single-piston Brembos in the rears and they handle the vehicle’s weight with aplomb. A one-pedal drive setting for the Polestar 3’s multi-stage regenerative braking reduces brake-foot fatigue in crowded traffic and can mimic a downshift when turning or carving up a twisty country road.
We didn’t find either version of the Polestar 3 to be unwieldly or unbalanced when tossed around mountain corners or while carving winding roads, but our preference was for the double-motor variants’ air springs and adaptive dampers.
The single motor Polestar 3 with optional 21-inch wheels and all-season tires is EPA-rated at up to 350 miles of range, dropping to 342 miles with the standard 20-inch tires and 333 miles with 22-inchers. Dual-motor versions are rated at 315 miles with 21-inch wheels, 310 miles with the standard 20-inch wheels, and 287 miles with 22-inch wheels.
Adding the performance pack gets up to 300 miles of range. The Performance pack with its standard 22-inch alloys and sticky performance tires drops the estimated range to 279 miles. While the smaller 20-inch tires should deliver less rolling resistance and thus more range than the 21-inchers, the 20-inch wheels are made of cast aluminum, which makes them heavier and thus slightly less energy efficient than the forged aluminum wheels used with the 21 inch rubber.
At a DC fast charger, the Polestar can replenish its battery pack at up to 250 kilowatts per hour, good for a 10 to 80 percent recharge in 30 minutes. For home charging, the Polestar, like its competitors, uses an 11 kW Level 2 charging system. With properly sized 240-volt equipment, the Polestar can take a battery from 10 to 100 percent in 11 hours. Both DC and Level 2 charging speeds are competitive in the segment.
Polestar 3 has a Scandinavian minimalist interior that would have been avant-garde had it been rolled out a few years ago, before the Hyundai Motor Group set the standard for modern minimalism with its Hyundai and Kia small crossover interiors.
In the Polestar 3, the dashboard is divided into a padded textile-covered upper section with a textured plastic or optional aluminum or wood-trimmed lower face, divided by a thin strip of LED lighting. The dash houses a 9-inch-wide digital driver information screen and a centrally mounted, vertically oriented 14.5-inch infotainment touchscreen that also serves as a control center for almost all vehicle settings and functions. The only physical switches and knobs are vehicle function and driver display control buttons – unlabeled - on the steering wheel, the shifter, and turn signal stalks on the steering column. A rotary controller for the audio system is located on the center console’s floating bridge.
Power-adjustable, sports-styled front bucket seats are set low to maximize headroom and are both supportive and comfortable. The 60/40 split rear seat sits higher than the front seats for improved lines of sight for rear occupants. The bench is divided into three molded seating positions, and while the middle position is narrow, there’s decent rear legroom even for center-seat occupants since below-floor batteries allow a flat floor with decent legroom.
The Polestar 3 has a small-for-the-segment primary cargo bay providing 17.1 cubic feet behinds the rear seats, which we’re told allows carrying along about 15 grocery bags or five airline carry-ons. In contrast, the BMW iX features more than twice the Polestar’s capacity at 35.5 cubic feet with the Mercedes-Benz EQE SUV offering 20 cubic feet. Things improve when the Polestar 3’s rear seat back is folded down as this boosts total interior cargo capacity to 49.8 cubic feet. That’s still the least of the competitive set, though, with the iX boasting 77.9 cubes of maximum interior cargo space that takes the lead.
There’s also a 1.1 cu.-ft. storage area, or “frunk,” under the hood. It’s not large enough to be of much use but will hold a portable charging cord that otherwise would take up open cargo space in the rear. Among likely competitors, the Audi Q8 e-tron has a 2.1-cu.-ft. frunk while the BMW iX and Mercedes EQE SUV do without.
Polestar says the “3” can haul up to 220 pounds on its roof and dual-motor versions can tow up to 3,500 pounds. That tow rating is adequate for a small utility trailer but comes in less than the 5,500 pound rating of the BMW iX or the 4,000 pound rating of the Audi Q8. The Mercedes isn’t tow-rated in the U.S. The single-moor Polestar 3 is rated to tow up to 2,000 pounds.
