BMW Working on a REx Upgrade to Increase Performance

The 650cc twin cylinder engine used in the i3 is borrowed from BMW's Motorrad division and modified for the REx

From the first word that the North American version of the i3 REx would have restrictions not found on its European counterpart, i3 enthusiasts and customers in the US and Canada have wondered how well it would work under strenuous driving conditions.

In fact, it is by far the topic I now get the most correspondence over. I have probably received over 100 emails through this blog from followers that want to know how well the range extender works and how capable it is. People want to know things like what speed the car can maintain in charge sustaining mode and for how many miles can the car maintain highway speeds on a certain percentage upgrade, and so on. I even have had people ask me if I could conduct specific tests with my car to confirm it can do what they need it to. The reason being is the 34hp REx engine can only deliver about 25kWs (although some reports say BMW upped it to 28kWs) of power. That is plenty of power for nearly all normal driving needs, but not enough for continued high speed or long upgrade driving. The problem then arises if you continue to consume more energy than the REx can deliver.

My i3 when the REx turns on. Notice the tiny little bar of electric reserve to the left of the triangle. That indicates the 6.5% SOC position where the REx initiates and tries to maintain. There isn't a lot of buffer there for strenuous driving conditions.

The root of the problem reverts back to BMW's desire to have the i3 REx certified a BEVx vehicle by the California Air Resource Board. This allows BMW to get the most ZEV credits per vehicle, and also allows the i3 REx to qualify for other perks, like sales tax exemption in New Jersey and Washington State. It also allows the owner to get the full $2,500 California CVRP rebate, unlike all other PHEVs which only get $1,500. However this came with a cost, one that everybody with an i3 REx from every state has to endure. BMW had to restrict the REx use to comply with CARB's BEVx classification. The European i3 REx can be manually turned on any time the state of charge is lower than 75%. This is called a Hold Mode and allows the driver to hold a higher state of charge and keep a higher battery buffer which they may need for continued strenuous driving conditions later in the journey. The North American version has no Hold Mode, and the range extender only comes on when the battery is reduced to a critically low 6.5%. For normal driving that is fine, but when really pressed for continued periods, the car cannot maintain full power.

The European i3 REx has a Hold Mode which allows the driver to manually turn on the range extender if they need to. This feature is disabled for North America and is that is the root of the problem.

This creates a problem when the driver needs to drive for an extended period which demands an energy draw of more than 25kWs. The meager 6.5% battery reserve can quickly deplete in these conditions. When this happens, the car goes into a reduced power mode and can only maintain a speed of about 40mph. To make matters even worse, the driver gets no warning and the car just slows down. This is not what you want happening to you when you are on a highway and cars are whizzing by you at 70mph. This is a real issue, and compounded by the problem that most BMW client advisers didn't know how to communicate this to the customers and sold them the cars without informing them how to properly operate the vehicle in REx mode. I've had people contact me that were completely unaware of how the range extender worked and said they were told by their client adviser that "the car can do anything in range extender mode as it can in all electric mode, it just doesn't have quite as much power." That isn't true, and many early i3 REx customers were disappointed when they found out they couldn't drive up that mountain to their summer home, for example. In fact, one the Born Electric guest bloggers here mentioned an instance where he went into reduced power mode with a car full of friends.  

Don Parsons of Denver, Colorado recently took his i3 REx to the summit of Mt Evans which is the highest elevation with paved road in the US. He did experience the REx reduced power mode, but it didn't stop him from completing the14,000 ft ascent to the summit. This, of course is about as taxing on the range extender as it gets!

