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BMW Group releases results of UK-supported EV trial

The BMW Group released the data from the MINI E field trial in the UK. (Earlier post.) With 62 members of the public and 76 pool users running the battery-powered hatchbacks over two six-month periods, the Government-supported trial is the most in-depth of its kind in the UK to publish its findings.

An large amount of data was collected electronically by data-loggers in the car and the home charging points, and also from extensive driver research carried out by Oxford Brookes University. The early findings have already informed the development of the 2011 BMW ActiveE car, a four-seat car based on the BMW 1 Series Coupe, but the biggest beneficiary will be the BMW i3, the first purpose-built EV from the BMW Group, set for launch in 2013. The information has also helped to inform UK policy-making decisions and other EV market stakeholders, BMW said.

MINI E Trial in numbers
  • 40 MINI Es
  • 12 months
  • 138 drivers (32 women 106 men)
  • 258,105 miles
  • 33,345 journeys
  • 80,282 kWh electricity
  • Highest individual mileage:7954 miles
  • Avg. mileage per vehicle over 6 mos: 3226
  • Avg. cost to charge over 6 mos: £60, less than 2p per mile
  • The UK trial discovered that everyday use of the electric MINIs didn’t radically differ from the typical driving patterns of a control group of drivers of conventionally powered cars in the same segment. The daily journey distance of 29.7 miles was slightly more than the 26.5 miles recorded by the control cars, a mix of MINI Coopers and BMW 116i models. (The UK average daily distance driven for private cars overall is less than 25 miles.) With information gathered by on-board data-loggers, the average single trip distance was recorded as 9.5 miles compared to the UK average of seven miles.

    Four out of five people reported that 80% of their trips could be done exclusively in the MINI E, and this increased to 90% saying that with the addition of rear seats and a bigger boot, all their trips could have been done in the MINI E.

    The MINI E
    The MINI E is a two-seat development of the familiar MINI Hatch, powered by a 204hp electric motor that also generates 220 N·m of torque.
    A 35 kWh Lithium-Ion battery containing 5,088 cells provides the power. The battery was charged by a special home charger supplied by consortium partner Scottish and Southern Energy. This enables a charge time of 3.5 hours at 32 amps.
    The MINI E has a top speed of 95 mph (153 km/h) and an official range of 149 miles (240 km) according to FTP72 standards, although a realistic range is 112 miles (180 km).

    84% said that severe the severe low temperatures during both phases of the field trial affected the distance that could be driven between charges, but despite that, four out of five participants told the researchers they thought the MINI E was suitable for winter use, with one user, Janet Borgers, saying she “regularly did 88 miles in a single journey in the cold weather”. Another female commuter clocked up almost 8,000 miles over a September to March period.

    Given the daily driven distance of just under 30 miles, the drivers felt confident enough not to have to charge their MINI E every night. The average was 2.9 times a week according to information fed back via electricity smart meters, with special night-time tariffs successfully encouraging individual drivers to charge when it was cheapest, which coincided with a low demand period and a greater proportion of renewable energy in the grid mix.

    Nine out of ten drivers told the researchers that charging actually suited their daily routine, with 81% agreeing with the statement “I prefer to plug in the car than go to a fuel station”. The running cost-savings were appreciated by users, with one participant telling researchers the thing she’d miss most was: “the money I will have to start paying for fuel again!

    Most charged at home, with 82% using their wall-mounted charging box 90% of the time. The lack of a comprehensive public charging infrastructure in the UK was noted, with four out of five participants (82%) saying they thought that it was “essential” that a network of charging points was established. However, almost three quarters (72%) said they were able to use their car perfectly adequately right now as they had access to private charging.

    Asked about their driving experience, the trial participants were full of praise. Every single one enjoyed the quietness, with one user quoted as saying: “I like the silence – it’s very futuristic and it causes a reaction when people notice you pull away without making a sound.” And they all agreed with the statement: “electric vehicles are fun to drive.” The reason was partly down to the “fast pick-up and quick acceleration” of the 204hp MINI, again a statement that 100% agreed with. One even went so far to say it was “absolutely the best car I have ever driven”.

    Driving efficiently to extend the range was seen as part of the enjoyment rather than a chore. Understanding that use of the regenerative braking could increase the range by approximately 15%, three quarters of the users (74%) agreed with the statement that it was “a game for me to use the regenerative braking in a way that enables me to reach my destination without draining the battery.”

    Asked by the Oxford Brookes University researchers for suggestions to deal with the potential danger from the low noise at low speeds, more than half (56%) said that instead of an artificial noise, the driver should pay more attention. However just over a quarter (28%) said they’d like to have a warning noise below 12.5 mph (20 km/h).

    Almost all participants (96%) said they’d consider buying an electric car as a result of taking part, and half (51%) revealed they would pay a third more for an EV. A third (30%) said they’d consider taking the plunge within a year, while 55% said they’d hold fire for two or more years.

    The trial found that one week was all that was needed for customers to adapt to the characteristics and peculiarities of driving an EV, such as charging, range, regenerative braking and low noise. However those company car drivers invited to use the MINI E as a pool car on a less frequent basis needed increased training and support during the initial period of vehicle use in order to consolidate their learning.

    Fleet use was a big part of the trial with organizations in the UK and in Europe reporting positive feedback from both individual drivers and also fleet managers monitoring the MINI E’s use as a pool car. Those users who swapped out of their regular car reported that the MINI E was fine for 70% of journeys made during the working day, while the pool car success rate was even better with between 80-90% of regular trips achievable.

    The speed of charging was an important consideration for fleet users, while managers also flagged up the need for a clear procedure for the efficient charging of pool vehicles. Companies that participated included Scottish and Southern Energy, Oxfordshire County Council, and Oxford City Council.

