2022 BMW i4 Reviews, Pricing & Specs

The i4’s styling isn’t a major departure from the gasoline 4 Series Gran Coupe, so it’s likely to prove polarizing because of the oversized grille, and confusing because of BMW’s use of the term “Gran Coupe” to described what is essentially a four-door sedan with a rear hatch instead of a trunk. Traditionally applied to two-door vehicles, the word “coupe” has an increasingly elastic definition these days.

The i4 is a bit more aerodynamic than its gasoline-powered sibling, however. BMW says the base i4 eDrive40 has a drag coefficient (Cd) of 0.24, compared to 0.28 for the base 430i Gran Coupe. The BMW i4 M50 has a claimed 0.25 Cd, compared to 0.30 for the equivalent gasoline M440i xDrive Gran Coupe. BMW achieved this with a number of tweaks, including a smooth underbody, front spoiler, rear diffuser, and an active flap to control airflow through the massive grille (only a small portion of which is open).

BMW also gave the i4 lighter alloy wheels. The eDrive40 gets standard 18-inch wheels, while the M50 gets 19-inch wheels (with staggered tire sizes). Larger wheels are optional on both models.

The battery pack is mounted below the floor and connected to the front axle subframe which, along with a standard bracing package, provides extra structural rigidity, according to BMW. That’s always a good thing when it comes to handling. While the battery pack also adds a significant amount of weight, BMW used an aluminum hood and front fenders to counteract some of that. The body shell itself is made from a mix of hot-stamped steel and aluminum.

The interior design strikes a good balance between Tesla-style minimalism and traditional BMW styling elements. A freestanding screen sits atop the dashboard, but below it the horizontal layout of the air vents and other controls is familiar BMW. So was the oversized M Sport steering wheel on our test car. Material quality appeared up to BMW’s traditional standards, but leather upholstery isn’t standard.

The base i4 eDrive40 has 335 horsepower and 317 pound-feet of torque, getting it from zero to 60 mph in 5.5 seconds, according to BMW. That’s quicker than a base RWD Tesla Model 3. The M50 model’s two-motor powertrain produces 536 hp and 586 lb-ft of torque (using a Sport Boost function) and a claimed zero to 60 mph time of 3.7 seconds—quicker than an AWD Model 3 Long Range, and 0.6 second behind the Model 3 Performance.

BMW built its performance reputation on more than just straight-line acceleration, though. What set classic BMWs like the E30-generation 3 Series apart is the way they handle, and BMW claims its electric models have the same cornering abilities.

Thanks to a battery pack mounted underneath the floor, the automaker claims the i4’s center of gravity is 1.3 inches lower (i4 M50) or 2.1 inches lower (i4 eDrive40) than a 3 Series sedan. However, both i4 models are fairly heavy. BMW’s quoted curb weights of 4,680 pounds and 5,018 pounds for the i4 eDrive40 and i4 M50, respectively, are about 1,000 pounds heavier than comparable 3 Series models. You can thank those battery packs for that, too.

Both i4 models get rear air suspension and lift-related shocks (shared with the 4 Series Gran Coupe), which provide damping force in response to spring travel, helping to reduce body roll, BMW claims. The M50 version also gets adaptive M suspension, variable sport steering, and M Sport brakes. The upgraded suspension and brakes can also be added to the eDrive40 with the optional Dynamic Handling Package.

Our test car had that option package, and it really made a difference. The adaptive suspension provided one of the smoothest rides we’ve experienced in a recent BMW. The impact from even the nastiest potholes was barely discernible in the cabin—even in the more aggressive Sport mode. The ride in Sport and the default Eco Pro mode was so good, in fact, that we didn’t feel the need for the Comfort mode.

This Bimmer is no overstuffed sofa on wheels, though. Along with the suspension, the upgraded brakes and steering included with the Dynamic Handling Package made the i4 worthy of BMW’s “Ultimate Driving Machine” tagline. Despite its hefty curb weight, the i4 was seriously fun and playful. Our RWD test car was able to rotate nicely in corners without feeling loose or nervous, and we could also tell what the back end was doing. The steering was remarkably precise and communicative. And of course you get the shove of instant torque common to all EVs.

Electric cars rely on regenerative braking to achieve maximum range, but that can interfere with the linear brake pedal feel necessary in a performance car. BMW’s solution is a so-called integrated braking system that uses an electric actuator to generate brake pressure based on the driver’s inputs, which the automaker claims provides more natural pedal feel.

The i4 also has an adaptive recuperation system that automatically adjusts the level of regenerative braking, switching between maximum regeneration and a lower setting that allows the car to coast in certain situations, depending on what’s deemed more efficient.

We did find the pedal feel to be reassuringly natural, but weren’t completely sold on the adaptive recuperation system. In practice, it tended to increase regen when following another car, creating a sensation almost like using adaptive cruise control. But in other situations, regen wasn’t strong enough to enable one-pedal driving. The fact that you never know how much regen you’re getting is also a little worrying, as it makes it harder to judge when to use the brake pedal.

The seating position is remarkably low considering that you’re sitting on top of a battery pack, but that didn’t hinder outward visibility in our experience. However, the fastback roof limits headroom. The i4 has less headroom in both rows than the Polestar 2, which also has a fairly sleek roofline. The Polestar also has more front legroom, but the BMW has more legroom for rear-seat passengers.

