[Bmwno6]

     Featured on BIMMERPOST.com

In case you have not seen this.

TLDW version:

�� Summary

�� New BMW Gen6 Battery: BMW introduced the Gen6 high-voltage battery, replacing prismatic cells with cylindrical ones (46mm diameter, two heights: 95mm and 120mm), offering 30% faster charging, 30% more range, and 20% higher efficiency.

�� Cell-to-Pack Design: Unlike Gen5’s modular design, Gen6 directly integrates cylindrical cells into the battery pack, resulting in a lighter, more efficient, and space-saving design.

⚡ 800V Charging System: Supports both 800V and 400V charging, adaptable for various global charging standards. Charging 300 km takes just 10 minutes.

�� Cost & Weight Reduction: The battery is lighter, reduces manufacturing costs by 40-50%, and enhances driving dynamics through better weight distribution.

�� Sustainability: Gen6’s batteries have increased nickel content, reduced cobalt usage, and advanced silicon integration, improving energy density while adhering to sustainability standards.

�� BMW Energy Master: This intelligent unit, placed under the rear seats, manages energy flow, battery diagnostics, safety, and charging, enhancing battery longevity and performance.

��️ Safety and Repairability: The battery, forming the car's floor, maintains robust safety standards. The easily accessible Energy Master allows quick replacement without disassembling the entire battery.

�� Motor Enhancements: Gen6 motors include ASM (asynchronous motors) on the front axle for cost-effective secondary drive units and ESM (externally excited synchronous motors) on the rear axle, improving power, efficiency, and reducing rare earth materials usage.

�� Performance Upgrades: Improved cooling systems, silicon carbide chips in inverters, and optimized bearings and gears increase efficiency, with power ranging from 120 to 360 kW.


�� BMW Gen6 Battery Performance Numbers

⚡ Charging Speed: 30% faster charging compared to Gen5, enabling 300 km (186 miles) of range in just 10 minutes.

��️ Range: Up to 900 km (559 miles) WLTP range in some models, a 30% increase over Gen5's 710 km (441 miles).

⚡ Voltage: Dual-voltage system supporting both 800V and 400V charging, offering flexibility for different charging stations globally.

�� Efficiency: Overall vehicle efficiency improved by 20%, with electric drive losses reduced by 40%.
�� Cost: Manufacturing costs reduced by 40-50% compared to Gen5, making production more cost-effective.

⚖️ Weight: Gen6 battery is lighter, contributing to improved driving dynamics. Exact weight reduction figures not disclosed.

�� Power Output: Combined system output of 485 kW (650 hp) and 1,100 Nm torque in high-performance models.

�� Energy Density: 20% higher energy density due to increased nickel content, reduced cobalt, and enhanced silicon integration.

�� Cooling System: Advanced oil-water cooling system improves thermal management, ensuring higher efficiency and performance under load.



FULL PRESS RELEASE:

Charge faster, drive further: BMW Group reveals revolutionary electric drive concept with 800V technology for the Neue Klasse

February 21, 2025

Munich/Landshut. The BMW Group is presenting its next leap forward in the field of electric drive technology – and in the process ushering in a new era of all-electric driving. At the Tech Days event in Landshut, the company has provided some initial insights into the development and production of high-voltage batteries and electric drive systems using the sixth generation of BMW eDrive technology. Every fully electric Neue Klasse vehicle will enjoy the benefits. The first Neue Klasse model will go into series production later this year at Plant Debrecen in Hungary. Below is an overview of the technology highlights:

The Energy Master intelligent central control unit on the high-voltage battery – developed by the BMW Group and produced at Plant Landshut.

A new high-voltage battery concept that, together with the BMW cylindrical cell, promises to bring about a technological quantum leap – including significant improvements in energy density, charging speed and range.

The BMW Group also demonstrates its technology-openness with electric drive systems – through the use of different electric motor types: SSM and ASM.
A modular approach to electric motor production gives the BMW Group an exceptional degree of flexibility.

The BMW Group pools together expertise from the entire electric mobility value chain in Bavaria and Austria – from development, via purchasing and production, to recycling.

The BMW Group demonstrates both technology-openness and full expertise across all areas of electric mobility.

