For many drivers, the BMW i4 seems to have slipped under the radar.
BMW’s electric saloon first went on sale in 2021, when most premium car makers were busy focusing on electric SUVs. BMW itself directed most of its efforts towards the iX3 and more premium iX.
Initially launched in 2021, the car was available with an 81.3kWh battery. Buyers could choose between a single rear motor or a dual-motor setup for four-wheel drive. BMW later expanded the lineup in the second half of 2022 with the addition of the entry-level eDrive35 variant, which features a usable battery capacity of 67.1kWh and produces 282bhp.
After four years, then, the i4 has entered middle age. What’s changed in that time, and has it kept up with the growing pace of electric car development? Let’s find out.
The original BMW i4 is still available, but it is now offered alongside the more powerful, longer-range, single-motor eDrive40. All i4 models now feature silicon-carbide power inverters, which contribute to an increased official range of up to 380 miles (611km).
Our specific interest lies with the new range-topping performance variant, the i4 M60 xDrive, which takes over from the outgoing M50 xDrive. While the peak torque holds steady at 586lb ft, this version benefits from new inverters and sees its peak power climb from 537bhp to 593bhp.
The i4 boasts fully independent axles across all models. The front wheels are equipped with coil springs, while the rear features self-levelling air suspension. While adaptive dampers and variable-rate steering are optional on lower trims, they are standard equipment on the specially tuned M60. Our test vehicle was also fitted with the optional, uprated M Sport brakes.
The i4 M60 xDrive we tested tipped the scales at 2231kg, according to our proving ground measurements. This figure is 21kg above its official homologated weight, yet it still comes in lighter than the Audi S E-tron GT and the Volkswagen ID 7 GTX models we road-tested back in 2025.
BMW heavily updated the i4’s interior in 2024, with a new, curved touchscreen infotainment system with the firm’s latest 8.5 iDrive system. It also added some restyled air vents and new cabin trim options.
The i4 features a substantial, anti-reflective curved display, which incorporates a 12.3in instrument panel and a 14.9in central infotainment hub—a design choice mirroring Mercedes'. This departure is the most significant yet from BMW's characteristic, simple, orange-hued roundels and is likely to be polarising.
The new gear selector, a switch that replaces the car's previous larger and more easily grasped lever, is a regrettable change. While the old lever's slightly tacky blue plastic won't be missed, the new switch is now harder to locate without diverting one's gaze from the road.
While rear passenger space is somewhat constrained—more suitable for children than adults—the BMW i4 is actually marginally tighter than the 2024 Porsche Taycan we previously measured. However, the i4 boasts superior cargo practicality thanks to its liftback design. The boot opens to a usable 470 litres of space, significantly more than rivals like the Audi S E-tron GT (350 litres).
Our BMW i4 M60 xDrive is incredibly fast, but not insanely so. The old M50 needed 4.1 seconds to hit 100kph (mph) and 12.5 seconds for the standing quarter mile. The M60 (standard 18in wheels, Hankook Ventus S1 tyres, 2231kg as tested) slashed those figures by 0.3sec and 0.6sec respectively.
The i4’s power delivery is instant and effective, and you’ll have no problem overtaking any other car when you put your foot down. It’s not perfect, though - the noise emitted from BW’s Iconic Sounds system is unusual and arcadey, and you’ll probably switch it off reasonably quickly.
The i4 handles much as you’d expect from a BMW. Body control is taut on a country road, and there’s a good amount of isolation against any jitteriness or restless fidgeting. Lumps and bumps in the road are handled with ease. The steering is direct and responsive, and there’s real fun to be had from the i4’s agile chassis.
The i4’s comfort is so compliant that you could even compare it to a 7 Series in some scenarios. Real-world range is acceptable. We achieved a figure of 378km (235 miles) on a charge, in our touring efficiency test.
When it first arrived in 2021, many drivers inevitably compared the i4 with more premium rivals like the Audi E-tron G and Porsche Taycan. That comparison was quite unfair, but the BMW has since formed its own niche, and is now joined by the Volkswagen ID 7 GTX and Polestar 4 Performance Pack. The BMW certainly dominates for driver appeal, at least until the Hyundai Ioniq 6 N arrives later this year.
As the BMW i4 enters middle age, it’s in a very healthy position. Not only is it comfortable, great to drive and quick enough, there’s still more room for BMW to enhance its abilities with further software refinements. There still isn’t a huge group of competitors either, with the real test being the arrival of the Hyundai Ioniq 6 N. The i4 is a supremely well-rounded sports saloon, and an excellent premium product from BMW.
