As previously reported, the BMW 48V system is likely to arrive in 2020. While we previously thought that the G20 3 Series will be the first to debut the new electrical system, a new rumor says that the honor would go to the entry-level 5 Series – The 520d.
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So what exactly is a 48-volt electrical system? Well, most cars have traditionally run on a 12-volt system, as the normal car battery is a DC 12-volt battery. Now, though, automakers are either switching over to 48-volt systems, using 48-volt lithium-ion batteries, or adding them on top of the existing 12-volt system.
Back in January 2019, we had an exclusive interview with BMW CTO Klaus Fröhlich who outlined BMW’s strategy when it comes to the 48-volt systems.
“We have different strategies than our competitors, Fröhlich said. “They started with the first generation of the 48V systems. First of all, these were quite expensive, around 2,000 euros. It was a 8-10kW alternator, sluggish so the fuel consumption benefit was very low. You couldn’t use the torque cause it wasn’t any relevant torque available. It also offered things like very air conditioning quality, very good Start/Stop systems, but is this a good value to the customer?”
The engineering chief at BMW says that the company built some first-generation 48V applications just to learn the systems, but the focus is really on the second-generation.
“Generation 2 means that I double the electric power. I’m going to 20kW and instead of going to the belt motor alternator, I will go into the transmission. So we are partnering with ZF and at the beginning of the next decade, we will have the latest generation transmissions. We will not only have double the power, but also an integrated 48-volt system and because it’s behind the engine, we can do some crawling and some other things without using the engine. And the other thing is, that it has boost!”
Being still a fairly expensive system, we expect that some of the more expensive BMW models to first get the 48-volt system. The same rumor mill churns out that other G30/G31 models could get it in the future, along with the facelifted 7 Series. We won’t be surprised to see the 48-volt implemented in an M car as well.
Really should’ve been included in the G20. Guess BMW has got to catch up with Audi’s new A6 that has it standard across the line.
It will be, eventually. The G20 is just starting
i know it’ll come as 3 series don’t get a redesign for years but should’ve been a selling feature. wonder if it’ll be a running change or lci
I think it’s mostly because of the price of the system and profitability per car.
Here are some hints from the BMW CTO https://www.bmwblog.com/2019/01/30/bmw-cto-klaus-frohlich-shares-his-views-on-the-48v-systems/
and another reason BMW scores so low in CR’s perceived value ratings. They’ve been leading in the profit per vehicle for many years (except this year if i recall when Suzuki beat them). it’s like the two stage dampers, even BMW admits its competitors already do it, lack of real mechanical LSD in non-M cars, no more auto dimming mirror on the passenger side.
The E65 7 series was supposed to be the first production BMW with a 48v system, but it (obviously) got shelved.
Looking forward to the 2 generation 48V system. But what will the difference be between 48v system and new plug in hybrids which were anounced today? Both will eliminate turbo lags and give extra boost. Plug in hybrid can give electric range while the 48v system can’t… No advantage for the 48v system. Maybe the lesser weight of a vehicle?
On an ICE vehicle (e.g. G30 520d), the 48V system is referring to the electrical architecture onboard the vehicle. Starting from the system battery (different from an EV’s drivetrain battery) to the change in traditional belt-driven alternator (parasitic loss) the architecture is intended to be more efficient and most importantly, more conducive to new electronic systems (e.g. LIDAR, new sensor tech, connectivity, etc.).
If I’m not mistaken, Klaus wanted to wait until the alternator system can tap straight into the transmission for electric power generation so that the traditional belt-driven alternator can be removed. Theoretically, on an ICE vehicle this translates to a reduced differential between crank horsepower versus HP at the wheels. Would be interesting to learn how this works out in the real world.
Correct. Great translation of the system.