Throwback Thursday 1992: BMW E1 first drive

"You have to plug the E1 into a domestic power supply at the end of the day for recharging; it takes between six and eight hours. How far it will have travelled at this point depends largely on the way it has been driven. The maxi­mum range is about 155 miles."

That's a remarkable claim, given that today's lithium-ion-battery-powered (and much more powerful) BMW i3 is capable of a maximum of 158 miles on the WLTP cycle (or around 125 miles in reality).

Vivian continued: "But, lively as it is, the E1 doesn't have so much performance that 'easing back' is a realistic option. Top speed is 75mph, 0-30mph takes 6.0sec and 0-50mph requires 18.0sec. A few hours of cut and thrust in the city followed by a blast on the motorway will reduce the range to 125 miles or less."

But, like the i3, driving the E1 was "a good experience" – it was "simply a great way of getting around, not least because it's a car you want to sit in and drive".

Indeed, "the simplicity of the facia is hugely appealing", we wrote. 

We continued: "Speedo, range indicator, clock. Accelerator, brake pedal, trans­mission.

"The tiny transmission joystick, just a finger's stretch away from the steering wheel rim, is a joy to use: flick it for­ward to move ahead, back to reverse and to the left to acti­vate the electronic handbrake. The rudiments of driving don't come any easier.

"Which isn't to say that the E1's keen sense of minimalism is all-pervading. Count a glass sliding roof, air conditioning and a first-class stereo among its creature comforts. Soft-touch materials and drum-tight build quality smack of BMW's mainstream models. The light­weight seats give proper sup­port and have integral seatbelts.

"You twist an ignition key to start, just as in any other car, but the only things that will tell you the E1 is running are lights on the facia and a faint hum.

"Flick the transmission joy­stick forward and nothing happens until you press the accelerator. Press it as lightly as you dare and the result isn't altogether gratifying. A mild thump presages a rather gritty, jerky crawl forward. The problem is one that Technik acknowledges. But mostly it's down to the nature of direct-drive electric motors.

"As is the virtually silent running. From outside, it looks like magic — noiseless move­ment, as if by telekinesis. From behind the wheel, the illusion isn't so complete, but the low-level motor whine is quiet enough to be drowned out by the noise of other traffic.

"Flatten the accelerator from rest and the E1's take-off is much more impressive: smooth, fluid and surprisingly brisk. It will keep up with anything that isn't trying, partly by keeping on keeping on while conventional cars are changing gear. This is truly stepless progress: it makes even the best CVT seem crude.

"The brakes are quite heavy but progressive and secure, and the unassisted rack and pinion steering isn't exactly feather­weight. But the E1 doesn't feel leaden or unresponsive. Helm responses are fluent, crisp and communicative, turn-in accu­rate without much body roll.

"And, with its low centre of gravity and main mass located between the axles, handling is tidy and nimble. The central­ised weight also helps the ride that, in my experience, sets a new standard for small cars. For small-bump absorption and suppression of harshness, it feels like a much bigger car.

"The E1 is a big car, of course; perhaps the first fully thought-through and genuinely usable electric car."

That's some praise but, even though a Mk2 E1 (pictured above) was produced for the 1993 Frankfurt motor show, ironing out the original's seemingly very few flaws, a production model never came to fruition.

This was down to California's mandate for 1998 being dropped and, no doubt, the prospect of better battery technology and the lack of a public charging infrastructure. We had to wait another 21 years for the introduction of the i3 to see the first 'proper' BMW EV.