Adopting a technology-open approach while setting the pace in electric mobility

“For the BMW Group, electric mobility is the future and a key area of growth. We are leading the way with this drivetrain technology. At the same time, we are deliberately taking a technology-open approach, recognizing that mobility needs vary between different regions of the world,” explains Dr Joachim Post, Member of the Board of Management of BMW AG, Purchasing and Supplier Network. “We want to offer our customers the best drive concept for every need. It is possible to do both: offer the best drive technology for every need and be at the forefront of electric mobility.”

Slimmer, faster, further: the high-voltage batteries for Gen6

With the new sixth-generation BMW eDrive technology (Gen6 for short), the BMW Group is making a technological quantum leap. Improvements on the product side include a 30% faster charging speed and 30% increase in range, with certain models achieving even higher figures. Added to which, the Gen6 high-voltage battery concept benefits from the new 800V technology. Gen6 will make its debut this year in the Neue Klasse and subsequently be used to drive models across the BMW Group’s fully electric product range. The concept for the Gen6 high-voltage batteries is fundamentally new and will find applications in all vehicle segments – right up to the high-performance models from BMW M GmbH. Its new, even slimmer design allows the high-voltage battery to be integrated into a spread of different models, regardless of vehicle height. The high-voltage battery takes on the role of a structural component in the bodies of the Neue Klasse models (“pack-to-open-body”), and the new cylindrical cells will be integrated directly into the high-voltage battery (“cell-to-pack”). The new BMW cylindrical cell has a 20% greater energy density than its predecessor, the Gen5 prismatic battery cell. And charging in both directions will be possible: the BMW Group has confirmed bidirectional charging as standard for Gen6.

Highly intelligent central control unit: the BMW Energy Master

All of the elements that enable this technological leap forward come together in the BMW Energy Master. This central control unit is positioned on the high-voltage battery and provides the interface for high- and low-voltage power supply and for data from the high-voltage battery. It also controls the power supply for the electric motor and vehicle electrical system and ensures the safe and intelligent operation of the high-voltage battery. The BMW Group has filed a whole series of new patent applications for the vehicle electrical system, including its electronic fuses. Both the hardware and software of the Energy Master were developed fully in-house at the BMW Group. This ensures technological developments and updates for vehicles can be implemented independently and in real time via Remote Software Upgrades, providing a particular benefit for customers.

[b]“Local for local” approach for high-voltage battery assembly and supplier network[b]

The high-voltage batteries for the Neue Klasse are assembled in five new production facilities that the BMW Group has located close to its vehicle plants as part of a “local for local” approach. For example, cutting-edge assembly locations for Gen6 high-voltage batteries are taking shape in Irlbach-Straßkirchen (Lower Bavaria), Debrecen (Hungary), Shenyang (China), San Luis Potosí (Mexico) and Woodruff, near Spartanburg (USA). This approach safeguards production even in the event of unforeseen political and economic events. In addition, the existing locations are being strengthened, with jobs both secured and created. The “local for local” principle continues in the supplier network for battery cells: in order to cover the demand for Gen6, the BMW Group has reached contractual agreements for five battery cell factories – spread across Europe, China and the USA – with various partners.

“Cell-to-pack” and “pack-to-open-body”

Production of the Gen6 high-voltage batteries follows the “cell-to-pack” and “pack-to-open-body” principles. “Cell-to-pack” involves positioning the cylindrical cells – manufactured by the suppliers according to BMW Group specifications – directly in the housing of the high-voltage battery, without the intermediate step of a module being produced. “Pack-to-open-body” refers to the high-voltage battery’s new role as a structural component in the vehicle architecture. Numerous innovations patented by the BMW Group can be found here.

Know-how from Bavaria and Austria – in demand around the world

Before series production of the high-voltage batteries gets underway worldwide, the production processes will be developed and pre-series batteries subjected to thorough testing. This will happen at the BMW Group pilot plants for high-voltage batteries in Parsdorf, Hallbergmoos and Munich. The new series production plants around the world will then be ready. The product and process expertise is centred in Bavaria. Production of the Energy Master will take place at Plant Landshut, which will then supply all the high-voltage battery assembly plants around the world. There, the highly intelligent control unit will be installed on the high-voltage battery. The electric motor with sixth-generation BMW eDrive technology is produced at Plant Steyr in Austria, which is also home to a development centre for electric drive systems and thermal management.