All that said, I now have over 10,000 miles on my i3 REx and not once have I ever gone into reduced power mode, and I've actually tried to make it happen! The "problem" I'm having is the highways are relatively flat here in New Jersey and the REx can basically handle anything I give it. The times I have tried to make it happen the flow of traffic wasn't fast enough for me to maintain a speed of over 75mph for a long enough period. 75 mph on relatively flat ground seems to be the upper limit the REx can handle for continued driving. There is plenty of energy to go up and down the hills I routinely drive over, and also to have short bursts of power well past 80 mph for passing if needed in REx mode, so for me the car works perfectly and I really don't need a modification. However my friends in California and other areas of the country that have long, steep inclines to negotiate disagree, and want to see some kind of modification to allow the range extender to turn on at a higher state of charge so the vehicle has a larger electric buffer. In fact, there will soon be a two-part post here by an i3 Rex owner in California that has been obsessing a bit over this very topic. (well, I call it obsessing, he calls it studying - I'll let you be the judge when you read his post next week!)

The Chevy Volt has a much more robust range extender engine and can operate under just about any condition without an issue. However it has about half the electric range as the i3 REx, meaning you will need to use it much more, so it has to be more capable. With a 70-80 mile all electric range, most i3 owners will not need to use the REx frequently.

So now that we understand the problem, what is the solution. Should BMW simply give up the value of the BEVx designation and allow the driver to initiate Hold Mode as the European i3 REx owners can? That isn't happening as far as I can tell. What I do believe is going to happen? Well for starters there will be software updates that include better indicators that the car may be headed to reduced power mode if you don't take action to alleviate it. Perhaps by slowing down 5-10 mph you can completely avoid having a problem at all. I also expect there will be a better state of charge display so the driver has more accurate display of how much power they have left. I would also love if BMW could add a display that would show the actual power draw you are using, so the driver can see if they are drawing more energy than the REx is producing. That would be an awesome tool for the driver to use in these situations and I do hope the BMW engineers consider adding it.. However I'm saving the best for last. It is my belief that BMW is working on an update that will indeed allow the range extender to turn on much earlier than the 6.5% threshold if the car determines you will need the extra power. This will work with the navigation system which accounts for topography. Once a destination is entered, the car will determine how early the REx will need to be turned on so it avoids reduced power while climbing an upgrade at the end of the journey. 

The i3's range extender sits next to the electric motor above the rear axle

While this isn't quite as good as having the ability to manually turn on the range extender, it's pretty close. The bottom line is people just want to be able to get to their destination without worry of a reduced power "slowdown" while driving on the highway. If the modifications that BMW are working on do indeed work, I don't think anyone will complain. In fact, I've privately asked this very question to quite a few current i3 REx owners and every one said as long as it works, and they can use the car to drive up long, sustained inclines at highway speeds, then they'll be very happy. From what I understand the update could be available as early as the first quarter of 2015 and will indeed be available as a software update to existing i3 REx owners.Of course it would have been better if this was available right from the launch, but at least BMW is working quickly (the i3 has only been available for about five months in North America) to correct the problem.

Green or White? Which HOV Sticker will the BMW i3 REx Get in California?

There is a lot of confusion swirling around the interwebs the past couple days regarding the CARB classification on the BMW i3 with range extender. For Californians this is a very important topic because it will determine whether the REx i3 gets the $2,500 or $1,500 California rebate and more importantly, will it qualify for the white or green carpool lane sticker.

I was just beginning to write a post on this; what we currently know (the situation seems to be changing hourly) and what may come of this as it is an evolving event, when I noticed my good friend and fellow Electronaut, George Betek wrote a post on this for InsideEVs.com. It was really comprehensive and probably better than what I could do, so instead of me writing another post, I just got permission to post it here. Just so you know, this issue doesn't effect the all electric BEV i3. That will still get the maximum rebate and qualify for the white carpool sticker. It's the range extender that is causing the debate. I still believe when the dust settles the i3 REx will only get the $1,500 rebate (This was disputed by BMW - as you'll see they maintain it will get the full $2,500 rebate) and the green carpool sticker which will likely run out in about a year. Therefore if you live in California and are thinking about getting an i3 with the range extender, then order one as soon as they go on sale so you are assured of getting the coveted carpool access. The rest of the country can sit back and watch the drama unfold, as this will likely have little to no bearing on most people outside of California.