Polestar uses an Android Automotive operating system for its infotainment centers. We’ve found it to be one of the most user-friendly interfaces around, especially for those who prefer to use voice commands, which are executed in everyday language after a “Hey Google” wakeup call. The built-in Google Play Store makes downloading new apps to the system easy. There’s 5G connectivity available, along with Google Maps with a 3-year constant internet connectivity plan at no charge.
Connectivity is enhanced with four USB-C ports – two for each seating row – and a 120-volt outlet in the rear cargo bay. Wireless phone and Bluetooth phone connectivity are standard as are Android Auto and Apple CarPlay compatibility. If there’s a drawback to the infotainment setup it’s that it is also control central for almost all vehicle adjustments and functions. This requires drivers who like to adjust drive modes, cabin temperature, and the like while underway to shift their eyes from road to screen far too often.
Audio is handled with a 10-speaker system. A 25-speaker Bowers & Wilkins sound system with Dolby Atmos surround sound and headrest speakers is an option. Three external speakers broadcast a warning tone at low speeds so that pedestrians, cyclists, and others can hear the otherwise silent EV as its draws near.
As a new model on a new platform, the Polestar 3 hasn’t yet been crash-tested by the National Highway Traffic Safety Administration (NHTSA) or the nonprofit Insurance Institute for Highway Safety (IIHS). It has received a 5-star safety rating in the European NCAP crash test program.
Polestar 3 is equipped with an impressive array of advanced safety and driver assistance technologies, all integrated via a centralized computer running on software developed by Volvo Cars. The driver assistance and safety systems use a variety of imaging systems to monitor external surroundings and conditions, monitor driver alertness, and even report in-car movement to help prevent accidentally leaving pets or children in a parked car.
Standard safety and driver assist features on the 2025 Polestar 3 include front collision avoidance and mitigation with braking and steering assist, pedestrian and cyclist detection, blind spot and rear cross traffic alert, rear collision mitigation, and driver alertness monitoring. Adaptive cruise control featuring full stop-and-go functionality along with lane keeping and centering with lane departure warning are also standard fare.
The Polestar 3 stands out for its unfussy good looks, user-friendly operating interface, and sporty ride, though its cargo bay isn’t as useful as some because of the rearward sloping roofline.
We certainly hope Polestar’s challenges don’t prove fatal. It has lost money every year since it was spun off from Volvo, had to delay production of the 3 for almost a year because of software issues, and hasn’t yet managed to achieve widespread name recognition in the U.S. Still, its vehicles are world-class EVs and the Polestar 3 belongs on any premium performance SUV shopper’s must-test list.
A movement to reduce air pollution and encourage alternative fuel transportation to National Parks has been launched by the National Park Foundation, National Park Service, Department of Energy, and BMW of North America. The first of up to 100 electric vehicle charging stations in national parks and nearby communities has just been launched at Thomas Edison National Historical Park in West Orange, New Jersey.
An integrated team from the public-private partnership is identifying park locations for more charging stations, taking into consideration distance from nearby charging locations, natural and cultural landscape considerations, and proximity and strength of EV markets. Already, dozens of parks are exploring site options. This partnership supports the National Park Foundation’s Centennial Campaign for America’s National Parks.
The BMW i8, the second milestone model to emerge as part of BMW’s innovative ‘i’ sub-brand, earned the distinction as Green Car Journal’s 2015 Luxury Green Car of the Year™ at the recent Washington Auto Show in the nation’s capital. There are compelling reasons for this.
BMW’s flagship i8 not only breaks new ground in defining how a high performance vehicle can achieve environmental goals, but it does so in ways that do not impose limitations on the driving experience. Importantly, this car fits BMW's ‘Ultimate Driving Machine’ image while providing levels of environmental performance increasingly appealing to those buying aspirational vehicles.
