BMW E1: The unlikely 1991 concept that quietly shaped the future of EVs
Looking at the pictures of this dumpy, rust-coloured city car, you're no doubt wondering how such a creation could find its way onto our Cool Concepts page, but BMW's E1 was more cutting-edge and influential than its pedestrian appearance would suggest.
Looking for a new or used vehicle? Find it here with CARmag!
Unveiled at the 1991 Frankfurt Motor Show in response to tightening emissions laws coming out of the United States (remember, in the 80s, between 70 and 80% of cars there were V8-engined), the E1 was a product of BMW Technik GmbH: the same engineering division that brought us such novelties as the Z1 and the zany Z18, which placed a Z3 roadster-style body on a high-riding SUV chassis. BMW was all too aware of the limitations of battery technology at the time, especially with regard to operating range and charging, so it chose to develop E1 as an urban mobility solution.
Related: All-New Honda Amaze Lands in SA – Pricing and Spec
Unlike many concepts, which are little more than an eye-catching shell on a chassis, powered by a golf cart motor, the E1 was built as a fully roadworthy prototype. This meant that in addition to accommodating the practical considerations and high-quality cabin materials typical of BMWs, the E1 also had to conform to the crash-safety standards of the day. To achieve this, the car was not only fitted with dual front airbags, but also utilised an innovative construction comprising an aluminium frame clad with plastic panels that was both tough and lightweight.
A rear axle-mounted electric motor fed by sodium-sulphur batteries mounted under the rear seat (another nod to production-viable crash safety) developed a modest 37kW but was good for a top speed of 120km/h and a very respectable range of 200km. Charging was achieved via a standard electrical socket, using a plug stashed in one of the E1's kidney grille panels, and took six hours.
Related: Toyota Celebrates 40 Years at Le Mans With Throwback Liveries
These features may not seem that significant by current standards, but they were cutting-edge at a time when EVs were little more than an automotive pipe dream. Unfortunately, the E1 was perhaps a little too far ahead of its time in some regards. Deficiencies in the cooling systems needed for the sodium-sulphur batteries, which had the double-threat disadvantages of high optimal operating temperature and highly combustible innards, were revealed when the original prototype caught fire while charging, destroying the car and part of an adjacent building. Consequently, BMW utilised more stable sodium-nickel chloride batteries for its successor, the 1993 Z15 concept. The E1 may have looked bizarre and been limited by the battery technology of the time (not to mention sadly combustible) but its design and architecture would go on to form the blueprint for BMW's first production-series EV, the i3, as well as casting the die for the growing range of impressive i EV models to come.
Click here and browse thousands of new and used vehicles here with CARmag!
The post Cool Concepts – BMW E1 Concept appeared first on CAR Magazine.
Breaking news at your fingertips… Follow Caxton Network News on Facebook and join our WhatsApp channel.
Nuus wat saakmaak. Volg Caxton Netwerk-nuus op Facebook en sluit aan by ons WhatsApp-kanaal.
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
The Citizen
4 hours ago
- The Citizen
BMW E1: The unlikely 1991 concept that quietly shaped the future of EVs
Looking at the pictures of this dumpy, rust-coloured city car, you're no doubt wondering how such a creation could find its way onto our Cool Concepts page, but BMW's E1 was more cutting-edge and influential than its pedestrian appearance would suggest. Looking for a new or used vehicle? Find it here with CARmag! Unveiled at the 1991 Frankfurt Motor Show in response to tightening emissions laws coming out of the United States (remember, in the 80s, between 70 and 80% of cars there were V8-engined), the E1 was a product of BMW Technik GmbH: the same engineering division that brought us such novelties as the Z1 and the zany Z18, which placed a Z3 roadster-style body on a high-riding SUV chassis. BMW was all too aware of the limitations of battery technology at the time, especially with regard to operating range and charging, so it chose to develop E1 as an urban mobility solution. Related: All-New Honda Amaze Lands in SA – Pricing and Spec Unlike many concepts, which are little more than an eye-catching shell on a