New BMW i4 review

If you’re eyeing up an electric car but don’t fancy broadcasting it to the world, the BMW i4 could be for you.

While BMW’s first proper stab at an all-electric model – the quirky BMW i3 – was all about looking like it came from a sci-fi flick, the i4 we're reviewing here is a more understated car.

It's essentially an electric version of the BMW 4 Series Gran Coupé – and that’s no bad thing. The 4 Series and its close sibling, the BMW 3 Series, are pretty much the benchmarks for their respective classes, so the i4 has a solid foundation.

BMW i4 video review

The thing is, being an executive electric car means the BMW i4 has to face a whole different set of rivals, including the BYD Seal, DS No 8, Hyundai Ioniq 6, Polestar 2, Tesla Model 3 and Volkswagen ID 7. Read on to see how we rate it...

What's new

- September 2025 – New laser rear lights with optional adaptive LED headlights

The least-powerful version of the BMW i4 is the eDrive35, but with 282bhp it still feels properly punchy. We stuck a stopwatch on it at our test track and it clocked 0-60mph in a solid six seconds – half a second quicker than the Tesla Model 3 RWD we also had on hand. Not bad for the baby of the range.

The 335bhp eDrive40 shaves off only a sliver of time, with 0-62mph officially taking 5.7 seconds. But here’s the kicker: in an executive electric car like this, range matters more than drag racing.

That’s where the i4 eDrive35 falls a little short, with its 67kWh battery good for 311 miles officially. A mild update in 2025 saw an improvement in efficiency over earlier versions, but the DS No 8, Tesla Model 3 and VW ID 7 can cover more than 400 miles.

For that reason, we'd skip the 35 and go straight for the i4 eDrive40, which gets a bigger, 80.7kWh battery and can officially manage 371 miles.

Despite being heavier than the entry-level car it's one of the best-handling executive cars on sale. The steering is precise, direct and well-weighted (something you can’t say about the BYD Seal) and body control is excellent. 

We reckon there’s little need to step up to the all-singing, all-dancing i4 M60. Sure, it’s blisteringly fast, with 593bhp slinging it from 0-62mph in 3.7 seconds, but the all-wheel drive system and extra power mean lower efficiency, with the official range dropping to 334 miles.

The i4’s ride is noticeably more settled than a Seal’s, with its suspension smothering patches of broken Tarmac with a greater degree of sophistication. The Model 3’s firmer suspension deals with impacts quickly and in a composed manner. 

In terms of refinement, all i4s have the edge over the Seal, the Polestar 2 and Model 3. At a cruise, road and wind noise are practically non-existent – something you can’t say about the Model 3 with its pillarless doors – and at lower speeds, motor whine is minimal.

Special mention goes to the brakes. They’re far less grabby than in most electric cars, making smooth stops a doddle.

The i4’s regenerative braking system is well-judged, reclaiming energy without feeling intrusive. In Adaptive mode, it uses the car’s sensors and sat-nav to adjust the regen effect automatically – coasting when the road is clear but slowing you down when a corner or speed limit is coming up.

However, like in other BMW models with that function, it doesn’t always judge it correctly and can result in too little or too much braking. For more control, B mode is so strong you can drive one-pedal style most of the time. 

"I like the range of sounds you get on i4s equipped with the IconicSounds function. The spooky electronic hum when you put your foot down is like a soundtrack to your own personal sci-fi chase scene." – Dan Jones, Senior Reviewer

The BMW i4 looks like a BMW 4 Series Gran Coupé and shares a lot of similarities on the inside too. The driving position, for example, is nearly identical and places you much closer to the road than you sit in a BYD Seal, DS No 8, Polestar 2 or Tesla Model 3.

The driver's seat is comfortable and highly adjustable, and provides significantly better side support than you get in the Model 3. That's important considering the performance on tap. It’s just a shame adjustable lumbar support is an optional extra on all i4s.

The i4 has impressive build quality. Every surface you touch feels upmarket and it all seems beautifully screwed together. Only a couple of patches of hard scratchy plastic – around the starter button for example – stop it feeling quite as plush as more expensive electric cars including the Audi E-tron GT and Porsche Taycan. 

The i4’s iDrive infotainment system is based around the latest operating system and viewed on a big curved display. The display is made up of a 14.9in touchscreen and a 12.3in driver's display. It's striking to look at and the graphics are pin-sharp, the central screen is lightning quick to respond to inputs and the menus are logically laid out.

We also love the way BMW gives you the option of operating the central display using a rotary controller between the front seats. It's much less distracting when you're driving than the touchscreen-only interface in the BYD Seal and Tesla Model 3. There's also a "natural speech" voice-control function, which works well most of the time.

