BMW i4 eDrive35 2024 Review

The 2024 BMW i4 eDrive35 is a classic example of adaptation. Confronted with the federal government’s electric car discount, the German luxury maker has rolled out no less than six eligible EVs based on four different model lines that qualify for fringe benefit tax concessions.

It’s been a big sales success and the $85,900 (plus on-road costs) i4 eDrive35 is the most successful of them. To the end of July it accounted for 1083 out of 1335 total i4 sales in 2024 and seven per cent of BMW’s total volume for the year.

The pricing – which undercuts the luxury car tax threshold to create the FBT opportunity – is pretty good for BMW, but still pretty expensive for a mid-sized battery electric sedan.

The popular Tesla Model 3 is more than $30,000 cheaper at $54,900 and its stunning Performance flagship $3600 cheaper and far more potent. The Polestar 2 and Hyundai IONIQ 6 also have variants far cheaper than the i4.

But on the other hand, there is no electric rival for the i4 offered by BMW’s traditional rivals Audi, Mercedes-Benz and Lexus. At least, not yet.

The 2024 i4 eDrive35 is $17,000 cheaper than the $102,900 i4 eDrive40 nearly $50,000 cheaper than the potent dual motor M50 xDrive flagship.

To achieve that cost reduction there has been some technical and equipment decontenting conducted. We’ll deal with the technical stuff later and focus on the gear you get – and don’t get – first up.

The stuff you do get includes 18-inch alloy wheels, a power tailgate, tri-zone climate control, Sensatec artificial leather seat trimming, power for the front seats and memory adjustment for the driver. There’s no lumbar adjust but the under-thigh manually extends.

Compared to the eDrive40 equipment deletions include the M leather steering wheel and some other exterior and interior trim bits. A Chargefox charging subscription is also cut from five years to 12 months.

The 40 also rolls on larger 19-inch alloys, while no i4 gets a spare tyre. Boo!

Metallic paint is a no cost option while a sunroof and front seat heating are wrapped together in a $3000 package.

The i4 range comes with a five-year/unlimited km warranty and an eight year/160,000km warranty on the battery. Service intervals for the i4 are conditions-based rather than set kilometres. BMW offers a six year/unlimited km capped price service package currently worth $2450.

Surprisingly, the 2024 BMW i4 eDrive35 comes with only a four star ANCAP rating based on 2022 protocols. Five stars are the maximum available and usually what’s expected of an expensive vehicle like this.

The rating is based on testing by ANCAP’s partner EuroNCAP, which found some issues with the i4’s autonomous emergency braking system.

BMW Australia says the AEB system is improved in local i4s, but hasn’t requested a re-test.

Apart from AEB, standard eDrive35 safety equipment includes adaptive cruise control with stop and go ability, lane departure and change warning, rear cross traffic warning and rear collision prevention.

It does have several safety features deleted compared to the eDrive40 including lane self-centring, some warnings functions and high-end parking assistance. There’s no 360 degree camera view, only a reversing camera and front and rear parking sensors.

The six airbag package does not include a front-centre airbag.

BMW’s Live Cockpit Professional underpins the 2024 BMW i4 eDrive35’s in-car infotainment experience.

It comprises a 12.3-inch instrument display and 14.9-inch touchscreen all employing BMW’s Operating System 8.5.

It’s a spectacular presentation. The twin screens spread across much of the dashboard, sitting behind a single piece of glass.

Separately, a head up display projects onto the windscreen in front of the driver.

The clarity and size of the infotainment screen is a big plus, but the long reach to its far side of is a negative. It’s great there’s a volume hard button on the dash, but the need to go into the screen to adjust most air-con functions is a negative.

Apple CarPlay and Android Auto smartphone integration, embedded sat-nav, digital radio, a 10-speaker audio system and wireless smartphone charging are all included.

Overall, this is a complex system with confusing layers of information and configurability that takes time to learn. At least much of it like lighting and door apps is set and forget once you figure out what you like. It’s important to make sure you get a proper briefing from your BMW agent to fully understand it.

The i4 eDrive35 also has access to the BMW ConnectedDrive service, which includes a voice assistant, live weather, news and traffic updates and a smartphone app that offers remote access to car info.

The 2024 BMW i4 eDrive35 is powered by a single 210kW/400Nm e-motor sitting on the rear axle that’s fed by a 70kWh (gross) lithium-ion battery pack slung under the floor.

Compared to the eDrive40, e-motor power is down 50kW and torque 30Nm. The battery capacity is reduced by 10kWh.

Driving via a single speed reduction gear, BMW claims the eDrive35 can accelerate from 0-100km/h in six seconds, which is only 0.3 sec slower than the eDrive40.

The 2024 BMW i4 eDrive35 is claimed to have a 430km range based on Australian Design Rule testing. It’s a less stringent standard than WLTP, which claims a minimum 406km.

