Electric cars from BMW: "New class" to play a leading role

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BMW dug deep into its own stock of history for a new platform. After the legendary meeting on December 9, 1959, at which the rescue of the brand was initiated with the BMW 700, the 1500 mid-size sedan finally ensured the long-term financial recovery from 1962 onwards. It was called the "New Class". This very name was reactivated for a new E-platform. Six models are to be launched on this platform over the next two years. Bit by bit, BMW is revealing what can be expected in terms of technology. The first representative of the new class, the iX3, will be launched on the market this year, with further offshoots to follow by 2026 at the latest. By 2030, around 50 percent of all new BMW cars sold will have a battery-electric drive.

Up to four motors in the car

Significant progress is to be made in three areas in particular: Drive, battery, software architecture. Like its predecessor, the sixth generation of electric motors from BMW does not use any rare earth metals. Various drive configurations between one and four motors are planned for the car. The individual output of the synchronous motors at the rear should be between 200 and 300 kW, and that of the asynchronous motors on the front axle at least 120 kW. This opens up an enormous range of conceivable system outputs. In the top models, the mark of more than 1000 kW could be reached, although BMW expressly refused to confirm this.

BMW promises that the electric motors will be lighter than their predecessors. The aim is to achieve a weight of around 125 kg each. There should also be progress in terms of efficiency. In relation to the entire vehicle, there is talk of an improvement of around 20 percent. Even if the electric motor only makes a partial contribution to this, that would still be a lot. Internal energy losses have been reduced by 40 percent, according to the BMW package insert.

Two cell types

However, progress within the electric drive system is not primarily taking place in the electric motor, which is no longer making huge leaps despite small advances, but in the battery. BMW wants to offer two cell types in the New Class, both of which have a diameter of 46 mm but differ in height: One is 96, the other 120 mm. That doesn't sound like a dramatic difference, but BMW wants to offer not only SUVs but also saloons and coupes on this basis – and every centimeter less is welcome. In terms of volume, the energy density is said to have increased by around 20 percent compared to the current models. In contrast, the weight – is said to have decreased by around 10 percent.

Lower costs

Costs are also set to fall, and drastically so. With a comparable range, the costs of the entire drive system in the sixth generation would be up to 50 percent lower than those of its predecessors, BMW claims. Of course, many factors are included in this figure: Fuel consumption is said to have fallen, and the range achieved per kilowatt hour would therefore increase. In addition, BMW is benefiting from further falling prices per kilowatt hour of energy content. Ideally, the range should increase by more than 30 percent.

Charging capacity of 270 kW?

The maximum charging capacity is also likely to increase significantly. So far, the fastest series-production BMW in this respect charges at a peak of 205 kW. Those responsible have not yet provided any precise details, but the switch to a voltage level of 800 volts should significantly increase the peak charging power. BMW will be keen to deliver more than just a brief peak value. This is because customers have learned in recent years that such a value is often not very meaningful for the duration of the charging pause.

So far, BMW has only stated that electricity for a WLTP range of 300 km can be recharged in 10 minutes. Assuming 15 kWh/100 km, that would be 270 kW average charging power in this range. A Porsche Taycan may charge a little faster at peak times, but above a certain value at the latest, such data becomes less important in practice for most driving profiles.

BMW has also taken a different approach to the design of the battery. There are no longer any internal struts or modules. This raises the question of whether such a storage system can be repaired reasonably cheaply in the long term. Today, individual modules can be replaced in most e-car batteries, which can make the difference between "economic total loss" and "fit for many more kilometers".

Zones defined

The current announcement of a different electronics structure should also be seen in the sense of only gradually revealing what will be implemented on this basis. There will be a zone architecture in which there will only be a few control units. In future, four powerful computers will be in charge: one will be responsible for the driving dynamics, one for the entire infotainment system including the "BMW Panoramic Vision Display", the third will control the assistance systems and autonomous driving functions and the fourth will handle basic functions such as the car's climate control and data management.

The overarching goals here are also: Reduce costs, operate sustainably. Customers should be offered digital services over the entire life of the car. They can subsequently activate certain functionalities – for a fee, of course. This is already possible today, not only at BMW, but is to be expanded as a line of business in the long term in order to retain customers and, of course, earn money. What this looks like on the surface was demonstrated at the CES in Las Vegas.

Conclusion

BMW promises great progress with the New Class. The brand must also make this progress, because the classic qualities with which BMW has previously appealed to its clientele no longer count for much in the growth markets. In the past, it was possible to entice customers with silky six-cylinder engines, but with the switch to electric drive, such incentives to buy have largely disappeared. What is needed is fast charging, a long range and an extensive entertainment program that is kept up to date at close intervals.

BMW has no choice but to play along with this game. Unlike in the early 1960s, the entire industry is in a state of upheaval, and not just the brand. This undoubtedly makes it even more challenging than back then to react accurately. Because if the "New Class 2.0" experiment fails, the brand will have a problem that is almost impossible to solve. Technically at least, however, it seems to be well equipped to survive on the market.

(mfz)