2022 BMW i4

BMW's first attempt at an electric vehicle, the i3, didn't resonate with American buyers, who typically avoid small hatchbacks. So when the Tesla Model 3 arrived sporting a more conventional shape and far superior performance, it was basically game over for BMW. The company is ready to launch its next EV phase, which includes a new model called the 2022 BMW i4. Using the same body and platform as the gas-powered 4 Series Gran Coupe, this is much closer to what buyers would expect a BMW EV to look like.

Unlike the upcoming BMW iX, which boasts a single high-dollar trim level, the i4 will arrive with two variants priced somewhat affordably. With a $55,400 starting price, range up to 300 miles, and a potent M50 model, we suspect the i4 is the perfect recipe to steal buyers away from the Model 3. CarBuzz had an early chance to drive the i4 M50 in Munich, Germany to confirm these suspicions.

See all Trims and Specs

The BMW i4's design doesn't break the mold, as it shares a body and proportions with the 4 Series Gran Coupe; it doesn't go out of its way to scream "I'm electric!" In BMW nomenclature, a "Gran Coupe" is a four-door coupe body style, which in this case features a liftback trunk design. Differentiating the base i4 from a 4 Series are blue accents on the model-specific grille, around the BMW logo, along the rocker panels, and on the rear bumper. Speaking of that grille, it doesn't need to be there since there is no engine to cool, but BMW says it wanted the i4 to maintain a familiar family appearance. 18-inch wheels come standard, with 19-inch wheels available optionally.

BMW will offer a slate of interesting colors, none more exciting than the Frozen Portimao Blue metallic found on our test car, also available on the M3 and M4. The sportier M50 model differentiates itself with Cerium Grey exterior accents, gloss black bumpers, blue brake calipers, 19-inch wheels (with available 20s), an M-specific spoiler, and copious M badging. So long as you like the existing BMW 4 Series styling, you will enjoy the i4.

There will be two i4 model variants upon launch, the eDrive40 version and a bonkers quick M50. The eDrive40 uses a single electric motor on the rear axle, producing 335 horsepower and 317 lb-ft of torque. We didn't have a chance to sample this base powertrain, but BMW says it will hit 60 mph in 5.5 seconds on its way to a 118-mph top speed. Based on our impression of the M50, we think the eDrive40 will deliver impressive performance for the majority of buyers.

Buyers who crave neck-snapping acceleration should opt for the M50, which we sampled during our first drive. This model pairs the rear electric motor with a second one at the front, combining to produce 536 hp and 586 lb-ft going to all four wheels. Yep, that's more power than you get from an M4. And with a 0-60 time of just 3.7 seconds, it's a tenth quicker than the rear-drive M4 and only three tenths slower than the xDrive model. With the instant power availability from the electric motors, the i4 feels even more eager than the M4. We can't wait to see what the full M model will be like.

Both i4 variants use a 83.9 gross kWh battery pack with an 81.5 kWh net capacity. This enables a 300-mile estimated range in the single-motor eDrive40, while the dual-motor M50 sucks down electricity quicker in approximately 245 miles. Final EPA figures are still to come, but German automakers are typically conservative in their range ratings. The Model 3 lineup does not directly match up to the i4, but the Tesla is available with a longer range (up to 353 miles) and a quicker 0-60 time (as low as 3.1 seconds).

When refilling the battery, the i4 charges at a peak 200 kW rate on a DC fast charger. BMW says it can go from 10-80% battery in just 31 minutes on a DC charger, or 0-100% on an 11 kW level 2 home charger in 8.25 hours.

To sample the i4 M50, BMW invited us to drive from Munich to the Austrian border on some fabulous mountain roads. Here we learned that the M50 may not be a fully-fledged M car, but it's pretty darn close. The steering is less precise than an M4, but because the i4 mounts its batteries low in the floor, the handling is flat and level even during hard cornering. Power is typically delivered to the rear wheels only, but the front electric motor activates when the car detects any wheel slip. At over 5,000 lbs, the i4 feels its heft if you drive at track pace, but it isn't an issue at reasonable road speeds.