The i4's interior isn't perfect though. There are no physical temperature control buttons, so unless you use the voice-control function (and we recommend that you do) you have to take your eyes off the road and delve into the touchscreen to adjust the climate control.

The lay-out of the system is not particularly intuitive and the icons on the main menu are a touch too small, making them hard to hit on the move.

"I find the main apps screen is inundated with icons, but at least there’s a search bar that finds what I’m looking for, or I could try the voice-control function." – Lawrence Cheung, New Cars Editor

Up front, the BMW i4 has similar dimensions to the BMW 4 Series so you’re unlikely to have any trouble with head or leg room. Storage space is plentiful, with a generous-sized glove box, a cubby under the central armrest and door bins that are partitioned so loose items don't roll around. 

In the rear, the dramatically curved roofline means you have less rear head room than in the BMW 3 Series and the rear seat is a little higher than in the BMW 4 Series Gran Coupé to accommodate the battery and electric motor underneath. As a result, passengers over 6ft will have their heads touching the ceiling.

In addition, a large central hump in the floor makes life uncomfortable for a middle rear passenger. The BYD Seal and Tesla Model 3 are both better in the back, as are many other large electric cars – although not the Polestar 2.

The i4 features a hatchback boot opening and the seat backs split and fold down in a 40/20/40 configuration. That’s the same as the DS No 8, and while the Polestar 2 and VW ID 7 have hatchback openings, their back seats split 60/40. The Model 3’s saloon set-up with 60/40 split seats is the least versatile. In other words, the i4 is one of the easiest to load up.

The i4’s 470 litre boot capacity is more space than you get in the Seal and Model 3 but less than the ID 7 (532 litres) or DS No 8 (620). There’s a handy underfloor compartment to stow your charging cables away, keeping them clear of your luggage.

We managed to fit only seven carry-on suitcases under the i4’s tonneau cover – the same as the Seal but one less than the Model 3. The Seal and Model 3 have front boots with room for an extra suitcase – something the i4 lacks.

"I like the i4’s large hatchback boot opening, but it’s a shame there aren’t any levers that remotely fold down the backrest. Mind you, its main competitors don’t have them, either." – Lawrence Cheung, New Cars Editor

The entry-level BMW i4 eDrive35 has a much higher list price than all its closest rivals, including the BYD Seal, Hyundai Ioniq 6, Polestar 2 and Tesla Model 3. Meanwhile, the M60 costs significantly more than a Model 3 Performance. However, thanks to reasonably solid (by electric car standards) resale values, PCP rates are fairly competitive throughout the range.

As with all electric cars, the i4 makes a huge amount of sense for company car drivers because of the enormous BIK tax savings on offer.

If you have a home EV charger you'll spend a lot less on electricity to run an i4 than you might on petrol or diesel but it’s worth bearing in mind that a BMW 420i Gran Coupé is much cheaper to buy outright in the first place.

The i4 can charge at up to 200kW (faster than a Polestar 2’s maximum charging rate of 150kW and just fractionally behind a Model 3 Performance’s 250kW). It can potentially charge from 10-80% in just over half an hour.

If you do very long journeys on a regular basis, it's worth bearing in mind that the Model 3 gives you full access to the Tesla Supercharger network.

The i4 eDrive35 and 40 are available in a choice of two trims: Sport and M Sport. Sport has 17in alloy wheels (18in wheels are a no-cost option), gloss-black exterior highlights, a leather sports steering wheel, sports seats, three-zone climate control, heated front seats, cruise control and an auto-dimming rear-view mirror.

M Sport comes with 18in wheels, an M Sport steering wheel, Alcantara highlights, an M Sport spoiler and grey exterior highlights.

The M60 version has its own trim, with 19in wheels, adaptive M suspension, M sport brakes, a "gurney flap" rear spoiler, a head-up display and lots of driving assistant functions.

In terms of safety, the i4 was awarded a slightly disappointing four-star safety rating by Euro NCAP in 2022. It performed relatively well for occupant protection but underperformed in the safety assist section. For example, the automatic emergency braking system (AEB) failed to detect a pedestrian crossing a road into which the car was turning. 

The i4 finished in third place out of 18 models in the electric car section of our 2024 What Car? Reliability Survey. The Model 3 came ninth while the Polestar 2 finished tenth. As a brand, BMW performed strongly, reaching eighth out of 31 car makers.

"It’s great to see options that further lift the i4's interior, such as the faux-leather dashboard and the crystal glass controls on the centre console, although some would argue they should be standard at this price." – Lawrence Cheung, New Cars Editor

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