Technological Solutions: Electrical Propulsion Pol

Andreas Klugescheid, Vice President Governmental Affairs

18th Annual meeting of the UN Commission on Sustainable Development 

New York, 12 May 2010.

BMW EfficientDynamics.

What we have achieved so far.

The BMW Group has achieved a reduction in CO2-reductions in the EU of 27 % 

between 1995 and 2008.

> 25 % *

1993 94 95 96 97 98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 

2015

* 1995 = 100; BMW Group EU(15) fleet fuel consumption in EU testcycle; Source: BMW AG

BMW Group 

2008 EU(27)

Fleet Fuel Consumption

= 156 g CO2 /km

Fleet Power Output 

= 133 kW (!)

105 %

100 %

95 %

90 %

85 %

80 %

75 %

70 %

65 %

60 %

55 %

50 %
CO2 Regulation Worldwide. 

30 % Reduction 2008 – 2020.

Gewichtsklasse, Hubraumklasse)

-10%

-30%

-20%

USA EU 27 China Japan

CO Group fleet 2008

2

-10%

-25% -27%

Target: BMW Group fulfills all regulations=> ca. -30% (2008 until 2020)

Ca.

-15%

2010

> 20% 2016

2015

2020 

2012

2015.ff

2020

2020 2020

Assumptions
High Precision Injection

in lean-burn mode

High Precision Injection

with Twin Turbo Technology

VALVETRONIC Technology

Variable Twin Turbo 

Diesel Technology

3rd Generation Piezo

Common Rail Diesel 

Technology

Brake Energy Regeneration

Auto Start-Stop Function

Active Aerodynamics

Tires with low Rolling Friction

Electric Waterpump

Electric Steering

Shifting point indicator

MINI

BMW EfficientDynamics

measures applied:

Some restrictions may apply,

depending on individual car

configuration

1 Series 3 Series 5 Series 6 Series 7 Series X3 X5 X6 Z4

1.) Direct injection with Twin Scroll Turbo 2.) System comparable to VALVETRONIC

2.)

1.)

BMW EfficientDynamics.

Always a standard feature - at no extra costs.
BMW 320d 

Coupe:

4.8 l / 128 g

BMW 318d 

Touring:

4.8 l / 125 g

BMW 320d:

4.8 l / 128 g

MINI Cooper 

Convertible:

5.7 l / 137 g

MINI One:

5.3 l / 128 g

MINI Cooper:

5.4 l / 129 g

BMW 116d 

5-door:

4.4 l / 118 g

BMW 118d 

5-door:

4.5 l / 119 g

BMW 320d

Touring:

4.9 l / 130 g

MINI Cooper D: 

3.9 l / 104 g

BMW 120d

5-door:

4.8 l / 128 g

BMW 320d

Convertible:

5.3 l / 140 g

BMW 318d:

4.7 l / 123 g

BMW 123d 

5-door:

5.2 l / 138 g

BMW 118d 

3-door:

4.5 l / 119 g

BMW 120d

3-door:

4.8 l / 128 g

BMW 123d

Coupe:

5.2 l / 138 g

BMW 123d

3-door:

5.2 l / 138 g

BMW 120d

Convertible:

5.1 l / 134 g

BMW 120d

Coupe:

4.8 l / 128 g

BMW 116d

3-door:

4.4 l / 118 g

BMW 520d:

5.1 l / 136 g

BMW 520d

Touring:

5.3 l / 140 g

MINI Cooper 

Clubman:

5.5 l / 132 g

BMW 118d

Convertible:

4.9 l / 129 g

BMW EfficientDynamics.

The BMW Group „140 g Fleet“ in 2009.

MINI One

Clubman: 

4.1 l / 109 g

MINI Cooper 

Clubman D: 

4.1 l / 109 g

Fuel economy figures: liters/100 km in EU testcycle. CO2 figures: g/km
BMW EfficientDynamics.

The next step - BMW ActiveHybrid.

- First two models ready for production in 2009.

- Following a top down approach.

- Up to 20 % better fuel economy in EU testcycle.
BMW EfficientDynamics.

The Vision EfficientDynamics Concept Car.

• Maximum (limited electronically) speed of 250 km/h or 155 mph, 

• Acceleration to 100 km/h in 4.8 seconds

• Average fuel consumption in the EU test cycle is 3.76 litres/100 km

• Fuel efficiency of 75.1 mpg 

• CO2 emission rating is 99 g/km under the EU Test Cycle
BMW Efficient Dynamics.

The Future - Electric Driving.
MINI E – the first step on a longer journey.

Performance Data.

 Curb Weight 1.465 kg

 Acceleration 0-100km/h in 8,5 sec

 Max. Output 150 kW / 204 hp

 Max. RPM (cut off) 13.000 U/min

 Consumption 0.14 kWh/km (at 200km range)

 Torque 220 Nm

 Top Speed 152 km/h, electronically regulated

 Range depending on profile: 250 km/

150mls (FTP 72); eff. 150 -160 km
Infrastructure 

and Energy

partners

50 units use

by customers

since 2009

Government

Support

500 units for

lease on the

market since

2009

50 units in 

field trial

Various regional 

utility companies

Scientific 

and technical

partners

Field trial

*

* co-funded by governmental authorithies

**

* *co- funded by governmental authorithies

**

*

* ** regular full reports to CARB

50 units use

by customer

in 2010

Global E-Mobility Projects.

Organisational Structure.

State 

Grid

China Automotive Technology 

and Research Center

40 units use

by customers

since 2009

NDRC MOST MIIT
Ecological 

relevance.

Charging.

Expectations.

User behaviour.

Initial results of the field trial in Berlin.

These guiding questions were put at the start of the 

study. 

How important is the ecological added 

value of an e-vehicle to MINI E users?