BMW i8 LIFEDRIVE ARCHITECTURE
Beneath its stunning, gull-winged body is BMW’s innovative LifeDrive modular architecture. The Life module is essentially the i8's 2+2 passenger compartment constructed primarily of strong and lightweight carbon fiber-reinforced plastic (CFRP), created with carbon fiber manufactured at a dedicated SGL Automotive Carbon Fibers LLC facility in the State of Washington. The result of a joint venture between SGL Group and BMW Group, this manufacturing plant strengthens the i8’s environmental credentials further by producing carbon fiber using renewable hydroelectric energy.
The i8’s aluminum Drive module contains the gasoline engine, lithium-ion battery pack, electric motor, and associated electronic components. It uses a 228 horsepower, 1.5-liter turbocharged three-cylinder engine to power the rear wheels through a six-speed direct shift transmission. Front wheels are driven by a 129 horsepower electric motor and two-stage automatic gearbox. Energy is supplied by a 7.1-kilowatt-hour lithium-ion battery pack located within a tunnel between the two front seats. It can be fully charged in just an hour and a half.
Power can be provided solely by the electric motor for about 22 miles of zero-emission driving at speeds up to 75 mph. Together, the rear-mounted engine and front electric motor deliver all-wheel drive performance with a combined maximum power of 357 horsepower and 420 lb-ft of torque. Drivers are afforded the latest in advanced on-board electronics and safety systems expected in this class of vehicle.
Driving the i8 at speed provides a clear understanding of just what BMW has accomplished with its lightweight, high-tech luxury sports coupe. Green Car Journal editors found the i8’s handling superb and performance exhilarating. BMW’s Driving Dynamics Control allows choices of eDRIVE, ECO PRO, SPORT, and COMFORT drive settings. In Sport mode, the i8 can accelerate from zero to 60 mph in 4.4 seconds and deliver a top speed of 155 mph. Driving range is 310 miles under normal driving conditions. Engine overrun and regenerative braking are used to charge the battery pack and a start-stop feature helps conserve energy.
The BMW i8 blends thrilling performance, innovative design, and environmental achievement in an exceptional luxury sports coupe, while offering a combined EPA city/highway battery electric efficiency rating of 76 MPGe (miles-per-gallon equivalent). Its DNA is 'green' by nature and design, making it a natural selection for 2015 Luxury Green Car of the Year™.
Expanding the driving range capabilities of electric cars through fast charging is of growing interest. Tesla has keyed in on this with its high-profile Supercharger network of fast chargers along major transportation corridors. While this is great for Tesla owners, it’s not a comfort to drivers of other EVs since the SuperCharger network is not compatible with their cars.
Enter ChargePoint, VW, and BMW, which have joined together to offer similar capabilities for other electric vehicle models. The three are developing express electric vehicle charging corridors with fast charging stations that allow EV drivers to recapture up to an 80 percent charge in just 20 minutes. Fast charging sites will be strategically spaced no more than 50 miles apart to make longer trips possible for EVs that incorporate a DC fast charging capability.
Initial efforts will focus on heavily-traveled routes on the East and West Coasts, providing 100 DC fast chargers at existing ChargePoint sites. The aim is to expand fast charging capabilities to other sites within the ChargePoint network, which already offers more than 20,000 charging spots in North America. EV drivers can access the network with a ChargePoint or ChargeNow card or with the ChargePoint mobile app.
Race car designers go to extreme measures to make competition vehicles as light as possible. Lighter is faster. It’s simple physics; less horsepower is required to accelerate a light vehicle compared to a heavy one. So on a given amount of horsepower, a lighter race car with advanced materials will be faster than one that weighs even a few pounds more. It also takes less energy to slow the car, providing better braking performance. The use of lighter and more advanced materials generally contributes to better handling, too, since there is less mass working on the chassis through the corners.
Lighter vehicles are also more environmentally friendly since they require less energy to move from point A to point B. Shaving a few hundred pounds off a car design can yield major improvements in fuel economy. In addition to improved mileage, electric vehicles will see longer range between charges if they can be made lighter.
