BMW i4 eDrive40 2022 Review

For years we’ve been told BMW is the creator of driving nirvana, the makers of the ultimate driving machine, so to speak.

Now comes time to put the German luxury car-maker’s rhetoric to the test with its first battery-electric sedan.

The 2022 BMW i4 lands in Australia this month amid an increasingly hot mid-size EV sedan landscape. Tesla continues to kick goals with the evergreen Tesla Model 3, while newcomer Polestar is looking to make a mark with the Polestar 2.

Even Hyundai and Kia are now on the electric mid-size crossover bandwagon – if you can get hold of the excellent Hyundai IONIQ 5 or Kia EV6 amid rampant demand and minimal stock.

How does a $100,000 BMW compare by comparison – and does it indeed set a new gold standard at this price point for an EV drive experience? Let’s find out…

The 2022 BMW i4 lands in Australia this month in two model grades: the i4 eDrive40 priced from $99,900 plus on-road costs, and the i4 M50 that starts at $124,900 plus ORCs.

The latter is the first dedicated electric proponent from BMW’s M high-performance division, while the former gives BMW Australia a somewhat distant competitor to the entry-level Tesla Model 3 (from $63,900 plus ORCs) and Polestar 2 (from $59,900).

For those whose next vehicle choice is governed more by propulsion than body type, the Hyundai IONIQ 5 (from $71,900) and Kia EV6 (from $67,990) are other logical rivals.

Although initially more expensive than EV opponents, BMW has sweetened the i4 deal with a complimentary five-year/unlimited-energy subscription to the Chargefox infrastructure network, together with Mode 2 and Mode 3 cables.

However, unlike some competitors, you’ll still need to fork out for servicing (more on that below).

There’s also decent standard equipment. The entry rear-drive i4 eDrive40 is fitted standard with 19-inch alloy wheels, LED headlights, M Sport package, M Sport brakes, adaptive suspension, keyless entry, three-zone climate control, leather upholstery and automatic tailgate.

Infotainment comprises a 14.0-inch touch-screen using BMW’s iDrive 8 software, a 12.3-inch digital instrument cluster, head-up display, wireless phone charging and 10-speaker sound system.

For an additional $25K, the i4 M50 adds a second front-mounted electric motor together with appropriate M Performance tuning, front lumbar support and seat heating, BMW Laserlight headlights, a 16-speaker audio system, electric glass roof, alloy wheels with performance tyres, M technology package, lip spoiler and metallic paintwork.

Both models are fitted with BMW IconicSounds Electric, a suite of drivetrain sounds created by film and music composer Hans Zimmer.

There’s also a claimed 40 safety assistance functions on offer including front collision warning, speed limit info, lane departure warning, park distance control, reversing assistant and Parking Assistant Plus including Surround View and Remote 3D View.

Neither model has been crash-tested by ANCAP or its European affiliate Euro NCAP.

Four optional packages are available on the BMW i4 – see our separate pricing story for the full rundown.

The i4 can be purchased with up-front service packs spacing four years ($1240) or six years ($1765). BMW says service intervals are condition-based – meaning the car will notify you when it requires dealership attention. But as a loose rule, expect intervals of two years/20,000km.

The BMW i4 is covered by a five-year/unlimited-kilometre warranty, while the battery is covered by a separate eight-year/160,000km term.

There’s no spare wheel; instead, a tyre inflation kit is fitted standard.

Although the 2022 BMW i4 is a new addition to the German brand’s Australian range, there is plenty of familiarity at play.

Foremost, the i4 shares much of the architecture and sheet metal with the combustion-engined BMW 4 Series Gran Coupe, which itself has recently undergone a facelift.

The platform – which can accommodate ICE, hybrid or EV powertrains – is said to deliver manufacturing flexibility and cost savings for the end user. However, it also imposes inevitable compromise, which we’ll detail in the section below.

Still, the platform was designed from scratch to accommodate the battery pack and electric motor/s.

Just 110mm high, the battery cell pack lowers the i4’s centre of gravity by 34mm compared to the 3 Series, and it’s held in place by 22 bolts.

BMW packages the electric motors, the power electronics and the transmission together in one housing, saving space and complexity and weight.

The rear-wheel drive BMW i4 eDrive40 driven here uses a 250kW/430Nm electric motor on the rear axle, feeding off an 84kWh lithium-ion battery, of which 80.7kWh is available.

All told, the entry-level i4 delivers a claimed 5.7sec 0-100km/h sprint and a 520km ADR-rated range, the latter aided by 116kW in regenerative braking.

Using a 200kW DC fast-charger, the i4 eDrive40 can reach 80 per cent charge (from 10 per cent) in a claimed 31 minutes.

Meanwhile, the performance-oriented i4 M50 upgrades to an all-wheel drive layout courtesy of dual electric motors (one on each axle) developing 350kW and 730Nm (or up to 400kW/795Nm during short bursts).