From InsideEVs:

 Green or white? Which HOV sticker will the BMW i3 get in California?

As trivial as this question might sound, it might have serious consequences for future buyers of the i3. Wait, what I am talking about? As you might have heard already, the range-extended version of the BMW i3, which is slated to arrive in the US sometime in April, is apparently at risk of not qualifying for all the incentives in California, which is the largest market for plug-in vehicles as of this writing.
*Editor�s Note: This post originally appeared on George�s blog.  We suggest that you check it out by clicking here.
What incentives are those exactly? Well, for one thing, there are the carpool lane stickers, which permit single-occupant vehicles to use HOV lanes. Some people have said that it was �tantamount to having a helicopter for commuters�. OK, not quite, but it�s still an incredible perk. Then there is the clean vehicle rebate, which allows owners and lessees to apply for a rebate check, if they have either purchased or leased the new vehicle, and commit to keeping it at least 36 months.
That all looks pretty straightforward, wouldn�t you agree? I guarantee you that it won�t be when we delve into the specifics. The devil is in the details. Literally. Take the carpool lane stickers. They come in several varieties in California:

• Yellow
• White
• Green

Yellow Stucker

The yellow stickers were introduced in 2004 by Assembly Bill 2628, which allowed hybrid vehicles, such as the Toyota Prius and Honda Insight, to access HOV lanes. It was limited to 85,000 cars, and the stickers were issued on a first-come first-served basis. This program was extended several times, and the original more limited allocation of stickers has been more than doubled. Although some owners kept them as a souvenir on their cars, the incentive came to an end on June 30, 2011.

White Sticker

The white stickers were established though Assembly Bill 71 in 1999. Eligible vehicles must meet strict emission standards set forth by the California Air Resources Board (CARB). The following categories would qualify: pure battery electric vehicles (BEV), dedicated compressed natural gas (CNG) or hydrogen fuel-cell vehicles (FCV). There is no limit on the number of stickers that can be issued. As of September 1, 2013, the Department of Motor Vehicles (DMV) had issued 32,764 white stickers; the recent run rate has been about 1,500 decals per month. This program was set to expire on January 1, 2015, but has recently been extended until 2019 via Assembly Bill 266.

Green Sticker

And finally, there is the green sticker program, which came into life on January 1, 2012. The stickers will be issued to the first 40,000 applicants, who purchase or lease cars meeting California�s Enhanced Advanced Technology Partial Zero Emission Vehicle (Enhanced AT PZEV) or Transitional Zero-Emission Vehicle (TZEV) requirements. Examples of qualifying vehicles include Ford C-Max Energi, Honda Accord Plug-in Hybrid and Chevrolet Volt. As of November 8, 2013, 24,452 green stickers have been issued; the recent run rate has been about 1,000 decals per month. At this pace, the sticker allocation could be exhausted in approximately 14 months. If the program is not extended, the green stickers will expire in 2019, just like the white decals mentioned above.
It�s worth noting that the HOV decal program is administered by the California DMV following guidelines set forth by the Air Resources Board, which maintains a comprehensive list of all eligible vehicles. This list does not mention or include the BMW i3 yet. That�s understandable, since the first i3 is not supposed to be sold in California until May 2014. While it would seem only natural that the pure electric version will qualify for the white stickers, some thought that the range-extended version would get them too.

What is the big deal then, aren�t the stickers interchangeable? At first blush, it would appear so. The green stickers, which the BMW i3 REx trim might end up getting, are limited in number. If BMW and the Air Resources Board cannot come to an agreement on this issue, it could start affecting i3 buyers as soon as late 2014 or early 2015. However, this problem would not be unique to the range-extended variant of the i3; it would affect other vehicles, such as Chevy Volt, Plug In Prius or Ford Fusion Energi, as well.

