We bought a BMW i3 not knowing the vehicle had so many faults, and the company's system could lock up your car, and seize the transmission, so that you are left stranded in the middle of nowhere, on the side of the road, or in traffic, with a 15k brick. We wondered if that was safe? Or, legal? But then found, allegedly, it was company policy, not to tell people what the problem with their car is. And, with the dealer approach of replace everything, also appearing not to know what is wrong with the car, it could soon become a service problem nightmare.

This marred our opinion of what could be the beginning of a great sports car project. Ideal, to show that long life components like the carbon fibre frame and alloy suspension components, could serve for another 10 years, where the running gear, transmission and motor could in theory last a lifetime, with proper maintenance.

For sure, without being allowed to see the computer logs, we will be operating in the dark. All of the BMW components would be scrap metal. Designed to be so expensive to service, and not to allow owners to service the vehicles themselves, that it made a nonsense of designing a car with long life components, if it was in reality, destined for the crusher. In our view a serious misrepresentation. Where customers were sold the expectation of sustainability.

That is hardly sustainable in United Nations terms, where Germany is signatory to the SDGs, as are their target sales countries! And EVs are one way of tackling climate change. But not if they add to global warming, by not supporting the second user market. Surely, such policies run contrary to responsible consumption and production, as per SDG 12?

WHAT IS THE "BLUE OCEAN H3i"? 

The challenge comes in three parts:

1. To unravel the minefield of complex fault finding, where the onboard computer, and internet based communications is more of a problem than a cure. Especially where the so-called diagnostics are anything but a diagnosis for the patient; a sick i3. 

2. Part one of the challenge may include lobbying to change the law, as it may affect the United Nations' SDG objectives.

3. To physically replace the standard bodywork, with a custom design for a two seat sports car, with gull wing doors.

Simply put, if you do not know what the problem is, you cannot fix it. Whereas, if you know what the problem is, one of our in house mechanics will be able to replace parts, or refurbish existing components. And, at significantly lower cost than regular mechanics. And especially BMW dealer prices.

BMW know this, and dealers rely on the fact that they shroud their diagnostics in secrecy, to underpin their high service prices. But is this just a BMW tactic. Or, are other makers also hijacking customer's cars, then charging the earth for servicing?

Apparently not. The practice of a computer system "locking out" a driver from charging appears to be a standard feature across the entire EV industry, moronic as that may be. And is in our view extremely dangerous. Have programmers lost their marbles?

Why not just tell the driver what the fault is?

Essentially, every modern electric car is a high-voltage appliance. If the onboard computers detect a risk to the battery's chemical stability or the user's physical safety, they will "air-gap" (physically disconnect) the battery to prevent a fire or electrocution.

But, the symptoms will trigger for many lesser problems. And, why lock the wheels?

Locking the wheels is a major inconvenience, turning the hijacked car into a potential accident, and making recovery difficult. Talk about stupid! If there is a battery issue, just isolate the battery, dum-dum.

With the wheels locked, the car cannot be pushed to a safe location, and cannot be towed in the usual way, with a tow rope. Safety of passengers is thus compromised by poor design decisions. What idiots dreamt that up? Or, is this a deliberately malicious practice?

Bang goes the second user market.

Here is how other major manufacturers handle similar "lockouts":

1. Tesla: The "Isolation Fault" Lockout

Tesla vehicles are notorious for a similar "charging disabled" state.

The Cause: If the Tesla detects a "High Voltage Isolation Fault" (meaning electricity is "leaking" where it shouldn't, such as into the chassis), it will immediately blow a pyrotechnic fuse or open the contactors.

The Lockout: Once this happens, the car often enters a "bricked" state where it will not only refuse to charge but may also refuse to move. Unlike some older cars, you cannot simply "reboot" this; it requires a service technician to clear the fault after fixing the hardware.

2. Ford Mustang Mach-E: Software and 12V Lockouts

Ford recently faced a massive "stop-sale" and recall (impacting over 300,000 vehicles) due to software glitches that could quite literally lock drivers out of—or even inside—their cars.

The Issue: Because the door latches are electronic, if the small 12V battery fails or the software glitches, the doors may stay locked.

Charging Lockout: Similar to our i3, if the Mach-E detects a "Charge Station Fault," it often requires a full cycle of the household breaker or a "deep sleep" of the car's computer to reset the handshake between the car and the charger.

3. Audi e-tron: The "Red Light" Lockout

Audi owners frequently report a "Charging System Malfunction" (indicated by a red LED at the charge port).

Mechanical Lockout: In many cases, this is caused by the locking pin actuator (exactly like the one in the i3). If the car cannot verify that the plug is physically locked into the socket, the software forbids any electricity from flowing.

Cold Weather Lockout: Audi (and many others) will also lock out fast charging if the battery is too cold, as forcing energy into "frozen" cells can cause permanent internal damage.

BMW DEALERS

In Sussex, there are two main dealers: Group 1 (Brighton, Hailsham and Worthing) and Vines of Gatwick. Unlike other locations, London is home to the UK's only dealership owned and operated directly by BMW UK, rather than a third-party group; BMW Park Lane.

Hedin Automotive: Controls many of the former Stephen James sites (Enfield, Woolwich, Bromley).

Sytner Group: Operates large retailers on the outskirts, such as Harold Wood.

Berry BMW: Strong presence in West London (Chiswick, Heathrow) and South London (Croydon).

Group 1 Automotive: While dominant in Sussex, they also operate key London-fringe sites like Borehamwood.

THE UN'S SUSTAINABILITY GOALS

We argue that an electric vehicle that becomes un-repairable because of software lockouts is not a sustainable product, no matter how clean its tailpipe emissions are. When a car like the BMW i3 built with carbon fibre, aluminium, and a battery pack designed for decades of service becomes an expensive brick because of inaccessible software, it directly contradicts the very principles the UN s Sustainable Development Goals (SDGs) are meant to uphold. And here is why:

1. SDG 12: Responsible Consumption and Production
2. SDG 7: Affordable and Clean Energy
3. SDG 9: Industry, Innovation and Infrastructure
4. SDG 13: Climate Action

The core argument in one sentence: "An EV that becomes unusable due to inaccessible software is not a sustainable product it is a form of digital obsolescence that increases waste, undermines climate goals, and violates the principles of the UN Sustainable Development Goals."


5. How this supports a Right to Repair claim

It can be argued that:

i) BMW s software restrictions prevent legitimate repair.
ii) The inability to diagnose or fix faults without dealer intervention creates artificial barriers.
iii) These barriers shorten the vehicle s usable life.
iv) This contradicts national and international sustainability commitments.

Therefore, manufacturers should be required to provide:

a) Diagnostic access
b) Software re‑authorisation tools
c) Module coding rights
d) Long-term support for EV control systems

This is not a nice to have it is essential for climate policy.

The first step could be a letter to BMW, raising these issues, and asking for their help. This might be by way of a formal complaint, to their head office in Germany:

BMW Headquarters (Germany) Official Address
BMW AG Bayerische Motoren Werke Aktiengesellschaft 
Petuelring 130
80788 Munchen (Munich)
Germany

Telephone: +49 89 382‑0
Website: www.bmwgroup.com

LINKS:

http://en.wikipedia.org/wiki/BMW_i3

SEAVAX - How can a BMW i3 help the SeaVax crew to clean plastic waste from our oceans? By reducing their fuel bills and providing operational data when operating this practical EV. 

But what of the Right to Repair? Did you know that BMW can lock you out of your vehicle? We didn't, not until it happened. Is that fair or legal? And what about consumer rights? What about their dealers charging for what is essentially a manufactured service charge? And what about Consumer Protections?