BMW i3 review

Overview

The original i3 is a very different proposition from the later electric saloon that reuses its name. This review covers the facelift I01 hatchback with the 120 Ah battery in 2019–2020 UK pure-electric form, excluding both the sportier i3s and the petrol Range Extender. It remains interesting because its design is genuinely compact and purpose-built around electric propulsion, not simply a conventional large car with a different motor. The best match is a four-person-or-smaller household with predictable daily mileage and convenient charging. Our view is original research-based buyer analysis, not a first-hand road test. Its appeal depends on accepting the rear-door arrangement and realistic journey capability, not assuming every newer battery-powered car renders an older one useless.

Exterior and interior

The i3's tall glass area, short body and unusual cabin materials distinguish it from the brand's conventional hatchbacks. That individuality can make a used example feel more interesting than its age suggests, but condition still matters more than a fashionable interior theme. Inspect the seat fabric, exposed structural areas and door seals, and make sure previous damage was repaired with an appropriate method. The carbon-fibre passenger cell is not a reason to ignore accident history; it is a reason to ask more informed repair questions. Try the seating position and visibility yourself. A carefully preserved standard car is preferable to one whose wheel, suspension or infotainment modifications cannot be explained clearly.

Practicality

This is a four-seat car, not a five-seat hatchback with a small middle cushion. The rear-hinged rear doors require the front doors to open first, which changes school-run and car-park routines in ways a photograph cannot demonstrate. Try the process in a confined space and with any child restraints you intend to use. BMW quotes 260 litres of luggage space with rear backrests upright, so bring your pushchair or regular shopping load rather than assuming the tall body guarantees a large boot. Folding the rear seats helps with occasional bulky items, but removes passenger places. A household that often carries five people should reject the i3 before becoming attached to its design.

Driving experience

The i3's urban case rests on compactness, immediate electric response and a small turning circle, rather than luxury-SUV isolation. Those characteristics make it worth trying on the streets you use most. Evaluate the ride over speed humps and damaged surfaces, especially if the example wears a larger optional wheel setup. Explore regenerative braking gently and check that its response feels predictable; adapting to it is more useful than expecting it to mimic a petrol automatic perfectly. A motorway demonstration is still worthwhile if occasional longer travel is part of your plan, particularly for crosswind behaviour and noise. This review values the original car's distinctive layout, but does not claim to have personally tested any example.

Performance

The standard 120 Ah i3 retains a 125 kW motor, equivalent to 170 PS or approximately 168 bhp, and BMW quotes 7.3 seconds from zero to 62 mph. The i3s has a different output and must not supply this car's performance headline. Immediate response can make ordinary traffic gaps easy to use without suggesting that repeated maximum acceleration is necessary. On a test drive, check for consistent power delivery, warning messages and abnormal drivetrain noise. Battery temperature and state of charge can influence how an electric car responds, so interpret one run sensibly. For the intended buyer, smooth controllability and available range matter more than finding an aggressive launch setting.

Fuel economy

The 120 Ah battery is 42.2 kWh gross and 37.9 kWh usable when new; those capacities are not interchangeable. BMW's period WLTP range is 285–310 km, approximately 177–193 miles depending on configuration. The catalogue uses the conservative end, not an assurance that a used car will cover it in winter. Our running-cost calculation assumes 3.6 miles per battery kWh and adds a separate ten percent electricity allowance for charging losses. That is a transparent planning scenario, not certified efficiency or an observed owner average. For your own use, allow a reserve for cold weather, motorway speeds and degradation, then test whether the daily round trip remains comfortable without relying on a public charger every evening.

Reliability

Electric propulsion removes some conventional engine maintenance, but it does not remove suspension wear, climate-system problems, low-voltage battery issues or accident-repair exposure. Our moderate-confidence judgement is not a failure-rate estimate. Obtain service evidence and a meaningful battery-health assessment, and make sure the car charges reliably rather than merely displaying a reassuring range prediction. Have body damage and structural repair history assessed by someone familiar with the i3's construction. A seller's claim that batteries last forever is no more useful than an unsupported claim that all will fail. Confirm any remaining battery warranty with BMW against the individual VIN and mileage. Keep funds for specialist repairs instead of treating low electricity cost as proof that every aspect of ownership is cheap.

Safety

The linked independent reference is Euro NCAP's historical assessment of the original i3 generation from 2013. We do not reproduce its rating, scores or artwork, and we do not apply a result for the later car that shares the name. The age of the original assessment makes equipment verification especially important; optional driver assistance should not be assumed from a premium badge. Inspect seatbelts, tyres, brakes and any repaired structural area carefully, and test your actual child restraints using the relevant manuals. The unusual door arrangement deserves a practical access check, not speculative claims about safety. Use GOV.UK's recall service with the registration and ask BMW to establish completion of applicable VIN-specific campaigns.

Technology and features

The rotary-controlled cabin can be appealing if you prefer a clear separation between driving controls and a phone screen. Equipment and interior packages vary, so this record makes no blanket promise that cruise, parking aids, heated seats or Apple CarPlay are standard on every UK 120 Ah example. Demonstrate advertised features and check the build specification. BMW's period charging specification supports up to 11 kW AC on suitable three-phase equipment and 50 kW DC; an ordinary UK single-phase home installation will not supply that 11 kW AC maximum. The DC ceiling is modest by newer-EV standards, so longer-trip planning needs to account for charging time and an alternative site if the intended charger is unavailable.

Running costs

The October 2026 purchase budget is £10,500–£17,000, an editorial planning range rather than verified listings. At 8,000 miles and assumed 3.6 miles per battery kWh, adding ten percent for charging losses gives approximately 2,444 kWh from the wall. At £0.25 per kWh at home that costs about £611; at an illustrative £0.75 on public charging it is about £1,833. With a rounded £200 tax allowance and £600–£1,100 for routine maintenance, MOT and tyre wear, the home-charged total is roughly £1,400–£1,900. Check tax and personal insurance separately. Finance, depreciation, charger installation, parking and major repairs are excluded. Public-only charging changes the economics materially, even though the car remains convenient for some buyers.

Advantages and disadvantages