The future of BMW electromobility is written in Landshut. This historical facility, which has long been known for its specialist knowledge in light construction and drive train components, is now at the top of the greatest technological change in BMW for decades. Here, BMW increases the production of its sixth generation of the sixth generation (Gen6), a breakthrough in efficiency, cost reduction and loading speed that define the upcoming class models.
We had the exclusive opportunity to enter the high-voltage battery workshop in BMW in Landshut and managers, in which the innovations and managers shared with the innovations that shape the next EV generation of BMW. Although some details were held back for future events, the various technical workshops gave us an insight into the redefinition of electrical driving from energy storage to sustainability.
New battery architecture: from modules to structural integration
The gen6 battery from BMW is a dramatic departure from its predecessor, Gen5, which participates in the current models BMW IX1, IX2, IX3, IX, I4, I5 and i7. While the previous generation was based on prismatic cells in individual modules, the new system changes to cylindrical cells with a diameter of 46 mm, which is available at two heights: 95 mm and 120 mm (4695 and 46120). The shift of modules for a CTP integration (direct-to-pack) enables a higher energy density, a reduced weight and more efficient use of the room.
But BMW didn’t stop here. The company also implements the integration of pack-to-open body bodies, which means that the battery itself is a structural element of the car. In contrast to conventional constructions, in which the battery is enclosed in a separate housing and then installed in the car, the new class models has an open chassis until the battery is installed and essentially forms the floor of the vehicle.
As BMW explained, this has profound advantages:
- A lower vehicle weight that leads to better efficiency and driving dynamics.
- A completely flat underbody, improvement in aerodynamics and increasing range.
- Improved accident reliability, whereby the battery itself contributes to the structural integrity of the vehicle.
According to BMW, this design philosophy eliminates unnecessary materials, reduces production complexity and improves its ability to scale the battery sizes across different vehicle types.
Fast and more efficient charge with 800 -V architecture
At each EV, the loading speed is as critical as the area, and BMW has addressed this by transitioning a 400 -V system to an 800 -V architecture. The 800V architecture is not new in the industry. Many direct and indirect competitors from BMW already offer electric vehicles with the more complex system. BMW was not ready to share all the details about what comes here. Some details are confirmed in this phase:
- 30% faster DC shop compared to Gen5.
- Added up to 300 km in just 10 minutes.
- A dramatic reduction in energy loss by 50% and improves overall efficiency.
BMW has also integrated a flexible charging system, which means that the gene6 battery can switch between 800 V and 400 V depending on the available infrastructure. This ensures that the drivers can use high -ranking ultra -fast chargers and at the same time maintain compatibility with existing networks.
What you have not confirmed are the 10-80 percent loading times (we tried to receive an answer) and the charging quota. Our own sources, which, however, have not been confirmed by BMW, indicate 350 kW quickly and to a new NACS connection to new class vehicles, which also enables BMW access to the Tesla charging network.
The energy master
One of the most important enables this efficiency is the Energy Master, a highly developed control unit developed by BMW in the house. In contrast to previous systems, in which various electricity management components were scattered in the entire vehicle, the Energy Master acts as a central stroke and distributes high and low voltage energy with greater precision and intelligence. It also improves thermal management and ensures optimal charging speeds without excessive heat cultivation or energy waste. Here, too, we tried to get some concrete figures when it comes to improvements in thermal management, but nothing was shared at this point.
In addition, BMW designed the energy emaster in such a way that it is easily interchangeable and is an important concern in the EV maintenance. While gene5 battery management systems were deeply embedded in the pack, the energy master sits under the rear seats and makes it much more accessible for maintenance and repair.
More range, more efficiency, fewer costs
Range fear was a persistent challenge in the EV introduction, and BMW addressed the range of 30% directly compared to gene5 models. Due to layperson? A range of 600 to 900 km in the WLTP cycle. Of course, the stricter EPA standard will bring these numbers a little, but will still be competitive in today’s market.
This is not only a result of a higher energy density (plus 20%), but also on striving for BMW according to efficiency gains across the board. Aerodynamics play a crucial role in this improvement. By eliminating the need for a separate underbody panel, the new battery floor design of BMW creates a seamless, fully closed lower surface. This reduces the air resistance and contributes to an increase in the overall organizer of the vehicle fulfillment of 20%, which is achieved with Gen6.
Weight savings are another factor. By eliminating modules and integrating the battery into the structure removed BMW redundant materials, which further optimizes the weight distribution and dynamics of the vehicle. How much easier? You are also not ready to communicate.
But the most impressive performance is cost reduction. BMW has reduced the battery production costs by 40-50%, an astonishing improvement that enables the company to evaluate its EVS more competitive. This was not only achieved by a simplified battery design, but also more efficient production techniques, which enabled fewer assembly steps and a high degree of standardization.
Bidirectional shop
The gen6 battery from BMW not only serves to switch on the car – it is also a power source. The new class will introduce a bidirectional charge so that vehicles:
- Electricity back into the net (vehicle to grille, V2G).
- Power Homes in the event of failures (vehicle-to-house, V2H).
- If necessary, load other electric vehicles (vehicle to vehicle, V2V).
The role of Landshut: BMW Battery Innovation Hub
While Munich’s batteriescell Competence Center (BCCC) focuses on research and cell chemistry development, BMW is brought about these innovations to life. Here the company made considerable investments in the production of high-voltage batteries to ensure that its gene6 technology is manufactured according to the highest quality standards.
BMW also pursues a “local” strategy planned in Europe, North America and China. This approach minimizes CO₂ emissions from transport, strengthens the resilience of the supply chain and creates local jobs.
Sustainability is the core of the BMW electrification thrust, the focus on the closure of the battery material loop. The company actively recovers lithium, nickel and cobalt of batteries at the end of life and integrates them into production, which reduces trust in newly mined materials.
A jump for BMW and electromobility
When you went through Landshut, it became clear that the gene6 battery system from BMW is more than an incremental upgrade – it is a complete reinvention of the design and built electric vehicles.
With higher energy density, faster charging, lower costs and new structural integration, the new class will set a new benchmark for Premium -EVS. And soon these billion dollar investments and countless hours of engineering will enter the first new class EV: The IX3.
