No automobile firm needs regulation. However sometimes, guidelines and deadlines pressure the business to maneuver in methods it may not in any other case. For BMW, California’s first emissions requirements in 1966 and the U.S. Clear Air Act in 1970 had been simply that form of push. They didn’t simply clear the air — they accelerated BMW into gasoline injection with vehicles just like the 2002 tii, making them cleaner, extra environment friendly and faster.
However decreasing emissions was solely a part of the story. Eliminating them fully required one thing radical: a return to electrical drivetrains. And whereas BMW wasn’t constructing vehicles through the first “electrical age” on the flip of the century, it dipped its toes in 1972 with the Elektro 1602, a transformed 2002 that quietly paced marathon runners on the Munich Olympics. Twelve lead-acid batteries and a 44-mile vary meant it was extra science undertaking than manufacturing automobile, however it marked the start of an extended journey.
Hydrogen Detours and California Stress
By way of the Nineteen Eighties and 90s, BMW chased hydrogen as a zero-emission path whereas regulators in California saved urgent for EVs. Ideas just like the E1 and E2 seemed futuristic however struggled with sodium-sulfur batteries. Even a small fleet of three Sequence with experimental range-extenders missed the mark. The truth, as BMW NA’s Wealthy Brekus later put it: “The E36 electrical automobiles had been horrible.”
California ultimately agreed to simply accept BMW’s Partial Zero Emission Automobiles as an alternative — vehicles that had been nonetheless gasoline-powered however terribly clear. Hundreds of thousands of them hit the highway, dramatically enhancing California’s air high quality.
Undertaking i and the Megacity Imaginative and prescient
By 2007, BMW shifted gears. Cancelling its F1 projectm, BMW shifted engineering expertise to electrification. This mixed with hydrogen experiments being deserted, the corporate launched Undertaking i. The thought wasn’t simply to construct an EV, however to rethink mobility within the age of megacities. Enter the MINI E: 1,088 lithium-ion cells powering a MINI hatch stripped of its rear seats. With 201 hp and a claimed 156-mile vary, it was crude however promising.
What made the MINI E outstanding wasn’t the {hardware} however the take a look at program. In 2009, BMW put 450 of them within the palms of actual clients in LA, New York and New Jersey. Leasing price $850 a month, and drivers had to offer suggestions. All of the sudden BMW wasn’t simply experimenting in a lab — it was dwelling the EV future alongside its clients.
Fans like Pacific Palisades resident Peter Trepp blogged every day about charging, regenerative braking and life with out gasoline stations. Prospects found the fun (on the spot torque, one-pedal driving) and the complications (European plugs with out UL approval, brutal vary loss within the chilly).
From MINI E to ActiveE
Part two got here in 2012 with the BMW ActiveE, a battery-electric 1 Sequence coupe with liquid-cooled batteries and extra refinement. Vary was nonetheless solely about 100 miles, however the automobile previewed the powertrain and thermal administration that will underpin BMW’s first true manufacturing EV, the i3.
Classes That Nonetheless Matter
The MINI E and ActiveE weren’t gross sales hits — they had been rolling take a look at beds. However they taught BMW how clients cost, what vary anxiousness seems like, and the way utilities would possibly sooner or later use EVs to stabilize the grid. In addition they laid the groundwork for BMW’s round financial system pondering, repurposing previous EV batteries for stationary vitality storage.
And whereas Tesla grabbed headlines with the Mannequin S and its 300-mile vary, BMW’s methodical path via Undertaking i confirmed how a legacy automaker might be taught by doing. The experiments had been messy, generally irritating, however important.
Our Take
Trying again, the MINI E and ActiveE really feel like scrappy prototypes in comparison with the polished Neue Klasse EVs about to reach. However they had been the spark. Regulation could have compelled BMW’s hand, however what saved the momentum going was curiosity, engineering stubbornness and the willingness at hand imperfect vehicles to actual drivers. With out that, there’s no i3, no iX, and no EV future for BMW and no forthcoming Neue Klasse.