Additionally, although both sticker types are slated to expire on January 1, 2019, some believe that the white decals had a better shot at getting an extension. All that said, this should be a non-issue for current BMW i3 buyers, so long as the i3 will qualify for some kind of HOV decal. Green or white. It doesn�t really matter. Although some might prefer one over the other, the practical difference is likely zero as of this writing. Should the green stickers run out in about a year, and an additional allocation is not approved, then early i3s with REx could have a better resale value. Much like a Prius with the yellow sticker would command a premium in the years past.
That leaves us with the clean vehicle rebate project. This project is a voluntary incentive program introduced in by Assembly Bill 118 in 2007. The program is administered by the Air Resources Board (CARB) to fund clean vehicle and equipment projects. It is managed by the California Center for Sustainable Energy (CCSE) in San Diego, and has expanded its funding considerably over the past few years to keep up with the increased volume of new clean-fuel vehicle registrations.

There are two types of cars, which qualify under the program: zero emission vehicles (ZEVs) and plug-in hybrid electric vehicles (PHEVs). Light-duty zero emission cars and trucks are eligible for up to a $2,500 incentive, while motorcycles and neighborhood vehicles are eligible for up to $900.

PHEVs are eligible for up to a $1,500 incentive. To qualify, PHEVs must:

• Meet California�s most stringent tailpipe emission standard
• Have zero evaporative emissions
• Have a 15 year / 150K mile warranty on the emissions system and
• Have a 10 year / 150K warranty on the zero emission energy storage system.

While the pure electric version of the i3 would clearly qualify for the $2,500 incentive as a light-duty ZEV, the range-extended version of the i3 should get $1,500. Right? Well, not quite. The California Air Resources Board has recently established a new category: the range-extended battery electric vehicle (BEVx). It�s a new regulatory category initially approved as a zero-emission vehicle type in the clean vehicle rebate project in June 2012. In the current fiscal year, the BEVx continues to be an approved eligible vehicle category.

How does a plugin vehicle get classified as a BEVx? According to the 2012 amendments to zero vehicle program regulations, it comes down to four criteria:

• The APU range is equal to or less than the all-electric range
• Engine operation cannot occur until the battery charge has been depleted to the charge-sustaining lower limit
• A minimum 80 75 miles electric range
• Super ultra low emission vehicle (SULEV) and zero evaporative emissions compliant and TZEV warranty requirements on the battery system.

*CARB then decided to once again amend the criteria with this key alteration:

�The minimum range qualification has been corrected from 80 miles range to 75 miles range for range extended battery electric vehicles (BEVx) to match the minimum requirements for BEVxs in 2012 through 2017.�

This means that the new BMW i3 with range extender should qualify for the $2,500 incentive, just like a pure battery electric vehicle would. It does not automatically imply that the i3 REx will qualify for the white HOV stickers, although it would seem logical that it should. It�s also worth noting that the HOV decal and the CVRP are two separate programs, even though the CARB establishes guidelines for both.

I have recently contacted the California Center for Sustainable Energy and the Air Resources Board, and I�m led to believe that the i3 with REx will qualify for $2,500 CVRP and green HOV decals.  This belief aligns with BMW�s statement (courtesy of BMW Blog) on the matter:

�The i3 with Range Extender qualifies for the green sticker, which is limited in numbers and will run out in the eventual future (possibly late in 2014). This is technically to be expected since the car is equipped with an internal combustion engine which potentially emits fuel fumes, and thus makes it harder to qualify for the white sticker which typically can be obtained by full battery-electric vehicles (BEV) and Hydrogen vehicles. The white sticker is not limited in terms of numbers. There is a continued, constructive relationship between BMW and CARB executives, and there has been no reversal of position. It also bears mention that the i3 with Range Extender qualifies for the full CA incentive amount of $2,500.�

There is apparently still a chance that the i3 REx might get white stickers as well.
Finally, there has been some talk that the range-extended i3 might not qualify for the BEVx classification in its first year, but perhaps it would be best to table this type of speculation for a future post.