Trimming pounds off a production car is not as easy as it seems, however. Today’s road worthy vehicles must feature hundreds of pounds of federally mandated safety equipment that wasn’t required or available a few decades ago. Equipment like antilock brake systems, multiple airbags, advanced computer controls, and crash mitigating high-strength body structures all add weight to a vehicle design. Pile on the comfort and convenience equipment that most new car buyers expect in a modern car or light truck and the extra bulk adds up fast.
That’s why vehicle designs like the new BMW i3 and i8 are so intriguing. These models are revolutionary for mass production vehicles, featuring clean sheet designs that found BMW designers throwing traditional materials and production methods out the window, resulting in lightweight electric-drive cars with maximum strength for safety.
For example, the i3’s primary body and chassis structure are composed of two separate units that form what BMW calls the LifeDrive architecture. The primary body structure is the Life module and the Drive module incorporates the powertrain components. The passenger cell module is made from Carbon Fiber Reinforced Plastic, or CFRP. This is the first ever use of CFRP in a mass production vehicle. Carbon Fiber Reinforced Plastic is every bit as strong as steel yet is 50 percent lighter. When you can trim half the weight off something as large as a body structure, you are talking major weight savings.
Aluminum has been used as a lightweight material in the transportation industry for many years. The i3’s rear Drive module that houses the electric drive motor, rear suspension, and optional range extending gasoline engine is made of aluminum. While both are light and strong, Carbon Fiber Reinforced Plastic is even 30 percent lighter than aluminum. Materials throughout the i3 were selected for their weight saving properties and for their sustainability characteristics.
Beneath the flat floor (there is no transmission tunnel) of the i3 is a space-saving 22-kWh lithium-ion battery pack that tips the scales at 450 pounds. Power is delivered by a hybrid synchronous electric motor. The motor produces 170 horsepower with 184 lb-ft torque and can spin up to 11,400 rpm. The compact electric motor offers immediate torque and weighs just 110 pounds. With a curb weight of just 2,700 pounds, the i3 is nimble and great fun to drive. As in racing, automakers strive to save weight because it gives them a competitive edge. Sometimes, less is more.
What does Silicon Valley, California have in common with Leipzig, Germany? They are both home to the most innovative, technically advanced, and possibly the most significant cars of the 21st century. The Tesla Model S and the BMW i3 are the cars that have defied experts who said they couldn't be built. While the key innovations for each of these cars are different, the innovative spirit is the same.
With the Model S, Tesla created a breakout electric car out of mostly existing technology. What Tesla did better than other new entrant was put it together, what Silicon Valley calls ‘systems integration,’ into a remarkable package. With obsessive attention to detail and high standards for performance and styling, Elon Musk has emerged as the Steve Jobs of the auto industry and proven countless naysayers wrong.
With the i3, BMW created an affordable car out of an innovative material, carbon fiber, or technically speaking, ‘carbon fiber reinforced plastic.’ BMW has found a way to apply its manufacturing know-how to bring what was once an exotic material for supercars and fighter jets to an everyday car. Driven to not make just a ‘me too’ electric car, Ulrich Kranz, the father of the i3, has created a breakthrough car that, like the Model S, is receiving enthusiastic reviews from auto critics for its performance.
In the 20th century, the automobile shaped the world. In the 21st century, the world will shape the automobile. Today’s cars are a major source of urban air pollution, global warming emissions, and oil dependency.
Fortunately, there are those in the auto industry – like Mr. Musk and Dr. Kranz – who understand it doesn’t have to be this way. Technology innovation combined with visionary leadership can reinvent the automobile. Tesla’s Model S and BMW’s i3 prove that being more in balance with today’s global realities does not mean sacrificing what makes the auto industry great.