    The MINI E trial was one of eight UK projects supported by the £25-million (US$41-million) Ultra Low Carbon Vehicle Demonstrator Programme, funded by the Technology Strategy Board and Department for Transport. These are aimed at bringing forward the introduction of viable electric passenger vehicles to the UK.

    The UK field trial mirrored those on the East and West coasts of the USA, in both Munich and Berlin; Paris; Tokyo and Beijing and Shenzhen. In the UK 40 MINI Es were driven from December 2009 until March 2011. The 40 private MINI E Pioneers were selected from applicants in the South East of England and paid a subsidized monthly lease cost of £330 (US$537). The remainder were fleet drivers with an individual car nominated by their company. They represented a mix of males and females from a cross section of income-groups, education backgrounds, urban/rural dwellers, family sizes and annual mileages. Drivers with access to a MINI E pool car also formed part of the study.

    The UK Consortium members who have supported the MINI E trials are Scottish and Southern Energy who supplied the home /public charging technology and energy, Oxford Brookes University who devised the research methodology, selected participants and analyzed data from users, SEEDA who provided funding support and enabled the participation of Oxford City Council and Oxfordshire County Council, and the BMW Group who led the Consortium, supplied the MINI E and managed driver education and support.

    The 40 MINI Es are still on UK roads in partnership activities which continue to promote awareness and understanding of electric vehicles, and they will form part of the BMW Group UK’s official vehicle fleet for the London 2012 Olympic Games.



    Wow, now we know so much more about peoples reactions and the suitability of EVs.

    Like, um ,they don't mind that they are quiet, sort of and umm, They like not stopping at gas stations and buying gas and a . .

    Wait, Let me read this again.


    And they don't mind paying 33% more for an EV.


    A Japanese study group forecast 32.5 million electrified vehicles/year by 2025. HEVs, PHEVs and BEVs will take the major share of the market with FC much less.


    Yes, this is all nice, but what did the exercise actually achieve? That self selected drivers already interested in electric vehicles, who received a subsidized lease, who were given a 200+ HP car, and were able to give the car back in only a year were pleased with the experience. Given this experiment’s design, the cars would have had to have been unmitigated disasters to have received failing grades. Duh. Let's see how the Leaf and Volt do.





    "(82%) saying they thought that it was “essential” that a network of charging points was established. However, almost three quarters (72%) said they were able to use their car perfectly adequately right now as they had access to private charging."

    Which sorta means all the hype about charge point infrastructure is BS.

    Chad Snyder

    I find the average trip length most interesting. 7 - 9.5 miles seems to validate what Toyota has been saying all along.

    While greater EV range sounds more sexy, it also incurs greater costs, and plug-in success will be driven by costs. Not long ago, Oxford completed a study that suggested that small battery plug-ins with the ability to charge regularly -- almost dynamically -- could mainstream plug-ins much faster than expected because it could actually be cost-effective.

    Could large businesses, for instance, add smart charging capabilities to their businesses so that employees and business could both benefit?

    Thus a plug-in Prius hybrid could make it to work using mostly electricity, fully charge in less than 3 hours while at work, and make it back to home using mostly electricity, with 50 mpg as the backup option.

    In an 8 - 9 hour day is there spare capacity to charge for 3 hours, while also having the ability to use those EV batteries during peak hours to balance load when costs are the greatest?

    The whole picture isn't there yet, but some serious out-of-the-box thinking might result in unique value propositions that could mainstream plug-in vehicles much faster than anticipated in a way that is actually cost-beneficial to all involved -- without the need for massive government subsidies.


    A mix of Toyota Prius III+ and Prius PHEVs could meet revised CAFE 60+ mpg standards by 2013/2015. There is no need to wait till 2025 or expensive-unjustified subsidies. By 20225, the same mix could probably meet 80+ mpg re-revised CAFE.


    I like 2p per mile - however this is 2500# car - but, this is a UK electricity price.
    I like a 'realistic range' of 112 miles - however this is southern England, not Minnesota, Alberta, Stockholm or Moscow - as in cold - but it is often damp and miserable in southern england.
    I 'meh' on a top speed of 95mph - but like the acceleration.
    Big picture: it is fundamentally a commuter car that will more likely add to 8am and 6pm highway congestion rather than be something you leave in the garage 3 days out of five and then take out on the weekend for unplanned, who-knows-where trips (as in of uncertain distance or proximity to power (but range-extender gas is there if you can suffer to pay the - what is it now £1.40/L? ) -- is the lack of far range (cheap) versatility going to counter balance the convenience of home charging and 2p/mile running costs?? And are we gettiGn at least 7 years to the battery pack? And what happens to a lease and residual value when you are in year 5 of a PHEV?? Too many ifs and compromises and mehs.
    Subsidise it for the first 5 years down to equivalent ICE and hopefully it'll take 5% of the small car market in g7 countries from 2012 to 2018 - hopefully.


    Chad: I am with you. A 20 mile all electric range with either recharging locations, or a small range extender would work for the vast majority of trips. And 20 mile all electric would require much cheaper batteries than 100 mile capability.


    My commute of 26 miles each way fits nicely with 100 mile range elec cars. Enough range remains to go shopping or out to dinner.

    I'm all for electric cars. The price must be right though.


    What you need is a PHEV (electric economy with ICE range).
    However, they are expensive.
    You could achieve this by buying a battery EV, and keeping your old ICE.
    The BEV is used for most commuting and short runs, the ICEv for the occasional longer run.
    Thus it comes down to storage, taxation and insurance.
    If you have enough space for 2 cars, you are in business.

    Then, it is up to the governments to modify insurance and road taxation rules so make it economical to operate a pair of cars as one.

    Note: If you live in the south of England, an EV might well suit. If you live in Montana - get an ICEv and don't sweat it.

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