The 2015 Bmw I8, with its striking design and hybrid powertrain, continues to captivate car enthusiasts. For those who purchased this vehicle with an eye towards eco-conscious commuting, the all-electric range is a key consideration. One owner’s experience highlights some common questions and concerns surrounding the real-world electric range of the 2015 BMW i8.
This owner, who acquired a Protonic Blue 2015 BMW i8 with a Giga Amido Black interior and approximately 30,000 miles, was initially thrilled with their purchase. The allure of the i8 lies in its aesthetics, driving dynamics, and the practicality of a compact back seat suitable for children. The primary goal was to utilize the car for daily commutes without relying on gasoline. With a short 6-mile commute, the expectation was to complete round trips solely on electric power, leveraging charging facilities at both home and work.
However, the reality of the electric range has proven to be less straightforward. Upon full charge, the instrument panel indicates an electric range of 12–13 miles. This figure generally aligns with the actual distance achievable before the gasoline engine engages.
Driving to work one morning, starting with a full charge and employing Max eDrive in ECO PRO mode, the owner observed the battery deplete from 100% to 50% in 24 minutes, covering 6.4 miles in moderate city traffic, including a school drop-off. The trip computer registered an energy consumption of 2.5 mi/kWh (24.8 kWh/100km). This translates to 2.56 kWh used for 50% battery depletion, suggesting a total usable battery capacity of 5.12 kWh. While this figure is close to the advertised 5.2 kWh useful capacity, the owner questions the accuracy of these readings, drawing parallels to fuel economy displays in gasoline cars that can be significantly off.
Over a month of driving, 2.5 mi/kWh appears to be a typical efficiency for this commute. Under optimal conditions – gentle acceleration, braking, and minimal stops – efficiency can reach 3.0 mi/kWh, marginally extending the electric range. However, these higher efficiency drives are not consistently reproducible and seem influenced by external factors like weather.
Despite achieving 2.5 mi/kWh or better, exceeding the EPA’s 2.32 mi/kWh (43 kWh/100mi) rating for the 2015 i8, the expected 15 miles (or even 18 miles at 3.0 mi/kWh) of range is not being realized. The EPA figures also suggest a usable battery capacity of 6.02 kWh (43 kWh/100mi * 14 miles / 100). This discrepancy raises concerns about either the accuracy of EPA data or a potential 15% reduction in the owner’s battery capacity.
Further complicating the matter, charging data indicates potential inefficiencies. A ChargePoint commercial charger reported delivering 3.28 kWh to recharge the battery from 50% to 100%. If the trip computer’s 2.56 kWh depletion figure is accurate, this implies a charging efficiency of only 78%, which seems lower than expected.
Prior to achieving the current 12-13 mile range, the owner initially experienced even lower ranges of 8-10 miles. A visit to a BMW dealer resulted in the replacement of the “low voltage battery,” reportedly resolving an excess power drain issue and improving the range. However, the lingering question remains: is 12-13 miles the typical electric range for a 2015 BMW i8, or could there be an underlying issue limiting battery performance? Online forums occasionally mention i8 owners achieving 20-25 miles of electric range, figures that seem unattainable with the current vehicle’s performance. This prompts the crucial question: is a return visit to the dealer warranted to investigate potential further issues with the 2015 BMW i8’s electric system?