What has to be addressed in future in 

relation to charging and infrastructure?

What expectations do users 

have of the technology?

How is the MINI E actually 

used on an everyday basis?

Who applied? - Applicant profile -

User profile. Who uses the MINI E? 
60

100

120

80

20

40

0

0 - 10

10 -20

20 -3030 -4040 -5050 -6060 -7070 -8080 -90

90 -100

100 -110110 -120120 -130130 -140140 -150150 -160160 -170170 -180180 -190

190 -200

200 -210210 -220220 -230230 -240240 -250250 -260260 -270270 -280280 -290290 -300

300 -

BMW 116i

MINI 

Cooper

MINI E 

Berlin

BMW 

530dA

- All -

- All -

- All -

- All -

Initial results of the field trial in Berlin. 

Day-to-day driving behaviour does 

not vary within a vehicle segment.

Source: Berlin data logger.

Average distance travelled per day: 42 km

Average distance travelled per day: 43.5 

km

Average distance travelled per day: 37.8 

km

Average distance travelled per day: 103.2 

km

Route [km]

Share [%]

Daily trip.

06-11/2009
35 %

66 %

Initial results of the field trial in Berlin. 

Assessment of range in connection 

with everyday mobility. 

MINI E users feel less guilty and derive more pleasure from driving.

Source: Berlin user survey.

as not acceptable.

150 km

as acceptable.

< 100 km

200 km

250 km as optimal.

The average maximum 

range of users is 150 

km.

Users would see a 

electric vehicle range 

of:

90 % The range is sufficient 

for over 90 % of users.

Around 66 % of users rate 

flexibility as least as highly 

as that of a conventional 

vehicle.

Mobility behaviour changed 

for 35 % of users.
Initial results of the field trial in Berlin. 

Which trips cannot be undertaken in the MINI E? 

14 %

54 %

28 %

4 %

14 %

Source: Berlin user survey.

According to the route diary, 

users cannot use the MINI E 

for 14 % of trips 

(often at the weekend).

Reasons for non-use:

Limited storage space.

Limited number 

of passengers.

Limited range.

Insufficient battery 

charge level.

Only a small number of trips cannot be undertaken in the MINI E.
Berlin

Public 

charging 

station.

-

-

-

33 stations have already been set 

up.

27 on private land 

(private premises but accessible 

24/7).

6 on public premises.

Initial results of the field trial in Berlin. 

MINI E users and Autostrom sites in Berlin.

Private 

users.

There are plans for 50 Vattenfall

charging stations in Berlin.
Initial results of the field trial in Berlin. 

Charging - where do users charge the vehicle?

Increase density of network and select appropriate locations for charging stations. 

Information on locations, e.g. in navigation system. 

Information on availability. 

Users obtain parking privileges.

Reduced charge duration. 

Possible ways of increasing use:

-

-

-

-

-

94 %

56 %

46 %

40 %

26 %

23 %

21 % 

9 %

Autostrom Box.

Unfavourable location.

Not enough stations.

Parking too long.

Charging sessions 

might be interrupted.

Dirty cable.

Cable not in car.

Station in use.

Source: Berlin user survey.

56 % 56 % of users have never used 

a public charging station.

They mainly use private Autostrom boxes.

Reasons for non-use of public charging stations:
Initial results of the field trial in Berlin. 

Ecological relevance.

How should 

energy for 

electric cars 

be 

generated?

Coal-fired power 

station. Nuclear power 

station.

Wind energy. 

Hydroelectric 

power station. 

Solar energy.

8 %

33 %

95 %

98 %

98 %

93 %

18 %

95 %

97 %

Share of MINI E users who regard renewable 

energy for charging electric vehicles as important.

Before use. 

After 3 months.

Source: Berlin user survey.

Only 18 % of users rate energy 

from the German “energy mix” 

as environmentally compatible.

93 % of users rate electrical 

energy from renewable sources 

as environmentally compatible.
Initial results of the field trial in Berlin. 

Summary.

Vehicle usage of the MINI E only differs marginally from 

that of comparable MINI Cooper and BMW 116i users.

Before the test, limitations were expected in terms of range 

and charging times. During the actual experiment these 

were only felt to be limitations in very few specific cases.

The data collected indicates that a Megacity Vehicle with a 

slightly larger range and with expanded interior space

would meet virtually 100 per cent of the mobility needs of 

city-dwellers.

1.

2.

3.
Electric Mobility.

Support Measures – Policy Options.

Established approaches:

Effective R&D subsidies, 

Exemption from motor vehicle excise tax. 

Purchase incentives for customers.

Additional options:

Use of depreciation tools for business and commercially vehicles. 

Favorable taxes on company cars used for private purposes. 

Differentiated tax treatment (e.g. depriciation) of vehicle and battery. 

Promotion of the combined use of electric and conventional vehicles. 

Financial support for establishing a battery-charging infrastructure at 

home, in the workplace and in the public domain. 
Sustainable Mobility.

The need for a comprehensive policy framework

Political leadership is needed:

 Assure customers that switching to electric driving does not merely shift 

the burden but really benefits the climate

 Avoid a repetition of the communication desaster around biofuels

 The lines of responsibility have to be drawn between the motor Industry, 

the oil and the electricity industry. 

 A mechanism is needed that will comprehensively ensure CO2

emissions from road traffic are cut and that the reduction of CO2

emissions is comprehensively regulated on a competitively neutral 

basis between the various sectors. 

 Emissions Trading should be considered as an option in order to

• Replace the current “patchwork” of regulations for different fuels.

• Put top-down pressure for decarbonisation on all fuels.

• Manage the coexistence of conventional and new options.

• Enable customers to take informed choices according to their 

needs.
Thank you very much for your attention.