Playing with the normal, eco, and sport modes impacts the adaptive suspension and the Servotronic steering. The spring and shock tuning gets firmer in sport mode, while the steering becomes a bit shaper on turn-in. We'd like to comment on how comfortable the M50 felt during city driving, but Germany's roads are too smooth to draw an accurate comparison.

On top of the standard sport mode, the M50 gets a unique Sport Boost Function that triggers maximum acceleration for around 10 seconds. Power is increased by 67 hp to its maximum 536-hp rating, while torque jumps by 48 lb-ft to the full 586 lb-ft. Sport Boost feels like smashing the NOS button in a Fast And Furious movie, and the effects are immediately noticeable. With launch control, the i4 M50 can torch all four tires with ease on a loose surface.

Along with the sport settings, BMW included what it calls "IconicSounds Electric" to play through the speakers. These sounds become especially prominent in sport mode, offering a futuristic hum composed by Academy Award winner Hans Zimmer. If you prefer a near-silent experience, the sounds can be deactivated.

The i4 takes a different interior approach than its iX sibling, opting to stick closely to its gas-powered counterpart. Aside from a few blue accents, there's little to differentiate this interior from the 4 Series. In fact, the only odd omissions are physical climate controls (now housed on the touchscreen) and BMW's useful radio/navigation preset buttons on the dash. We can't figure out why BMW felt the need to delete either, as getting rid of them doesn't free up any additional space. As for the rest of the cabin, it's what you'd expect of a 4 Series, with premium materials that feel well above Tesla's quality. We especially enjoyed the standard sport seats on the M50 with snazzy blue seatbelts.

The highlight is an updated iDrive 8 infotainment system with a gorgeous BMW Curved Display. The 14.9-inch touchscreen is paired with a 12.3-inch information display in front of the driver, which can now show a full-size map even when using Apple CarPlay or Android Auto. As we noted in our iX First Drive, this is the best infotainment BMW has produced and among the best in the industry.

Headroom is often a downside in a four-door coupe, and the i4 is no exception. The i4's back seat feels cramped for taller riders with only 36.6 inches of headroom, and the legroom isn't much more impressive at 34.2 inches. While the back seat isn't massive, the trunk is the exact opposite. Measuring 10 cubic feet with the rear seats in place, the i4's cavernous rear hatch is deceptively accommodating. The hatch design allows an easy passthrough into the cabin, with room for taller items. Unfortunately, the i4 doesn't have a trunk up front like some EVs.

BMW hasn't provided a full pricing breakdown with a configurator, but the i4's starting MSRP is pretty appealing. The base eDrive40 starts at $55,400 (before federal tax credits and incentives) plus a $995 destination fee. A comparable Model 3 Standard Range Plus starts at $43,490 but no longer qualifies for tax credits. It's also worth noting this model won't be available until mid-2022.

The i4 M50 starts at $65,900, making it cheaper than the less powerful M4. BMW's hefty options list should push this price significantly higher, but with the tax credit, it's not far off the Model 3 Performance's $57,990 starting price.

Whereas the i3 was a niche seller in the US market, we think the BMW i4 is primed for success. Though sedans sales aren't what they used to be, the i4's hatchback design should entice buyers who need crossover-style cargo capacity in a sleek and sexy body. We'd like to try the base eDrive40 model, as we think it will offer more than the average buyer needs, plus a longer driving range. As for the M50, it's an excellent recipe that we'd highly recommend, even as a viable alternative to an M4.

The M50 feels as quick as the M4 in the real world, and it's cheaper. Factor in running costs, and the i4 feels like a no brainer. Buyers who plan to take their car to the track will still reap the benefits of the M4's superior handling and lower curb weight, but for the average consumer, we think the i4 is the better option. If this is our first taste of an electric M car, count us in.