The original BMW i3 may not be front of mind as a used purchase in 2026, but it may just be what you need to fight fuel prices. We explore it as a used buy…
When the BMW i3 arrived in South Africa in early 2015, it was not merely an electric hatchback, but a case study for every electric vehicle (EV) on sale locally today. Entering a market plagued by grid instability and rudimentary charging infrastructure, the i3 (codenamed I01) bypassed traditional steel unibody construction entirely. Instead, BMW engineered a bespoke carbon fibre-reinforced plastic (CFRP) passenger cell mounted to an aluminium “skateboard” chassis. While its polarising silhouette and steep showroom pricing initially confined it to wealthy early adopters, heavy depreciation in the EV space has transformed the i3 into a compelling buy for city dwellers – provided buyers understand its battery evolution and unique maintenance liabilities.
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BMW i3 powertrains and electric range
The range utilised a rear-mounted synchronous electric motor delivering 125 kW and 250 N.m of instant torque to the rear wheels via a single-speed transmission, while the rarer, post-2018 i3s bumped outputs to 135 kW and 270 N.m. Crucially, BMW offered two configurations across every battery generation: the pure-electric eDrive and the Range Extender (REx). The REx added a 647 cc two-cylinder petrol motorcycle engine (25 kW) under the boot floor that acted as an onboard generator to maintain battery charge once depleted. It is fed by a tiny, 9.0-litre fuel tank.
Battery capacity defines the i3 timeline. Launch models (2015-2016) used a 60 Ah (18.8 kWh usable) pack yielding roughly 130 km of real-world range. In late 2016, BMW introduced the 94 Ah (27.2 kWh usable) battery, boosting practical range to around 180 km. Finally, the 2019 update brought the 120 Ah (37.9 kWh usable) pack, delivering a usable 250 km on a single charge.
BMW’s “LifeDrive” architecture kept the standard i3’s kerb mass to a featherweight 1 195 kg.
BMW i3 interior and boot space
Access to the four-seat cabin is via rear-hinged “coach” doors that required the front items to be opened first, eliminating the conventional B-pillar. Inside, the flat floor and sustainable materials – including recycled plastics, kenaf plant fibres, and eucalyptus wood – create an airy, lounge-like environment, though boot capacity is rather modest, at 260 litres.
Common problems and things to look out for
- Expired battery warranty: The factory battery warranty spanned eight years or 100 000 km. With a replacement eight-module pack costing upwards of R480 000 from BMW, buyers must verify remaining usable capacity via the hidden instrument cluster menu or request a dealer State of Health (SOH) diagnostics report.
- Bespoke skinny tyres: Riding on ultra-narrow 155-section 19- or 20-inch Bridgestone Ecopia tyres with no spare wheel, the i3 is vulnerable to poor South African roads. Replacement tyres are both expensive and scarce locally.
- REx engine neglect: On REx models, the 647 cc petrol generator rarely runs during short commutes. Stale fuel, seized fuel pumps, and skipped annual oil changes can cause the generator to fail under load.
- Early composite motor mounts: Early 2015 models utilised plastic motor mount brackets that could crack under repeated torque loads. It was later superseded by upgraded aluminium brackets.
Which used BMW i3 should you buy?
If you’re after an i3, try to settle on a post-2017 i3 94 Ah REx or a 2019–2021 120 Ah eDrive. On the mid-tier 94 Ah model, the REx generator provides a vital safety net against offline public chargers. However, if your budget stretches to a 2019-onward 120 Ah derivative, the pure-electric eDrive is the better choice, with its 250 km real-world range easily covering daily commuting, while shedding 120 kg of complex combustion hardware and annual petrol servicing.
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