BMW is planning to offer the i series of electric, plug-in hybrid, and range-extended electric vehicles beginning in late 2013. This entirely new model line will offer BMW’s usual focus on premium engineering and style, but critically, it will also feature a consistent focus on eco sustainability and urban living. BMW is serious enough about this to have worked with New York University to develop a report, ‘Urban Mobility in the 21st Century.’ The report finds that 80 percent of us drive less than 50 miles per day, and that by 2050 the world’s urban population will grow by 80 percent, from 3.5 billion to 6.3 billion. In short, BMW thinks we need cars that work in megacities and also don’t pollute.
The large volume, five-door i3 hatchback will be constructed of lightweight carbon-fiber reinforced plastic containing the i series ‘life’ passenger cell and ‘drive’ electric propulsion cell, powered by a 170 hp electric motor driving the rear wheels. A range-extender engine will be optional. In a departure for BMW, the i3 will have rear ‘coach doors’ hinged at the rear of the doors rather than the front, plus bench seats to make city living (and parking) easier.
The seductive, two seat i8 coupe/cabriolet combines the same lightweight engineering with a 131 hp electric motor driving the front wheels and a 223 hp, 1.5-liter 3-cylinder turbo gas engine at the rear. These powerplants can be used together or separately. The car’s combined 354 horsepower accelerates the i8 from 0 to 60 mph in under six seconds. The i8 also features an electric-only range of 20 miles, a top speed of 155 mph, and up to 80 mpg.
BMW’s long-term mobility plan seems a good one. It integrates lessons learned from data gleaned from its extensive Mini-E and ActiveE electric vehicle field trials and focuses on sustainable manufacturing, practicality, and pollution reduction in an entirely new series of vehicles. BMW’s new i series could be poised to make a huge impact on how electric vehicles are designed and built.
BMW will be debuting its Concept Active Tourer plug-in hybrid concept and clean diesel 328d model at the upcoming 2013 New York International Auto Show. Featuring a three-cylinder gasoline engine and electric motor, the Concept Active Tourer is expected to achieve up to 95 mpg. It features a composite glass roof using suspended particle device technology that allows a driver the ability to darken or lighten the roof at will.
For the near-term, the 328d speaks to the expanding clean diesel movement in the U.S. as automakers increasingly look toward this high-efficiency propulsion technology to meet federal mpg goals and consumer desires for more efficient vehicles.
Powered by a TwinPower Turbo four-cylinder engine, the BMW 328d delivers 180 horsepower and 280 lb-ft of torque, a combination capable of propelling the four-door sedan from 0 to 60 mph in a sprightly 7.2 seconds. Fuel efficiency is expected to be upwards of 40 mpg. Actual EPA estimates will be revealed closer to the model’s launch.
This combination of efficiency and power is important to the brand, as BMW buyers have come to expect performance levels that support the company’s well-known claim, ‘the ultimate driving machine.’ Offering a four-door 328 sedan that accomplishes both well will position the 328d very competitively in an expanding clean diesel market in the States.
Computer and communication technologies are proving important in helping motorists drive more intelligently and efficiently. These high-tech strategies are increasingly being used to complement the fuel economy and emissions reductions brought by improved powerplants and vehicle electrification. On the way to the federally mandated fleet fuel economy average of 54.5 mpg, all strategies and efficiency technologies become important.
Like many other automakers, the BMW Group is investing large amounts in Intelligent Transportation Systems (ITS) technologies to make traveling more efficient, safer, and more convenient. Recently, the BMW Group presented some of its latest innovations that are part of its BMW ConnectedDrive.
BMW's Mobility Assistant, currently being tested in Berlin, can help travelers chose the best way of traveling to a destination, especially in a congested city. This iPhone app can provide information on a variety of transportation options. When a destination is entered, the Mobility Assistant displays various routes to reach the destination cost-effectively and quickly – whether by car, public transportation, or a combination of modes.
Finding a place to park can waste fuel and time. BMW's ParkatmyHouse and ParkNow provide an answer by making it easier to locate parking spaces. ParkatmyHouse is for entrepreneurs and homeowners who want to rent parking spaces, with ParkatmyHouse parking spaces at more than 20,000 locations in the United Kingdom and over 150,000 registered drivers using them. With ParkNow, drivers can book parking spaces in advance through the ParkNow website or by using the ParkNow App for smart phones. There are currently 14 ParkNow locations in the San Francisco area.