Production of the Energy Master at BMW Group Plant Landshut

A state-of-the-art production system for the BMW Energy Master is taking shape at Plant Landshut. The plant is currently producing the highly complex control unit in pre-series. Series production on the first production line will begin in August 2025, with a further expansion stage to follow in mid-2026. This is the first time the development and production of this central control unit has taken place in-house at the BMW Group. “As the company’s largest in-house component manufacturer, Landshut plays an important role for the Neue Klasse,” says Dr Joachim Post. “The plant is an innovation hub and a driver of transformation.” Around 200 people will be employed in the Energy Master production area at Landshut when production begins, rising to as many as 700 people as it ramps up further. The BMW Group has channelled investment in the high hundreds of millions of euros into the expansion of electric mobility at Plant Landshut since 2020, strengthening both the production facility itself and Germany’s status as an industrial powerhouse for the long term. The modular manufacturing system used to produce the Energy Master was also designed fully in-house by the BMW Group. It is supplied with subcomponents by a supply chain set up by the BMW Group. This extends to the n-tier supply chain for supply-critical components such as semiconductors. The benefits of this set-up can be seen in terms of both costs and supply security. The scalable production system enables the company to respond quickly and flexibly to market requirements. The high degree of automation, involving up to 400 robots in the final expansion stage, maximises efficiency. Comprehensive in-process monitoring, which includes the use of AI-based camera systems, and 100-per-cent end-of-line system checks in a clean-room environment ensure optimum quality.

Different recycling processes within the value chain

As electric mobility ramps up, there is an increasing focus on recycling of high-voltage batteries at the end of their lifecycle. Under a long-term partnership with SK tes – a leading provider of innovative technology lifecycle solutions – cobalt, nickel and lithium from end-of-life batteries are recovered from the BMW Group and integrated into the supply chain for the manufacture of new batteries. This closed-loop approach increases the efficiency and resilience of the BMW Group as part of a circular economy. The BMW Group will follow a similar path in the USA, Mexico and Canada up to 2026 with a separate partnership.

Innovative direct recycling at the BMW Group

The BMW Group is also exploring other recycling options in the value creation process. One example of this is the direct recycling method developed in-house. The BMW Group is working with its joint venture Encory to set up a competence centre for battery cell recycling in Lower Bavaria, where the company will put its direct recycling ideas into practice. This innovative process will enable residual materials from battery cell production and whole battery cells to be mechanically broken down into their valuable constituent components. The raw materials obtained in this way will be re-used directly in the pilot production process for battery cells at the company’s competence centres.

Technology-open approach for electric mobility: the new e-drive system of Gen6

The BMW Group has retained the principle of an electrically excited synchronous motor (EESM) for its Gen6 power unit. On this type of synchronous motor, the magnetic field in the rotor is generated by windings fed with direct current rather than permanent magnets. In this way, the strength of the rotor’s magnetic field can be optimally adjusted to the prevailing load conditions. This results in both excellent levels of efficiency at customer-relevant operating points and constant power output at high rotational speeds. As with the Gen5 version, the synchronous motor will be positioned above the rear axle and feature a compact housing incorporating the electric drive unit, power electronics and transmission. Many of the motor’s technical details were created with the help of patented expertise, with the rotor alone accounting for more than ten patent applications.

Neue Klasse additionally incorporates ASM technology

The Gen6 powertrain employs a second, additional electric motor technology in the form of the asynchronous motor (ASM). Here, instead of being generated by permanent magnets (PSM) or electrical excitation (EESM), the rotor’s magnetic field is induced by the stator. On this type of motor, the rotor takes the form of a metal cage. The asynchronous motor offers the advantage of a more compact design and superior cost efficiency. The ASM motor variants will be fitted at the front axle of Neue Klasse cars with BMW xDrive.

Extensive improvements to EESM technology

Besides the addition of ASM technology, the EESM technology has also undergone a major upgrade for Gen6: rotor, stator and inverter have all been fully designed for the new 800V architecture of the Gen6 tech in order to maximise drive system performance and efficiency. This has been further helped by a complete redesign of the oil and water cooling systems. In addition to this, the experts from the BMW Group have also succeeded in improving the electric motor and central housing in terms of their weight and rigidity too. The transmission still uses a two-stage helical design, but has been further optimised by enhancements to its geometry and cooling, lower friction levels and more pleasant acoustics. The electrically excited synchronous motor’s “brain”, the inverter, now features 800V technology along with silicon carbide (SiC) semiconductors to boost efficiency. The inverter is completely integrated into the electric motor’s housing. Its task is to convert the DC power supply from the high-voltage battery to AC for use in the electric motor. The inverter was developed in-house by the BMW Group and is produced at Plant Steyr in Austria.