From our experience, WLTP is the better guide. The i4 never estimated a range longer than 390km during our time with it.

That’s not great for a vehicle that’s more than $90,000 by the time it is on the road. Much cheaper EV sedans can go further.

The claimed consumption rate is 17.4kWh/100km and on-test the i4 eDrive35 didn’t miss that estimate by much, coming in at 17.6kWh/100km.

The i4 eDrive35 has a maximum 11kW AC charging rate and a maximum 180kW DC fast charging rate (20kW down on the i4 eDrive40). BMW claims that equates to a 10-80 per cent charge in 32 minutes.

While it has a B (brake) maximum regeneration mode, it does not have adjustable regeneration on the fly via paddle adjusters – as per Hyundai and Kia BEVs. In a driver-oriented car like this, that’s disappointing.

When it comes to the driving the 2024 BMW i4 eDrive35 continues to give up features compared to the eDrive40, as both adaptive sports suspension and variable sports steering omitted.

But that doesn’t mean it is a struggler. Nope it’s still a comfortable and cohesive drive that is well set-up to navigate rough surfaces be they in-town or on a winding country road.

It’s not a sports car, despite its low-slung seating position and sleek exterior shared with the ICE 4 Series Gran Coupe. It’s a cruiser that can chew through the kays confidently – although arguably not enough of them before it needs another charge!

The e-motor is the silent accomplice in this pleasant progress. While down on numbers compared to the eDrive40, it still has more than enough immediate response to win the dash between traffic lights, surge into a busy roundabout or complete a quick overtake.

That performance is available despite a quite lardy 2065kg kerb weight and can be accompanied by a soundtrack provided by the Hollywood composer Hans Zimmer. Bit weird for me.

BMW draws a link between the i4 eDrive35 and some of its legendary compact rear wheel-drive models of yesteryear, but the reality is it lacks the sheer tactility of something like a 1990s six-cylinder BMW 3 Series. It’s smoother, quieter, safer and easier to drive, but not as involving.

While we’re comparing, the i4 measures up at 4783mm long, 1852mm wide, just 1448mm tall and has a 2856mm wheelbase. That’s very close to the Tesla Model 3.

Some very minor 2025 model year updates have recently been announced for the i4 and should be in Australia before the end of the year.

The problem for luxury brands like BMW is the arrival of electric motors removes one of their great assets. Quality, characterful internal combustions engines.

Toggle the gear, er, sliver into drive and press the accelerator and the 2024 BMW i4 feels and sounds a hell of a lot like a Tesla Model 3 or a BYD Seal.

So that means BMW and its ilk have to find their advantage in other areas. One of them is interiors.

The eDrive35 is the base model but it’s still a lovely place to sit with comfortable front seats a chunky manually-adjustable round (yes round) steering wheel and a level of trims and materials that are quietly premium.

And it’s not only standing still that’s apparent. The level of sound insulation in this vehicle really does hush the interior, even if it’s starting from a low volume base as a BEV.

Jumping straight out of an MG4 really underscored that. Where tyre and suspension noise were an obvious accompaniment in the MG, such things were banished in the BMW.

Yep, the BMW is double the price, but as a lesson in what money brings it was a salient one.

Because of its coupe shape – ok it’s actually a five door hatchback – the i4 sacrifices some practicality in the rear seat where taller passengers are going to feel a bit pinched for headroom. The driver will also notice limited vision from the B-pillar back.

The boot is shallow but long, has bins and a net, an under-floor recess to hide charging cables and claims a generous 470 litres with the second row backrests upright and 1290 litres with them folded. Surprisingly, there is no frunk (front trunk). There is certainly room for it.

Storage in the cabin for smaller items is more than adequate. The door bins are large and divided so stuff doesn’t rattle around.

If you want a medium-sized battery electric sedan/hatchback then there are alternative choices to the 2024 BMW i4 eDrive35 that are substantially cheaper and deliver an entirely acceptable experience.

Sure, you won’t be as pampered by a Model 3 and the driving experience won’t be as finely honed in a Polestar 2, but you will have a lot more dollars in your kick and/or better powertrain performance.

Where the i4 eDrive35’s appeal lies is with people predisposed toward the BMW badge who can also see the financial – and environmental - sense it makes in comparison to other luxury cars.

Clearly, based on sales, there are a few of those people about.

2024 BMW i4 eDrive35 at a glance:
Price: $85,900
Available: Now
Powertrain: Single rear-mounted synchronous motor
Output: 210kW/400Nm
Transmission: Single-speed reduction gear
Battery: 70kWh lithium-ion
Range: 430km (ADR)
Energy consumption: 17.4kWh/100km (ADR)
Safety rating: Four-star (ANCAP 2022)

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