chassis, powered by a golf cart motor, the E1 was built as a fully roadworthy prototype. This meant that in addition to accommodating the practical considerations and high-quality cabin materials typical of BMWs, the E1 also had to conform to the crash-safety standards of the day. To achieve this, the car was not only fitted with dual front airbags, but also utilised an innovative construction comprising an aluminium frame clad with plastic panels that was both tough and lightweight. A rear axle-mounted electric motor fed by sodium-sulphur batteries mounted under the rear seat (another nod to production-viable crash safety) developed a modest 37kW but was good for a top speed of 120km/h and a very respectable range of 200km. Charging was achieved via a standard electrical socket, using a plug stashed in one of the E1's kidney grille panels, and took six hours. Related: Toyota Celebrates 40 Years at Le Mans With Throwback Liveries These features may not seem that significant by current standards, but they were cutting-edge at a time when EVs were little more than an automotive pipe dream. Unfortunately, the E1 was perhaps a little too far ahead of its time in some regards. Deficiencies in the cooling systems needed for the sodium-sulphur batteries, which had the double-threat disadvantages of high optimal operating temperature and highly combustible innards, were revealed when the original prototype caught fire while charging, destroying the car and part of an adjacent building. Consequently, BMW utilised more stable sodium-nickel chloride batteries for its successor, the 1993 Z15 concept. The E1 may have looked bizarre and been limited by the battery technology of the time (not to mention sadly combustible) but its design and architecture would go on to form the blueprint for BMW's first production-series EV, the i3, as well as casting the die for the growing range of impressive i EV models to come. Click here and browse thousands of new and used vehicles here with CARmag! The post Cool Concepts – BMW E1 Concept appeared first on CAR Magazine. Breaking news at your fingertips… Follow Caxton Network News on Facebook and join our WhatsApp channel. Nuus wat saakmaak. Volg Caxton Netwerk-nuus op Facebook en sluit aan by ons WhatsApp-kanaal.
The Citizen
4 hours ago
- The Citizen
440kW Omoda C9 PHEV coming to South Africa this month
The Omoda C9 PHEV is set to launch in South Africa this month, bringing a formidable plug-in hybrid punch to the SUV market. Looking for a new or used Omoda C9? Find it here with CARmag! This new offering boasts 440kW of power and 915N.m of torque, derived from a 1.5l turbo-petrol engine combined with four electric motors. This output positions the C9 PHEV to challenge performance SUVs that are significantly more expensive. While official acceleration figures are yet to be released, the substantial power output suggests a 0–100km/h time that could potentially rival some German competitors. Of particular note are the impressive efficiency claims: Omoda states the C9 PHEV consumes just 1.4l/100km and features a 34.5kWh battery, providing an electric-only range of up to 150km — more than double what many PHEVs currently offer. The total claimed range extends to approximately 1 100km, and DC fast charging allows for a 30% to 80% charge in just 25 minutes. Visually, the C9 PHEV is nearly identical to its petrol-powered counterpart, with the key differences lying beneath the surface and in its badging. Initially, South Africa will receive only the top-spec Explore model. While final specifications are pending confirmation, it is anticipated to include features such as 20-inch wheels, Nappa leather upholstery, a panoramic roof, and heated seats for all occupants. Given the petrol C9's existing features, adaptive suspension and a 540-degree camera system are also likely to be carried over. Related: Review: Omoda C7 SHS As a reminder, the Omoda lineup currently comprises two models, namely the 2.0TGDI 400T Inspire and the 2.0TGDI 400 T Explore AWD, which are priced at R785 900 and R885 900 respectively. The jury is still out on pricing, but with the added tech, it could approach the clutches of a seven-figure price tag. Click here and browse thousands of new and used vehicles here with CARmag! The post 440 kW Omoda C9 PHEV Coming to South Africa in June appeared first on CAR Magazine. Breaking news at your fingertips… Follow Caxton Network News on Facebook and join our WhatsApp channel. Nuus wat saakmaak. Volg Caxton Netwerk-nuus op Facebook en sluit aan by ons WhatsApp-kanaal.