Lower weight, costs and energy losses – greater efficiency in the vehicle

The results obtained from intelligently incorporating new technologies into the electric powertrain while consistently enhancing existing systems make impressive reading. When compared to a Gen5 xDrive model, a future Neue Klasse model complete with EESM and ASM technology boasts the following improvements: energy losses have been reduced by 40%, costs by 20% and weight by 10%. By combining different types of electric motor, the BMW Group’s technology-open approach is therefore clearly in evidence within the field of electric mobility. In future, customers will be able to choose from models equipped with one, two, three or four electric motors to suit their individual preferences and requirements. The sixth generation BMW eDrive technology is a significant factor in the gain in overall vehicle efficiency of around 20 per cent for the Neue Klasse. This figure is based on a comparison with the current generation of all-electric vehicles from the BMW Group.

Modular concept provides crucial advantage for manufacturing electric motors

The manufacturing concept for the Gen6 electric drive system uses the principle of modular building blocks. This forms the basis for highly flexible manufacturing of various electric drive variants across the entire Neue Klasse model range. The modular "building block” concept leads to positive economies of scale and cost savings in development and production. It also has the effect of improving the scalability of production volumes. The modular approach ensures a high degree of flexibility in production, the supply networks and procurement.

The Gen6 electric drive systems: made in Steyr

Series production of the Gen6 electric drive systems will commence at BMW Group Plant Steyr in summer 2025. Pre-production already got underway at the Austrian facility in September 2024. The pre-production motors are undergoing rigorous testing and some are already being fitted in Neue Klasse test vehicles from Plant Debrecen. By 2030, the BMW Group will have invested over one billion euros at the site since the project’s launch in 2022 to expand its development and production expertise for electric drive systems. Thanks to the increase in capacity, the plant will retain its status as the BMW Group’s leading facility for drive systems. The plant has been developing and building combustion engines for the BMW and MINI brands for over 40 years. Plant Steyr’s many years of experience and high level of expertise in the field of drive systems make it the ideal site for manufacturing the Gen6 electric motors. It has an annual production capacity of 600,000 electric drive units. Diesel and petrol engines continue to be manufactured there alongside the electric motors. By 2030, around half of the on-site employees should be working in electric mobility – a vital step for safeguarding the more than 4,700 jobs at the plant in the long term. In future, all key components of the innovative, highly integrated electric drive unit – i.e. the rotor, stator, transmission, inverter and housing – will be produced at Steyr. This will include manufacturing the inverters in an in-house clean room environment for the first time, thereby taking the engine plant into the realm of electrical engineering. The electric drive components will be built on two new assembly lines at Steyr.

Thermal management: complex interaction, crucial for performance

Thermal management involves highly complex interaction between various systems in an electric vehicle and is of critical importance for a host of performance parameters, including range, real-world consumption, acceleration and charging time. Thermal management is a question of constantly keeping the temperature of the electric motor, power electronics and high-voltage battery in the optimum range, while maintaining standards of passenger comfort at the same time. Efficient thermal management is important for fast charging too. Here, the battery temperature must be kept within a defined window in order to make optimum use of the available charging capacity. Unlike combustion engines, electric motors give off little heat. This means that, depending on the operating state, the battery and the passenger cell have to be not only cooled, but heated too. The Steyr site develops the thermal management systems for all electric vehicles from the BMW Group. The plant’s development centre is also responsible for the brain at the heart of the electric motor – the inverter.

BMW Group Plant Landshut – a multi-talented component manufacturer

BMW Group Plant Landshut is the BMW Group’s largest component plant anywhere in the world, supplying components to all the company’s vehicle and drive system plants. Its workforce of around 3,700 employees produces a broad spectrum of cutting-edge components for vehicles from the BMW Group. Working closely with the BMW Group’s Research and Innovation Centre (FIZ) in Munich, Plant Landshut plays a pivotal role as a hub of innovation for the automotive industry. It develops pioneering technologies and manufacturing processes that serve to maintain the company’s competitive edge. Over the course of the Neue Klasse project, the site is investing some €200 million in its light metal foundry to increase annual production capacity for the electric motor housings. The Injector Casting (ICA) process developed and patented in Landshut is a prime example of the plant’s innovative strength. This globally unique process is used to manufacture the electric motors’ highly complex aluminium housings that set new standards for lightweight design and functional integration.

