The new 2022 BMW i4 is essentially an electric version of the BMW 4 Series Gran Coupe. The 4 Series is at the top of its class, but does that mean the i4 also has its rivals beat? We found out.

PROS:

+ Looks and drives like a 4 Series 

+ Decent range 

+ Blistering performance from M50 model

CONS:

- Fiddly climate controls

- Cramped in the back

- Lacks Tesla’s superb charging network 

Verdict: The BMW i4 is one of the best electric cars on sale today, with great performance and range as well as handsome looks. Our pick is the lower-powered eDrive40 model, which goes further and feels more ‘BMW’ thanks to the rear-wheel-drive setup.

2022 BMW i4 review: the five-minute read 

As the car market becomes increasingly flooded with electric cars it’s interesting to see two very different design strategies from manufacturers emerging. Some opt to create brand new EVs from the ground up, such as the Hyundai Ioniq 5 and Porsche Taycan, while others are electrifying familiar combustion models, like the Peugeot e208 or the Kia e-Niro. 

One or two brands are even doing both, including BMW. Beamer will gladly sell you an i3 or iX, both completely new cars which bear little resemblance to anything else in its range. Or you can buy this – the i4. 

In simple terms the i4 is an electric version of the 4 Series Gran Coupe. It looks exactly like the four door Gran Coupe, save for some subtle EV-specific differences, such as the closed-off grille and 17 or 18-inch aerodynamic wheels. Is it as handsome as the Polestar 2? A close-run thing in our book, but it beats the bulbous Tesla Model 3 hands down in a beauty contest. 

The interior is just as sweet, again mimicking the 4 Series in terms of design and layout. It hits all the keynotes we expect from a £52,000-plus BMW, with great build quality and no sparing of high-end materials. As with other BMWs adding the M Sport package to the entry eDrive40 model adds sporty flourishes inside and out, which come as standard on the more powerful M50 version.

There is one big difference between the i4 and its petrol-powered sibling though. The i4 gets the latest version of BMW’s iDrive which uses two curved screens – a 14.9-inch infotainment screen and 12.3-inch digital driver display – to broadcast information and controls to the driver. Not only does it look great, it reacts to inputs at lightning speed and can still be manipulated by a rotary dial on the centre console.

The only thing we don’t like is the fact BMW has moved the climate controls into the infotainment system. We might be old fashioned, but we prefer physical, tactile buttons which are easier to find without taking eyes from the road ahead. 

The i4 has its two main rivals - the Tesla Model 3 and Polestar 2 - firmly licked when it comes to boot space. It offers 470 litres of room to the Tesla’s 425 litres and the Polestar’s 405 litres. However, both of those cars are more comfortable for rear passengers. The i4’s raked roofline means anyone over six feet tall will be knocking their head, and legroom is also limited.

We like the fact that there are just two models to choose from, both of which use the same 81kWh battery. The entry eDrive40 produces 340hp and, according to WLTP data, can run for up to 367 miles on a full charge. The more powerful dual motor M50 model costs £63,905 and produces a meaty 545hp. This version will do 0-62mph in just 3.9 seconds, which matches the BMW M3 Competition, although the range drops to 316 miles. Impressive figures, but the M50 is still slightly slower than the Model 3 Performance (3.3 seconds) and has significantly less range (340 miles).

The biggest compliment we can give the i4 is that it drives like a 4 Series, with well-judged damping, reactive steering and plenty of grip in both guises. We recommend the eDrive40 over the M50, which is plenty fast enough but also feels more ‘BMW’ thanks to a rear-wheel-drive setup. It’s a lot of fun to drive, especially with the M Sport pack added, which offers sportier suspension.

On our test drive on a cold December day we found the claimed ranges to be fairly accurate, although you can quickly drain the juice by stamping on the power, which is addictively fun in the M50 version. Drive progressively though, and you’ll be able to hit the 300-mile mark, and more like 340 miles in the eDrive40. 

The Tesla Model 3 and Polestar 2 have a very serious rival in the i4, which as an overall package is one of the best EVs on sale today. Most importantly it looks and feels like a 4 Series Gran Coupe, which means it could be the model to persuade many BMW drivers to make the switch to electric. 

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Extended read…

2022 BMW i4 interior and infotainment

Let’s face it, BMW makes great interiors, so it will be no surprise to learn that the i4’s cabin is lined with plenty of expensive and soft-touch materials and is screwed together with the highest standards of build quality. Anyone who has seen the inside of a 4 Series or 3 Series will be familiar with the layout, which is driver-focussed and ergonomically sound. 

Highlights include supportive seats which are low slung by default but offer plenty of range in terms of adjustability, as well as a solid leather steering wheel. It all looks prettier than the ultra-minimalist Tesla Model 3, but the Polestar 2 probably has a little extra class, if you dig the whole Scandi design thing.

While the Polestar and Tesla both offer decent infotainment systems, the i4 comes with the newest version of iDrive, which just gets better with each iteration. This latest generation uses two curved screens – a 14.9-inch infotainment screen and 12.3-inch digital driver display – to broadcast information and controls to the driver. It looks every bit as impressive as the MBUX system in new Mercedes-Benz cars and is just as intuitive to use.

