5Series.net First Drive: BMW i3 at L.A. Auto Show

I have a theory about the BMW i3: the less you know about it, the more you hate it. When BMW first announced this car, I knew nothing about it, and I hated it. I thought the i3 was a nail in the coffin for BMW. This funky-looking electric car seemed like a complete departure from the sporty thinking that made BMW great. To me, the BMW i3 represented a scorning of driving pleasure.

I found my assumptions about the car were wrong when I began to research it. Horsepower: 170 — torque: 184 lb-ft — pretty decent for an electric car. Weight: 2,800 lbs. — outstanding … especially for an electric car. Then I began reading the major magazines’ first-drive reviews, and they were promising. In a nutshell, they thought the i3 was a sporty product worthy of the BMW roundel. The decent specs combined with the positive reviews got me excited about the i3. I was beginning to think this relatively affordable electric car could be fun.

Then I drove it.

This is a real BMW. The chassis was tight, the ride was well-buttoned, the interior was charming, and the power delivery was sensational. For a person of the instant-gratification-seeking Generation Y, there are few things as satisfying as mashing the accelerator pedal on an electric car, and getting instant response devoid of transmission kickdown. This car’s acceleration is like a drug, and the accelerator pedal is the plunger on the hypodermic needle. Unless you drive more than 80 miles between charges, this BMW offers everything you want: fun, comfort, and practicality (within a certain range).

Just after driving the i3, I hopped into an Audi A3 e-tron plug-in hybrid: a car arriving at U.S. dealerships early in 2015 that will somewhat compete with the i3 (range-extender model). I did get to sample the A3 in its gas/electric hybrid setting, but I am basing this comparison on the Audi’s electric-only mode.

When powered solely by electrons, the A3 e-tron’s maximum power output is 99 horsepower, but 204 horsepower when combined with the 1.4L, 150-horsepower turbocharged gas engine. The Audi’s electric motor feels more powerful than its 99-pony rating would suggest, darting me through downtown L.A.’s streets with the authority of a 130-horsepower powerplant. It’s an impressive car, but it has more body roll in the corners and more brake dive than the i3. Both the A3 and i3’s cabins were quiet, but the i3 suffered from some interior rattles … likely due to its pre-production spec.

What’s the better car? The BMW i3, hands down. It’s more fun to drive than the A3, and better-behaved around town; however, if you think an all-electric car will give you range anxiety, the A3 is the better choice … or you could wait for the i3 with the range extender, which offers a maximum driving distance of 180 miles. The BMW i3 with Range Extender will start at $45,200. U.S. pricing for the A3 e-tron has yet to be announced.

I highly recommend giving the i3 a try when it hits U.S. dealerships in the second quarter of 2014. Futuristic powertrain notwithstanding, this is a fun car. At $41,350, it’s also a great value when you factor in federal and certain state tax incentives that lower the i3’s price to a level commensurate with similarly equipped gas-powered BMWs.

I know quite a bit about the BMW i3 now, and I love it.