- I recuperate!
- Two enemies: mountains and highway
- BMW C evolution with reversing aid
- There is no economic reason to buy
- Technical data and measured values
Some electric vehicles now dare to take to the streets. One or the other Renault Twizzy hisses through the city, quickly moved by the pizza delivery guy. BMW i3s, those knobbly electric cars with carbon cells, are not only driven as demonstration vehicles by the local BMW dealer, but also by solvent eco-owners.
Even on the country road, you are happy about the weightless torque development. The e-scooter glides almost silently over slippery roads, and the top speed of 124 km / h is enough for an overtaking maneuver if the vehicle is clearly running out of breath from 110 km / h.
Rear wheel performance; Measurements on the Dynojet roller test stand 250,
corrected according to 95/1 / EG, maximum possible deviation ± 5%.
Charging takes four hours and makes noise. The charging current is adjustable.
Spartan tool, it’s better to keep your fingers off the 148 volt technology.
Braking is also fun here. Depending on the selected driving program, the motor brakes the load more (dynamics) or less (Road) or not (Sail) and thus generates electricity.
A full-fledged helmet plus a thin rain jacket and useful handles fit under the bench seat.
The left hand has options: menu scrolling, reverse gear.
Nice TFT display. The blue point shows the power output or consumption.
Mountains are not for the scooter because, in addition to the crew, it also has to lift its lush 268 kilograms. This increases the driving resistance and so does the current drawn.
Such a vehicle is ideal for commuters. A range of 100 kilometers is possible, 113 to be precise, if you drive reasonably economically.
The water-cooled electric motor briefly brings up to 53 hp at its peak. That is a word, especially since the scooter is listed as a light motorcycle with 11 kW continuous power in the vehicle registration document.
BMW has built the first really well-functioning two-wheeler with electric drive and street legal, with ABS, slip control (great in the wet) and even drag torque control for safe recuperation. Great praise. And you learn to appreciate something completely new: how valuable energy actually is.
E-scooter BMW C evolution in the test
In the test, we determine how the BMW C evolution electric scooter moves in the wild, what it can and cannot do.
I.Some electric vehicles now dare to take to the streets. One or the other Renault Twizzy hisses through the city, quickly moved by the pizza delivery man. BMW i3s, those knobbly electric cars with carbon cells, are not only driven as demonstration vehicles by the local BMW dealer, but also by solvent eco-owners.
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E-scooter BMW C evolution in the test
BMW C evolution in the driving report
The problem is the price
Driving report: BMW C Evolution
BMW C Evolution: BMW on the eco trip
Two enemies: mountains and highway
On the country road, too, you will be delighted with the weightless torque development of the BMW C evolution. The e-scooter glides almost noiselessly over slippery roads, and the top speed of 124 km / h is enough for an overtaking maneuver if the vehicle is clearly running out of breath at 110 km / h.
The electric scooter has two enemies: mountains and highways. He hates the mountain because, in addition to the crew, it also has to lift its lush 268 kilograms. This increases the driving resistance and so does the current drawn. On the highway, full throttle orgies in the 120 km / h range drain the battery pretty quickly. Consistent slipstream driving behind parcel service sprinters doesn’t help either. The calculation is simple: to achieve 120 km / h, it needs around 14 kilowatts of engine power. With a battery capacity of 8.5 kilowatt hours, you can drive 36 minutes, which corresponds to 73 kilometers.
So there’s no point in driving the BMW C evolution like a combustion engine. Refueling is not an option, empty it takes a good four hours until the lithium-ion battery is full again. A little neighborhood-friendly cooling fan is still making noise, and sometimes there are also unpleasant smells. So what to do Planning is the order of the day. The nicely designed TFT color instrument shows the percentage of charge left in the battery. When commuting, you quickly get a feel for the remaining range. Accordingly, the charging stops are placed in a nerve-friendly area. My eight kilometers to the office for a week, that works well. Just take a walk? Actually works well when you have yourself under control. You have to consistently save energy.