Subjectively, the interior felt airy and open for a car with relatively little side glass. That’s thanks in part to the efficiently designed center console, which didn’t take up a lot of space despite housing the shift lever, infotainment controller, and a generously sized storage bin and cupholders.

However, both front- and second-row seats in our i4 eDrive40 test car felt flat and hard. The front seats in particular lacked the bolstering one would normally expect in a sporty car. We noticed a couple of other smaller issues as well. The wireless charging pad won’t accommodate larger phones, and we think the lack of a power adjustable steering column is unacceptable in a car this expensive.

The i4 does have folding rear seats, but BMW only quotes a cargo-space figure with the seats up. At 10 cubic feet, the i4 has less cargo space than a Polestar 2 or a Tesla Model 3. Both the BMW and Polestar are hatchbacks, and thus provide a wider opening for loading and unloading cargo than the Model 3, which is a conventional sedan with a trunk. BMW didn’t include a front trunk—a.k.a. “frunk”—like Tesla and Polestar, though.

Because automakers seem obligated to make their EVs showcases for elaborate connectivity tech, the i4 gets the latest BMW iDrive8 infotainment system and BMW Curved Display. The latter consists of a 12.3-inch instrument cluster and 14.9-inch central touchscreen placed side by side to form one long screen, similar to what rival Mercedes has been doing for some time now.

Other notable features include standard Apple CarPlay and Android Auto, Bluetooth, navigation, over-the-air (OTA) update capability, and SiriusXM with 360L satellite radio. A head-up display, Harman Kardon audio system, wireless device charging, and 5G connectivity are also available.

Despite the new screen configuration and somewhat different graphics, the user experience was similar to other recent incarnations of iDrive, so existing BMW drivers likely won’t face a steep learning curve. The familiar rotary controller remains, and was much easier to use than Mercedes’ controller. Combined with menu shortcut buttons and a very effective voice recognition system, it made using the touchscreen pretty much unnecessary.

Crash-test ratings from the Insurance Institute for Highway Safety (IIHS) and National Highway Traffic Safety Administration (NHTSA) were not available at the time of publication.

Standard driver-assist features include forward-collision warning, automatic emergency braking, lane-departure warning, blind-spot monitoring, rear cross-traffic alert, and Speed Limit Assist. An optional Driving Assistance Professional Package adds adaptive cruise control with stop-and-go functionality, lane-keep assist, front cross-traffic alert, and Extended Traffic Jam Assistant. The latter handles acceleration, braking and lane centering at low speeds (below 40 mph) on divided highways.

Finally, the Parking Assistant Package adds a 360-degree camera system, Park Distance Control parking sensors and low-speed automatic braking, and Parking Assistant, which can steer the car in and out of perpendicular and parallel spaces. The latter also includes Back-Up Assistant, which can remember the path the car took to get into a parking space and automatically reverse out the same way. It’s handy for driveways or tight spaces where you can’t simply back straight out.

Both versions of the i4 use the same 83.9-kilowatt-hour battery pack, with 81.5 kWh of usable capacity. Range and efficiency are very dependent on wheel choice.

With the standard 18-inch wheels, the BMW i4 eDrive40 has an EPA-rated 301-mile range and efficiency ratings of 109 MPGe combined (109 MPGe city, 108 MPGe highway). That drops to 282 miles of range and 99 MPGe combined (100 MPGe city, 98 MPGe highway) with the optional 19-inch wheels. Similarly, the i4 M50 is rated at 270 miles and 96 MPGe combined (94 MPGe city, 98 MPGe highway) with its standard 19-inch wheels, and 227 miles and 80 MPGe combined (79 MPGe city, 80 MPGe highway) with the optional 20-inch wheels.

The i4 is capable of charging at up to 11 kilowatts with an AC Level 2 charger, allowing for a full recharge in just over eight hours, BMW claims. A maximum DC fast charging power rate of 200 kW can accomplish a 10%-80% charge in a claimed 31 minutes.

BMW provides a four-year, 50,000-mile, new vehicle warranty and an eight-year, 100,000-mile warranty for the battery pack. Four years of roadside assistance with unlimited mileage and three years or 36,000 miles (whichever comes first) of free scheduled maintenance are included as well.

Pricing starts at $56,395 for the i4 eDrive40 and $66,895 for the i4 M50 (all prices include a mandatory $995 destination charge). BMW electric cars still qualify for the full $7,500 federal tax credit. That’s also the case for Polestar but not Tesla.

The i4 may be electric, but it’s still a BMW. So to get most of the features that justify its luxury-car status, you’ll need to spend substantially more than the base price. Our test car had a number of options, ranging from Mineral White Metallic paint and Mocha Vernasca leather upholstery to the Dynamic Handling, Driver Assistance Professional, Parking Assistance, M Sport, and Premium option packages. These are desirable features, but they brought the as-tested MSRP to $69,720.

While the i4 suffers from BMW’s penchant for nickel and diming customers, it also benefits from the automaker’s experience with both EVs and performance cars. With a maximum 301-mile range and a fantastic driving experience, the i4 is a match for the Polestar 2 and Tesla Model 3 in desirability. But if we were spending our own money, we’d also seriously consider EVs from mainstream brands, such as the Ford Mustang Mach-E, Hyundai Ioniq 5, and Kia EV6, which offer most of what the BMW does for a lot less money.