That’s largely down to the fact that BMW listens to its customers when they say how much they love the rotary dial on the centre console which makes bouncing around the infotainment system so easy. It really is the best in the business when it comes to ease of use, although we were disappointed to discover BMW has moved the climate controls into the infotainment screen, which can be distracting to use when on the move.

The built-in sat nav works with the regenerative braking system to operate an Active braking mode, which allows the car to coast when you come off the gas on an open stretch of road but dials up the one-pedal effect when coming up to corners. It’s astonishingly effective and takes a lot of effort out of driving.  

2022 BMW i4 practicality and boot space 

To start with the positives, the i4 beats both the Polestar 2 and Tesla Model 3 when it comes to boot space. It offers 470 litres of room to the Tesla’s 425 litres and the Polestar’s 405 litres. The boot opens hatch-style too, unlike the Tesla, so getting things in and out is easy thanks to the wide opening. 

The rear seats fold in a 40/20/40 formation too, whereas the Polestar and Tesla fold in a less versatile 60/40 split.

Up front the i4’s cabin is also spacious, with plenty of shoulder and head room for driver and passenger. The door bins and storage cubby in the centre armrest are generous too, there’s no excuse for having any clutter lying around. 

It’s the back seats that let the i4 down. Unlike a lot of EVs there’s still a large hump on the floor in the middle of the back seats, which houses electrical cables. And legroom between the front and back seats isn’t as generous as it is in the Tesla, although it’s on a par with the Polestar, which isn’t particularly roomy in this area either. 

Thanks to the raked roofline anyone over six feet tall is likely to be scraping the roof with the top of their head, again the Telsa is more accommodating, and so too is the Polestar. All said and done, two average-sized passengers in the back will be plenty comfortable, but that’s about the limit. Three passengers will find it tight. 

2022 BMW i4 batteries, motors and charging 

Unlike its petrol and diesel cars, the i4 range is very simple. There are just two models on offer, the eDrive40 and the M50. The M50 is the first electric BMW to benefit from the M Division treatment, which in simple terms means it’s fast – very fast. Packing 545hp from two motors, one on each axle, the M50 hits 62mph from a standstill in just 3.9 seconds, which is equal to the BMW M3 Competition. 

While a little more sedate, the same sprint in the rear-wheel-drive 340hp eDrive40 is still done and dusted in 5.7 seconds, so it’s not exactly slow. And the feeling of speed is further amplified by the instant-maximum-torque effect typical to most EVs. 

Both models use the same 81kWh battery. According to WLTP figures the eDrive40 can cover 367 miles on a full charge, but the extra shove of the M50 means it does 316 miles. In terms of how that stacks up against rivals, the Tesla Model 3 Performance covers 340 miles and is a fraction faster than the M50 to 62mph, so if you want to win a game of top trumps then go for the Tesla. 

The Polestar 2 Long Range Dual Motor offers 298 miles of range and a 0-62mph time of 4.5 seconds, but it’s a good five grand cheaper than the £51,905 eDrive40. 

Both i4 models support charging at rates up to 200kW, which is better than the Polestar’s 150kW but not as good as the Tesla’s 250kW. On the right charger you can replenish 10-80 per cent of the battery in just 30 minutes, but you won’t have access to Tesla’s excellent and extensive charging network, so finding said charger could be a challenge. 

2022 BMW i4 driving

The biggest compliment we can give the i4 is that it drives like a 4 Series, which is one of the best-handling cars in its class. You can feel the extra weight of the battery when asking the i4 to change direction at high speed, but it’s hardly a problem, and the low centre of gravity gives it some added stability.

Like most BMWs the steering is quick to react and the damping is excellent, even without the M Sport adaptive dampers, which come as standard on the M50 but are an optional extra on the eDrive40. The only complaint in terms of what’s happening underneath the car is the level of tyre rumble, which is louder than it would be in something from Mercedes-Benz or Audi. But t’was always thus with BMW cars and, again, it’s far from awful and shouldn’t put you off buying the car.

We probably don’t need to tell you that the acceleration in the M50 is staggering, you’ll hit speeds which can land you points and a fine in the blink of an eye. The M Sport adaptive suspension does add a little firmness and negates body roll in corners successfully, it feels genuinely sporty, but it’s not as full-on as a full fat M3 or M4. It’s still an easy car to drive every day in all road conditions. 

Like a lot of EVs the i4 is blissfully relaxing around town, the regenerative braking can be dialled up to make it more or less a one pedal car, and there’s obviously no engine to shatter the cabin’s peace and quiet. On that point, in Sport Mode a unique ‘soundtrack’ created by Hollywood composer Hans Zimmer adds a weird whining sound under acceleration, but thankfully it can be turned off. It’s a pointless gimmick.

As fun as it is to launch the M50 from traffic lights, we recommend you buy the eDrive40 with M Sport suspension added. It’s got the better range and being rear-wheel-drive it feels more like a true BMW, it can actually get quite playful at the back. And it’s plenty fast enough. 

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