BMW C evolution with reversing aid
So don’t accelerate brutally, even if it’s terribly fun. Ride as gently and constantly as possible on the mountain and a maximum of 80 km / h on the flat. Then the air resistance of the BMW C evolution is still low. Downhill comes the culmination: This is where energy is generated! Juchuu, I’m recuperating! A great feeling when the battery is one or two percent fuller at the end of the slope and the range increases. Braking is fun too. Because depending on the selected driving program, the motor brakes the load more (dynamics) or less (Road) or not (Sail) and thus generates electricity. In the EcoPro program, the power consumption is limited in the lower speed range, thus protecting the battery.
I prefer the Dynamics program. Here you brake the BMW C evolution so well with the throttle that the brake levers almost never have to be used. Extremely relaxing. The absolutely gently adjustable power delivery is just as cool. Slow walking pace is not a problem. You also quickly begin to appreciate the reversing aid when pulling out of a parking space. At the same time, press “R” on the handlebars and accelerate, and the ship will roll backwards.
At some point it starts to be fun to save electricity. I do not know why either. You just slide around and take it easy. You use the red light to generate a lot of electricity. Even the smallest gradient makes you happy because the current display also conjures up bars on the credit side. And so you are quite proud when the daily kilometer display finally turns into three digits. The BMW C evolution definitely evokes a pioneering spirit plus a touch of playfulness. I understand that now.
There is no economic reason to buy
Because there is no economic reason to buy the BMW C evolution. It sucks 9.22 kilowatt hours per battery charge, which equates to 2.30 euros at an electricity price of 25 cents per KWh. A comparable combustion motorcycle à la Honda NC 700 needs about 3.5 liters for the same distance, which makes 5.25 euros. So you save three euros per 100 kilometers, but the Honda costs 9,000 euros less. The scooter will hardly reach the 300,000 kilometers to amortization.
As a city vehicle, however, it is quite practical. After all, there is a helmet compartment and the side stand locks the brake so that it cannot roll away. On the other hand, the seat height and the wide center tunnel, which hardly offers any space for the feet, are displeasing. The clattering cladding and the louder gear whine with increasing mileage are also disturbing. The hard rear suspension hits uncomfortably on heels.
Still, I’ll miss the Stromer. With one economic reason to buy, BMW built the first really well-functioning two-wheeler with electric drive and street legal, with ABS, slip control (great in the wet) and even drag torque control for safe recuperation. Great praise. And you learn to appreciate something completely new: how valuable energy actually is.
Technical data and measured values
Nice TFT display. The blue point shows the power output or consumption.
Water-cooled permanent magnet synchronous motor with surface magnets, automatic recuperation function, 3 kW integrated charger, lithium-ion battery, maximum battery capacity 8.0 kWh, 3 modules each 12 cells with 60 Ah, battery voltage 133 V, secondary battery 12V / 8Ah, clutch-free drive unit swing arm with Toothed belt, ring gear on the rear axle.
Maximum power: 35 kW (48 PS) at 4650 rpm
Rated output: 11.0 kW (15 PS) ECE R 85
Max. Torque: 72 Nm, from 0 / min to 4500 / min
Carrying battery housing made of aluminum, upside-down fork, Ø 40 mm, single-sided swing arm made of aluminum, central spring strut directly hinged, adjustable spring base, double disc brake at the front, Ø 270 mm, double-piston floating caliper, rear disc brake, Ø 270 mm, double-piston floating caliper, ABS.
Cast aluminum wheels: 3.50 x 15; 4.50 x 15
Tires: 120/70 R 15; 160/60 R 15
mass and weight
Wheelbase 1594 mm, steering head angle 65.9 degrees, caster 95 mm, spring travel f / r 120/115 mm, seat height 775 mm, weight with a full tank 268 kg, payload 177 kg.
Battery warranty: five years
Color: white / green
Price: 15,000 euros
Additional costs: 369 euros
Rear wheel performance; Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%.
|120 (124 *) km / h|
Dynamic (Eco Pro) mode
0-50 km / h
0-100 km / h
2.7 (7.7) sec
50-100 km / h
60-100 km / h
|3.5 (8.4) sec
3.0 (6.8) sec
47/96 km / h
|Charging time at 220 V / 12 A.
Charging current (series)
|approx. 4 h for 100%, 80% 2:45 h|
|Charging time at 220 V / 16 A.
Charging current (mode 3 charging cable)
|approx. 3 h for 100%, 80% 2:15 h|
|Charge current consumption
|Manufacturer information; * MOTORCYCLE reading|
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