To create the i4, BMW essentially replaced the gasoline engine in the 4 Series Gran Coupe with an electric motor—or motors, in the case of the dual-motor M50 model we tested. During this transformation, the automaker managed to retain the driving experience that BMW buyers have come to expect: smooth power, quick acceleration, and taut handling. Comfortable front seats, a hushed interior, and a finely-furnished cabin also helped the i4 achieve an impressively high road-test score.
But, the car does have a few foibles: For starters, BMW’s latest infotainment system packs too many controls into the touchscreen, which adds to driver distraction. And because the i4 is built on the conventional 3 Series’ architecture, rather than a from-the-ground-up EV platform, interior space is compromised. At least the i4’s sleek four-door-coupe silhouette is augmented by a practical hatchback design, which contributes to cargo-carrying versatility.
We bought the most powerful i4 model for CR’s auto-test program—the M50—because at the time of our test it was the only version which had all-wheel drive. We love its prodigious 536 horsepower and the exhilarating, nearly silent acceleration of its electric motors. We clocked it from 0 to 60 mph in a scant 3.5 seconds, making it one of the quickest cars we’ve ever tested.
With its 81.5-kilowatt-hour battery, the i4 M50 has an EPA-rated 269-mile driving range, but that’s well shy of the Tesla Model 3 Long Range AWD’s 358-mile range; we saw 318 miles in our own 70-mph highway range test. The i4’s 11-kW onboard charger facilitates home-charging that’s quicker than most EVs—figure on gaining about 35 miles of range per hour of charging. We were able to add 65 miles of range in 15 minutes at a public DC fast-charging location, which is competitive, thanks to its 205-kW maximum acceptance rate.
If you don’t need all-wheel drive or ridiculous levels of horsepower, the rear-wheel-drive i4 eDrive35 produces 282 hp with a driving range spanning from 252 to 276 miles, depending on wheel size. The i4 eDrive40 puts out a healthier 335 hp, with a driving range from 283 to 301 miles.
The i4 M50 handles curves with the aplomb that’s typical of most BMWs. Quick steering and hardly any body roll make it feel like a precision instrument as it carves up a winding road. It’s not quite as agile as a 3 Series, due to the extra weight the EV version carries, but it’s still an impressive performer. The 55.5-mph speed it managed through our avoidance-maneuver test is up there with the best in the class. The ride is quite firm, as with many sporty cars, but the adaptive suspension is absorbent most of the time, and the i4 remains super steady at higher speeds. Still, rougher pavement will result in occupants feeling the occasional sharp hit.
As with most EVs, the i4 has an exceptionally quiet cabin. If, for some reason, it’s actually too serene for you, the i4 can be configured to emit simulated engine sounds through a setting within the infotainment screen. The interior is beautifully finished, full of soft-to-the-touch surfaces, supple leather, and brushed chrome.
The front seats are comfortable and supportive, with generous seatback side bolsters, and the driver’s seat has four-way lumbar adjustment. The driving position is mostly well-sorted, if a bit narrow, with good headroom and a large left footrest. It’s odd that this $73,000-plus as-tested luxury car doesn’t have a power-operated steering wheel, though. The rear seat isn’t a place that most adults will want to spend much time; it’s tight on headroom and has an uncomfortably upright seatback, while the bottom cushion is short on thigh support.
Unfortunately, BMW’s latest iDrive 8 infotainment system has taken a sharp turn away from user-friendliness. It now packs even the climate controls into the touchscreen, which means that some tasks, such as adjusting the fan speed or the seat-heaters, require multiple steps. At least it retains the easy-to-operate steering-wheel controls and iDrive controller knob from prior models.
Automatic emergency braking with pedestrian and cyclist detection, blind spot warning, rear cross traffic warning, lane departure warning, lane keeping assistance, and automatic high beams are standard. Automatic emergency braking which operates at highway speeds is optional, instead of standard. Reverse automatic emergency braking, lane centering assistance, and adaptive cruise control are also available.