Performance data for BMW 320d/520d mit BMW Performance power kit Full-load performace of 320d/520d 280 Torque (Nm) 1.1.500 2.000 2.500 3.000 3.500 4.000 4.Output (kW) 70
Engine speed (rpm) 320d/520d producing 135 kW/380 Nm (manual or auto) 320d/520d with power kit producing 147 kW/420 Nm (manual or auto)1

For 520d only manual.

Technological Solutions: Electrical Propulsion Pol

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.
105 % 100 % 95 % 90 % 85 % 80 % 75 % 70 % 65 % 60 % 55 % 50 %
BMW Group 2008 EU(27) Fleet Fuel Consumption = 156 g CO2 /km Fleet Power Output = 133 kW (!)

> 25 % *

2015 * 1995 = 100; BMW Group EU(15) fleet fuel consumption in EU testcycle; Source: BMW AG
CO2 Regulation Worldwide. 30 % Reduction 2008 2020.

CO2 Group fleet 2008

Gewichtsklasse, Hubraumklasse)
Ca. -15% 2015.ff > 20%

2020 -27%

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

Assumptions

BMW EfficientDynamics. Always a standard feature - at no extra costs.
BMW EfficientDynamics measures applied:
Some restrictions may apply, depending on individual car configuration

1 Series

3 Series

5 Series

6 Series

7 Series

High Precision Injection in lean-burn mode High Precision Injection with Twin Turbo Technology VALVETRONIC Technology Variable Twin Turbo Diesel Technology

1.) 2.)

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
1.) Direct injection with Twin Scroll Turbo 2.) System comparable to VALVETRONIC
BMW EfficientDynamics. The BMW Group 140 g Fleet in 2009.
BMW 520d Touring: 5.3 l / 140 g BMW 520d: 5.1 l / 136 g BMW 318d Touring: 4.8 l / 125 g BMW 320d Touring: 4.9 l / 130 g BMW 320d Coupe: 4.8 l / 128 g BMW 320d Convertible: 5.3 l / 140 g

BMW 318d: 4.7 l / 123 g

BMW 320d: 4.8 l / 128 g
BMW 116d 5-door: 4.4 l / 118 g
BMW 118d 5-door: 4.5 l / 119 g
BMW 120d 5-door: 4.8 l / 128 g
BMW 123d 5-door: 5.2 l / 138 g
BMW 116d 3-door: 4.4 l / 118 g
BMW 118d 3-door: 4.5 l / 119 g
BMW 120d 3-door: 4.8 l / 128 g
BMW 123d 3-door: 5.2 l / 138 g
BMW 120d Coupe: 4.8 l / 128 g
BMW 123d Coupe: 5.2 l / 138 g
BMW 118d Convertible: 4.9 l / 129 g
BMW 120d Convertible: 5.1 l / 134 g

MINI One: 5.3 l / 128 g

MINI Cooper: 5.4 l / 129 g
MINI Cooper D: 3.9 l / 104 g
MINI Cooper Clubman D: 4.1 l / 109 g
MINI One Clubman: 4.1 l / 109 g
MINI Cooper Clubman: 5.5 l / 132 g
MINI Cooper Convertible: 5.7 l / 137 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 Acceleration Max. Output Max. RPM (cut off) Consumption Torque Top Speed Range 1.465 kg 0-100km/h in 8,5 sec 150 kW / 204 hp 13.000 U/min 0.14 kWh/km (at 200km range) 220 Nm 152 km/h, electronically regulated depending on profile: 250 km/ 150mls (FTP 72); eff. 150 -160 km
Global E-Mobility Projects. Organisational Structure.

Government Support

NDRC MOST MIIT
Scientific and technical partners
50 units use by customers since units use by customers since units for lease on the market since units in field trial
China Automotive Technology and Research Center

Field trial

50 units use by customer in 2010
Infrastructure and Energy partners
* co-funded by governmental authorithies * *co- funded by governmental authorithies
Various regional utility companies
* ** regular full reports to CARB

State Grid

Initial results of the field trial in Berlin. These guiding questions were put at the start of the study.

User profile.

Who applied? - Applicant profile Who uses the MINI E?

Expectations.

What expectations do users have of the technology?

User behaviour.

How is the MINI E actually used on an everyday basis?
Charging. Ecological relevance.

What has to be addressed in future in relation to charging and infrastructure?
How important is the ecological added value of an e-vehicle to MINI E users?
Initial results of the field trial in Berlin. Day-to-day driving behaviour does not vary within a vehicle segment.

Daily trip.

80 Share [%]
BMW 116i - All - Average distance travelled per day: 42 km MINI Cooper MINI E Berlin BMW 530dA - All - Average distance travelled per day: 43.5 - All - km - All - Average distance travelled per day: 37.8 km Average distance travelled per day: 103.2 km
- - - - - - - - - - - 200

110 - 120

100 - 110

210 - 220

220 - 230

230 - 240

240 - 250

250 - 260

260 - 270

270 - 280

280 - 290

290 - 300

120 - 130

130 - 140

140 - 150

150 - 160

160 - 170

170 - 180

180 - 190

200 - 210

Route [km] Source: Berlin data logger. 06-11/2009
Initial results of the field trial in Berlin. Assessment of range in connection with everyday mobility.
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. 35 % 66 %
MINI E users feel less guilty and derive more pleasure from driving. The average maximum range of users is 150 km. 150 km
< 100 km Users would see a electric vehicle range of: 200 km 250 km
as not acceptable. as acceptable. as optimal.
Source: Berlin user survey.
Initial results of the field trial in Berlin. Which trips cannot be undertaken in the MINI E?
Only a small number of trips cannot be undertaken in the MINI E. According to the route diary, users cannot use the MINI E 14 % 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. 14 % 4% 54 %

Initial results of the field trial in Berlin. MINI E users and Autostrom sites in Berlin.
There are plans for 50 Vattenfall charging stations in Berlin. - 33 stations have already been set up. 27 on private land (private premises but accessible - 24/7). 6 on public premises.
Private users. Public charging station.

Berlin

Initial results of the field trial in Berlin. Charging - where do users charge the vehicle?
56 % of users have never used a public charging station. They mainly use private Autostrom boxes.
Reasons for non-use of public charging stations: Autostrom Box. Unfavourable location. Not enough stations. Parking too long. Charging sessions might be interrupted. Dirty cable. Cable not in car. Station in use. Possible ways of increasing use: - 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. 94 % 56 % 46 % 40 % 26 % 23 % 21 % 9%
Initial results of the field trial in Berlin. Ecological relevance.
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.
Share of MINI E users who regard renewable energy for charging electric vehicles as important. Before use. After 3 months. 95 % 97 % 8% 33 % 95 % 98 % 98 %
How should energy for electric cars be generated?
Coal-fired power station. Nuclear power station. Wind energy. Hydroelectric power station. Solar energy.
Initial results of the field trial in Berlin. Summary.
1. Vehicle usage of the MINI E only differs marginally from
that of comparable MINI Cooper and BMW 116i users.
2. 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.
slightly larger range and with expanded interior space would meet virtually 100 per cent of the mobility needs of city-dwellers.
3. The data collected indicates that a Megacity Vehicle with a
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.