Like the eDrive40, charging the M50 from 10 to 80 per cent takes as little as 31 minutes using a 200kW DC charger, while regenerative braking power increases to 195kW.

From a household power point, it takes a considerable 46 hours to fully replenish the i4’s battery, or 11.5h with BMW’s single-phase wallbox system.

BMW claims the i4 is produced at a “flexible and sustainable” BMW Group manufacturing plant in Munich, Germany, employing secondary raw materials and recycled materials where possible.

Step inside the 2022 BMW i4 and the parallels with existing combustion-engine models – especially the BMW 4 Series Gran Coupe – is unequivocal.

From the intricately-placed seating position, the excellent location of the controls and the driver-centric dashboard layout, to the bulky transmission tunnel, the BMW i4 feels eerily familiar, warts and all.

Similarly, materials and appointments are first-rate and go a long way in justifying the i4’s lofty purchase price. Granted, it is a great deal more expensive than a Tesla Model 3, but it feels like an appropriately well-executed luxury car inside.

One area the i4 simply cannot match its dedicated EV rivals is with interior ergonomics.

There’s a big price to pay in the way of storage and spatial layout. The i4’s mammoth transmission tunnel is the most noticeable ICE legacy, and there are no novel features present in other electric vehicles. The moving centre console in the Hyundai IONIQ 5 immediately springs to mind.

Further back, the rear seat space is limited. There’s better news in the 470-litre boot space, accessed by the excellent liftback-style opening and offering a broad, flat floor and convenient amenities.

Further back, the rear seat space is limited. There’s better news in the 470-litre boot space, accessed by the excellent liftback-style opening and offering a broad, flat floor and convenient amenities.

Elsewhere, the dashboard and centre fascia are minimalist in their layout; gone are the myriad buttons and switchgear familiar with other BMW models, instead replaced by menus and icons easily accessed via the huge 14.0-inch centre screen.

Traditionalists (your correspondent included) will often say it’s easier and faster to press a physical button to adjust fan speed, but we must admit the new system works quite well and looks neat, too.

The infotainment system offers touch-screen, iDrive controller (rotary dial), voice recognition and gesture control capabilities and is driven via BMW’s latest Operating System 8.0 software, which is quick and easy to navigate.

Wireless Apple CarPlay and Android Auto, digital radio, head-up display and wireless phone charging – everything here is present and correct.

Our biggest gripe comes in the form of fit and finish. Although the touch-screen is one physical piece, a vertical line appeared about one-third of the way in from the right when operational in our test car. It seems very odd given the price outlay, and we hope it’s limited to this instance.

As you’d expect, luxury niceties such as heated seats are hidden in optional packages, too – even at this price…

Then you depress the starter button, and the i4 wakes from its digital slumber, filling the cabin with the sweet sounds of Hans Zimmer-composed engine audio.

That soundtrack continues as you climb the traditional rev dial, and gets louder depending on drive mode. Sure, it’s not everyone’s cup of tea, but it sure does accentuate the theme of BMW familiarity.

There are plenty of other driving parallels. The BMW i4 retains the same basic characteristics of its 4 Series brethren, with nicely modulated controls and planted, composed demeanour on mixed surfaces.

The steering ultimately lacks the meatiness and deft weighting of the well-sorted M440i Gran Coupe, while the accelerator pedal is comparatively binary – especially in the most aggressive sports settings.

However, the biggest divergence between ICE and EV in this instance comes down to weight. Tipping the scales at about 2.2 tonnes, the BMW i4 suffers a circa-500kg weight penalty over an equivalent rear-driven 4 Series.

The resulting dynamics are punctuated by moderately longer recovery from harsher imperfections, and bulkier weight transfers between changes in direction.

Similarly, the body feels its weight more over small-amplitude bumps – even if the key mass is lower-slung.

That’s not to say the i4 isn’t an enjoyable drive, it truly is: connected, relatively controlled and refined.

On our reasonably short launch drive, there’s decent roadholding on greasy bitumen and the cabin feels well insulated from the outside elements.

Yet, the lightness that BMWs are known for – especially a balanced, playful and well-drilled machine like the 3 Series (a former carsales COTY winner) and 4 Series – isn’t quite replicated in electric form.

The 2022 BMW i4 eDrive40 is an impressive entrant to the increasingly competitive electric sedan segment, and deserves to be cross-shopped on merit with key, less expensive rivals.

Clearly, this EV masquerading as a 4 Series Gran Coupe doesn’t quite encapsulate BMW’s ultimate driving machine moniker in the same way as its petrol-powered siblings.

However, the i4 makes a fine first impression, and has plenty of other strengths going for it.

How much does the 2022 BMW i4 eDrive40 cost?
Price: $99,900 (plus on-road costs)
Available: Now
Powertrain: Electrically excited synchronous motor
Output: 250kW/430Nm
Transmission: Single-speed reduction gear
Battery: 84kWh lithium-ion (80.7kWh usable)
Range: 520km (ADR)
Energy consumption: 22.2kWh/100km (ADR)
Safety rating: Not tested