[hb]

I applaud whoever has the patience to watch that long video But I'm sure it will be interesting to some of the EV geeks like myself.

[LuisBoston]

Originally Posted by hb

I applaud whoever has the patience to watch that long video But I'm sure it will be interesting to some of the EV geeks like myself.

Oof 1.5 hours! I’m glad I threw out my back - will need something to watch while laying on the couch tonight.

[hb]

Originally Posted by LuisBoston

Oof 1.5 hours! I’m glad I threw out my back - will need something to watch while laying on the couch tonight.

I know. I debated whether I should put out the whole thing. There was actually more than this, but I figured 90 min is enough. It is quite interesting though

[chanders]

I watched the whole thing, and it was quite interesting. This then spiraled into a slew of videos showing that this tech was basically old news and that Chinese electric car makers will eventually dominate the world LOL

[hb]

Originally Posted by chanders

I watched the whole thing, and it was quite interesting. This then spiraled into a slew of videos showing that this tech was basically old news and that Chinese electric car makers will eventually dominate the world LOL

It's no secret that some Chinese brands are ahead of the game.

[NomoTesla]

Chinese EVs cannot dominate the world if people don't buy them. Take a stand. Anyone who buys a Chinese EV cares more about themselves than their country's economy. I'll buy a Tesla at twice the price (or go back to ICE) before I buy a Chinese car. If there's one thing I hate more than Elon Musk, it's China.

The only action that can blunt China's global ambitions is to shift buying habits, thereby wrecking their economy and forcing them to the table. Our US companies also need to stop doing cartwheels to sell into the Chinese market. Screw them. This obsession with constantly having to expand market share and increase profits is destroying the globe. Corporaations like Apple should be happy with what they have and shouldn't bend to the will of another country for the sake of the dollar.

[NomoTesla]

So question… If the Gen6 pack has no modules and is just a bunch of 4680 cells, how on earth does it get serviced without swapping out the entire pack?

This is just one reason why I bought an iX over a Tesla, because the iX' pack is modular. Bad modules can be swapped out locally at the dealership level. Not having a serviceable pack is going in the direction of Tesla, which I don't like.

Imagine if one of those thousands of 4680 cells go bad. How will it get fixed out-of-warranty without incurring a $50,000 charge for a new battery? That figure is made up, but today if one had to replace their iX battery—due to an accident, for example—the cost would exceed the value of the car. Most insurers will total the car, pay depreciated market value, and basically leave a lot of people without the ability to replace the vehicle due to the low payout.

[chanders]

Originally Posted by NomoTesla

So question… If the Gen6 pack has no modules and is just a bunch of 4680 cells, how on earth does it get serviced without swapping out the entire pack?

This is just one reason why I bought an iX over a Tesla, because the iX' pack is modular. Bad modules can be swapped out locally at the dealership level. Not having a serviceable pack is going in the direction of Tesla, which I don't like.

Imagine if one of those thousands of 4680 cells go bad. How will it get fixed out-of-warranty without incurring a $50,000 charge for a new battery? That figure is made up, but today if one had to replace their iX battery—due to an accident, for example—the cost would exceed the value of the car. Most insurers will total the car, pay depreciated market value, and basically leave a lot of people without the ability to replace the vehicle due to the low payout.

I asked myself the same question. Seems like the repairability went down by moving to these individual cells. The ENTIRE battery pack will need to be opened up to change just a single cell.

[montr]

Originally Posted by NomoTesla

So question… If the Gen6 pack has no modules and is just a bunch of 4680 cells, how on earth does it get serviced without swapping out the entire pack?

This is just one reason why I bought an iX over a Tesla, because the iX' pack is modular. Bad modules can be swapped out locally at the dealership level. Not having a serviceable pack is going in the direction of Tesla, which I don't like.

Imagine if one of those thousands of 4680 cells go bad. How will it get fixed out-of-warranty without incurring a $50,000 charge for a new battery? That figure is made up, but today if one had to replace their iX battery—due to an accident, for example—the cost would exceed the value of the car. Most insurers will total the car, pay depreciated market value, and basically leave a lot of people without the ability to replace the vehicle due to the low payout.

The Gen6 battery is like what is in my Tesla MY. The Tesla 80KWh battery part cost is $15750. My understanding, each battery module in the iX is about that price, if not higher.