The Citizen
a day ago
- The Citizen
All-electric Mini Cooper SE rises above weight and price issues
Go-Kart experience, complete with fake sound and light show, turns hatch into a toy car. The new all-electric Mini Cooper SE does an excellent job of living up to the brand's ethos. Instant torque and enjoyable handling deliver the kind of fun experience the iconic Cooper S 3-door is known for. While the Mini Cooper SE is a lot bigger and more advanced than its Cooper S Mk1 forefather from the 1960s, there is number that is remarkably similar despite being separated by six decades on their birth certificates. Quite astonishingly, the power to weight ratio difference between the models are only 10kW/ton. The Mini Cooper SE has a power to weight ratio of 98kW/ton compared to the Mk1's 88kW/ton. Mini Cooper S an icon The Mk1 that famously won the Monte Carlo rally in the 1960s before and negotiated drainpipes and stairways in the original The Italian Job film was fitted with a 1 275cc engine kicking out a princely 57kW. But, a kerb weight of only 645kg gave it a very respectable power to weight ratio in a game where 100kW/ton was once the golden benchmark. The Mini Cooper SE's outputs of 160kW/330Nm produced by a single electric motor is actually more than its internal combustion sibling's 150kW/300Nm. But electric cars have a major weakness and that is the weight of its batteries, which in the SE's case is a 54.2-kWh lithium-ion battery pack. Its kerb weight of 1 620kg therefore stand out like a sore tooth against the petrol engine model's 1 285kg. ALSO READ: New Mini Cooper S stays true to peppy and fun 'hot hatch' roots The resulting power to weight ratio of 98kW/ton drags the SE way down from the 116kW/ton ratio of its petrol-powered sibling. This leads right into the other sticky point. The price. The Mini Cooper SE costs R802 000, a R155 605 premium over the R646 395 Cooper S 3-door. As before, the Mini Cooper SE's taillights resemble the Union Jack. Picture: Charl Bosch Political shenanigans In a first world country with zero carbon emission targets, various incentives and subsidies are in place to ensure electric vehicle (EV) ownership is a viable option compared to cars powered by internal combustion engines. But we live at the southern tip of Africa ruled by a government that is likely reading the White Paper on proposed future policies of new energy vehicles upside down. Until they figure this thing out and relax taxation on EVs, cars like the Mini Cooper SE will stay expensive unfortunately. And even though charging at home will be much cheaper than filling a stank with petrol, you'll have to drive at least 120 000km before breaking even. This is a real pity. And by no fault of Mini or its owners BMW, even though GWM builds the electric version in China. The carmaker has come a long way since the days of the BMW i3, which compared the Mini Cooper SE, tragically lacked a soul. Knockout colour The SE is a great blend of modern technology with a fair bit of retro-ness which ranges from the driving straight through to the styling. The tester The Citizen Motoring drove in Sunny Side yellow paint with black roof and mirror caps was a real head-turner. Like the electric-only Mini Aceman, the Cooper SE's cabin is very simplistic. A variety of hard-wearing recycled fabrics feature all over the cabin clad in all sorts of funky colour combinations. The 9.4-inch OLED roundel infotainment system which controls most functions takes centre stage on the dashboard. Making up for the absence of an instrument cluster is a head-up display. What we liked is that there is still physical switchgear for some functions like side mirror adjustments and volume control. A key-like start switch features between a toggle switch gear selector and Experience selector, the latter becoming our go-to plaything. Go-Kart experience Instead of run-of-the-mill driving modes, the Experience mode selector allows you choose a mode like Vivid or Green that not only adjusts the driving dynamics, but also the look and feel of the cockpit in terms of screen design and ambient lightning. In our case, the preferred option was the Go-Kart Experience. The 9.4-inch roundel is clear and easy to use. Picture: Charl Bosch Flipping the switch into Go-Kart mode gets Mini Cooper SE as excited as the driver, with a loud 'woo hoo!' glaring from the speakers as soon as its activated. It unleashed a lightning quick throttle response, firms up an already stiff suspension and makes the feedback on the torque steering a lot more accentuated for a sportier feel. Better yet, it activates a sound akin to an arcade racing game. At might sound a tad to artificial at first, but once you become addicted it's hard to disengage Go-Kart. ALSO READ: Petrol and EV confirmed as BMW prices all-new Mini Cooper On smooth surfaces with little feedback from the suspension you don't really notice the SE's weigh too much. But on less than perfect roads you do get a feeling for the mass you are carrying as the firm suspension starts bouncing around a bit. That, and the fact that we suffered a tyre burst hitting a pothole forced us to abandon any plans of trying to emulate the 1960s icon and drive it down a staircase or two. Mini Cooper SE passes the test Like any fossil fuel-driven car, the harder you press the accelerator, the higher the consumption. Going about your business in a civilised manner will ensure power consumption of less than 20kWh which should get you just over 300km of range. But play too hard and you'll need to stop a lot more for charging. But Mini has made provisions for that too, as the Cooper SE supports DC charging of up to 95kW. Political shenanigans burdening the Mini Cooper SE aside, the hatch does an excellent job of upkeeping what Mini is within an electric persona. If more soulless electric cars can adopt personalities like this, maybe the future won't be all that boring.