The ability to travel in city traffic without constantly stopping and starting at traffic lights means calmer and safer driving while saving fuel and reducing emissions. BMW's Traffic Light Assistant communicates with traffic lights to obtain and evaluate their timing, and then informs a driver about the optimum speed to match traffic light timing. For instance, if the light at the next intersection is projected to be red if the driver doesn't change speed, the driver would be informed early enough to brake smoothly.
Getting stuck in a traffic jam can waste lots of fuel, not to mention being a source of frustration and even lead to road rage incidents. ConnectedDrive-equipped BMWs with RTTI (Real Time Traffic Information) provides drivers with the latest information about traffic conditions, enabling drivers to select routes with less congestion, thus saving time, emissions, and fuel.
Updated every three minutes, RTTI indicates five levels of traffic flow including flowing normally, slow-moving traffic, heavy traffic, congested, or gridlocked.
BMW is also developing BMW ConnectedRide, a version of BMW ConnectedDrive for BMW motorcycles. Currently, the emphasis is on safety with features like Left Turn Assistant, Traffic Light Assistant, Collision Warning, and Traffic Sign Recognition. The motorcyclist would be alerted about adverse weather conditions like fog, rain, snow, and ice, which are all much greater hazards for motorcycle riders. The cyclist could also be warned about other hazards like an oil slick, loose gravel, potholes, or an obstacle in the road. Warnings could be presented via a heads-up display in the windscreen.
BMW's Concept Active Tourer, a through-the-road plug-in hybrid, uses a front-mounted engine to drive the front wheels and an electric motor to drive the rear, with no mechanical connection between the two. In most hybrids the output of the engine and motor are combined. The Concept Active Tourer is the first additional application of the eDrive system used in the i8, which incorporates an electric motor, lithium-ion battery, and intelligent engine control. BMW will use the eDrive designation for all its electric and plug-in hybrid vehicles.
Like BMW’s latest four- and six-cylinder engines, the BMW Concept Active Tourer’s 1.5-liter three-cylinder gasoline engine uses BMW TwinPower turbo technology. Even though it has only three-cylinders, BMW claims it is very smooth running even at low speeds and emits the sporty sound expected of a BMW.
The synchronous electric motor can power the car for up to 18 miles exclusively on a fully charged battery. It also augments the gasoline engine to provide over 190 horsepower when maximum power is required. BMW expects it will get an impressive 94 mpg, achieved partly through automatic engine start/stop and regenerative braking energy supplied the rear axle during deceleration. A high-voltage generator connected to the 1.5-engine also charges the battery while driving.
BMW’s Concept Active Tourer has an ECO PRO mode to help reduce fuel consumption. When appropriate, it reduces air conditioning and other electrically powered creature comforts to increase fuel efficiency. Linked to the navigation system, ECO PRO mode gives drivers advice on how to reach a destination using minimum fuel. ECO PRO mode also completely shuts off the engine at speeds up to nearly 80 mph, and then decouples the engine from the drivetrain up to 100 mph to make full use of the kinetic energy already generated.
The Efficient Dynamics strategy uses information from the navigation system to optimize electric motor and battery efficiency. For example, it calculates in advance the most suitable driving situations and sections of a route for electric-only operation or to charge the battery. This optimized charging strategy can achieve an energy savings up to 10 percent and thus increase electric range.
While small on the outside, the Tourer is very roomy on the inside. It rides on a long 105 inch wheelbase and has an overall length of 171 inches. A tall roof allows a raised seating position for an excellent all-around view. Batteries are located entirely beneath the floor so there’s no intrusion into passenger or cargo space.
Will the BMW Concept Active Tourer appear in dealer showrooms? BMW has a good track record for putting concept vehicles into production, so here’s hoping.