[exxxviii]

The idea of replacing individual modules may be an insignificant edge case. Several automakers promote the ability in their batteries. But I have yet to read of a case where they actually did it. For example, I have only read of total GM Ultium battery replacements. If individual cell failures that cannot be adapted are so rare, then the idea of designing for low-level replacement may just be a theoretical thought exercise and a waste of waste of effort.

[Erebor]

Originally Posted by NomoTesla

So question… If the Gen6 pack has no modules and is just a bunch of 4680 cells, how on earth does it get serviced without swapping out the entire pack?

This question has been answered in the video.
Apparently, most to all failures happen within the control unit or power supply and not the battery modules themselves. So by placing the control unit externally and easily accessible, they can keep the maintenance cost down. The pack is then nothing more than a stupid battery.

[note46]

Originally Posted by NomoTesla

So question… If the Gen6 pack has no modules and is just a bunch of 4680 cells, how on earth does it get serviced without swapping out the entire pack?

This is just one reason why I bought an iX over a Tesla, because the iX' pack is modular. Bad modules can be swapped out locally at the dealership level. Not having a serviceable pack is going in the direction of Tesla, which I don't like.

Imagine if one of those thousands of 4680 cells go bad. How will it get fixed out-of-warranty without incurring a $50,000 charge for a new battery? That figure is made up, but today if one had to replace their iX battery—due to an accident, for example—the cost would exceed the value of the car. Most insurers will total the car, pay depreciated market value, and basically leave a lot of people without the ability to replace the vehicle due to the low payout.

This same question was asked in the video. Answer given was that data shows almost all of the issues with the battery pack was with the BMS or other electronics not the cells. Thus the pack was engineered so the electronics can be access/removed without having to lower the whole battery pack. EG from the interior by removing the rear seats.

[Nahlem]

Game set and match..... Bravo bmw this will be a game changer.

[therealm3]

Originally Posted by exxxviii

The idea of replacing individual modules may be an insignificant edge case. Several automakers promote the ability in their batteries. But I have yet to read of a case where they actually did it. For example, I have only read of total GM Ultium battery replacements. If individual cell failures that cannot be adapted are so rare, then the idea of designing for low-level replacement may just be a theoretical thought exercise and a waste of waste of effort.

We had a module replaced in our 2019 Leaf and it was much cheaper than a whole pack. It was covered by warranty but they showed us the costs. So, to your point, modules do get replaced vs whole packs.

[exxxviii]

Originally Posted by therealm3

We had a module replaced in our 2019 Leaf and it was much cheaper than a whole pack. It was covered by warranty but they showed us the costs. So, to your point, modules do get replaced vs whole packs.

Cool. That is actually the very first post I have read of that.

How early was it in ownership?

[LuisBoston]

Originally Posted by therealm3

We had a module replaced in our 2019 Leaf and it was much cheaper than a whole pack. It was covered by warranty but they showed us the costs. So, to your point, modules do get replaced vs whole packs.

Originally Posted by exxxviii

Cool. That is actually the very first post I have read of that.

How early was it in ownership?

Could be BMW is confident that even if cells need to be replaced, its so rare that it not worth making them individual replaceable and “cheaper” to just replace the whole pack.

[exxxviii]

Originally Posted by LuisBoston

Could be BMW is confident that even if cells need to be replaced, its so rare that it not worth making them individual replaceable and “cheaper” to just replace the whole pack.

That's kinda what I was wondering... if a cell failure is a rare event, like 1 in 100,000. And if it is likely to occur under warranty. And if building a battery with replaceable modules is more costly, heavier, larger, and hard to service. Then BMW might just have said "F it; It's cheaper overall to replace entire batteries under warranty."

[Tallest]

Id love a daily driver EV from BMW that looks good and goes far, and costs like 70k EUR or so, range about 600km. Would be a perfect daily.

[thebishman]

Originally Posted by exxxviii

Cool. That is actually the very first post I have read of that.

How early was it in ownership?

Individual battery cells have been replaced in Audi etrons and Porsche Taycans, if that’s what you’re mentioning?

[exxxviii]

Originally Posted by Tallest

Id love a daily driver EV from BMW that looks good and goes far, and costs like 70k EUR or so, range about 600km. Would be a perfect daily.

The upcoming xDrive45 should be very close to that.

[ojt]

Oh yes, wonder how long it’ll take to get an X1 / X2 version with these. And if long off, what to do… lease the current generation? Am a little bit on the edge with current range of iX2..