After debuting as the German automaker’s first premium sedan, the 2023 BMW i4 is returning for another year. As BMW introduces additional electric choices without six-cylinder engines, the i4 fills out its sector while being created as an electric variant of the current 4 Series Gran Coupe. The i4 is fantastic and has enough power to go around town.
Even at the edge of the grip, it seems like a tiny bit more due to a better 50/50 weight distribution than an old 4 or 3 Series gas vehicle (and a lower center of gravity in the chassis). Now three models are available: the all-wheel M50, the rear-wheel drive eDrive35 (new for 2023), and the eDrive40. BMW improved its traction and stability control systems to allow sporty driving.
BMW claims that it re-calibrated its dynamic stability control for the transient torque nature of electric power, regardless of drive arrangement, and they have unquestionably nailed this element, with plenty of eagerness from the accelerator and rocket-like passing power but no surprises. If we’re discussing various opulent interiors, only the Polestar 2 and the Genesis GV60 qualify as rivals. However, neither has the same level of cornering composure as the BMW. Though the Tesla Model 3‘s rear-seat legroom is noticeably ungenerous, it is friendlier to full-sized people than the i4—and the BMW’s rear-seat headroom is severely constrained. Nevertheless, the Genesis is a more significant crossover with more excellent interior space.
The new eDrive35 now has a lower base price (and a shorter range of 260 miles), starting at $52,000 (plus a $995 destination charge), while the now-mid eDrive40 begins at $57,100. The most expensive M50 costs $68,700 and has unique emblems commemorating the performance variant’s 50th anniversary. Its range is reduced to 270.
This is precisely what you would expect from an electric 3/4 Series replacement—all the pleasure and no headache from a night of gas-fumed exhaust. Fans of German sports cars won’t be let down by the cabin accommodations either. Even without the excellent $1,450 Vernasca leather seats, BMW equips the i4 with all the expected features, including a micro-waled corduroy-like pattern on the metal dash and center console trim, both heft and tactility to the air vent and door controls, and driver-centered ergonomics that are comfortable for extended periods.
Tesla also outperforms BMW in terms of range. Musk’s Long Range Model 3 travels 358 miles between charges, while the eDrive40, with 301 miles, exceeds the Polestar and Genesis but falls just short of the Kia EV6 Long Range RWD’s 310 miles if you want the most miles per charge from the i4 troika. Although the basic model’s more excellent economy is welcomed, the mid-range eDrive40 provides more power, range, and a dependably upscale BMW appearance.
Performance: BMW i4
The i4 allows you to customize performance by switching between Eco Pro, Comfort, and Sport modes, which primarily reduce or enhance accelerator responsiveness. The amount of regenerative resistance you desire from the throttle may also be independently adjusted. This approach, actual “one-pedal” driving when slowing down to a complete stop, is achieved by just pulling off the accelerator, but it falls short. Additionally, there is “B” mode, which functions as a heavy-duty downshift while adding a significant amount of regen—the type of engine brakes you may need during a lengthy descent.
You will miss the control of a traditional transmission if that doesn’t sound like a really “analog” BMW from the past. With unique suspension calibration and adaptive dampers (rear only on the 35 and 40), the automaker’s heritage comes through elsewhere. These dampers miraculously strengthen during corners but slacken enough to smooth off any harshness from in-town potholes.
It is pretty simple to leave behind BMW’s 3 and 4 Series gas vehicles because of the overall offering of a fast, lively handling car that is alert to sluicing curves and has plenty of instantaneous torque ranging from 295 pound-feet in the ripping M50 up to 586 in the eDrive35.
Range, power use, and charging
The EPA rates the single-motor i4 eDrive 40’s combined MPGe at 109 when comparing it to its single-motor competitors using MPGe (the number of miles the car can travel using a quantity of fuel with the same amount of energy as a gallon of gasoline). This is significantly better than the Polestar 2 single motor’s 107 but poorer than Tesla’s Model 3 Long Range’s score of 131. With a combined MPGe of 95, the Genesis GV60 single motor falls short of the BMW.
Why consider single motors? Thus, multiple motor systems, at least up to this point, are less effective. Following Tesla’s Model 3 Performance (119 MPGe), Genesis GV60 Performance (90 MPGe), and Polestar 2 Performance (100 MPGe), the “hot” M50 with 20-inch wheels only manages 80 combined MPGe.
Want to go quickly? Like gas automobiles, doing so increases weight and complexity, reducing range. The M50 BMW can only go 270 miles on a single charge, while only the two-motor Tesla can travel more than 300 miles. If you desire an i4, the eDrive 40’s 301-mile range beats the eDrive35’s 260 miles while still being strong.
Safety and driver support technology:
With some of the technology on the i4, BMW takes a step toward the future. The tire monitoring system uses this average combined with rotation, speed, and other forces on the rubber to determine when you’ll need new tires rather than merely checking the pressure.
Rear cross-traffic alert, active blind spot recognition, LED headlights, front and rear parking sensors, lane departure warning, and pedestrian and cyclist identification are all features that come as standard on the i4. On the other hand, they charge $1,700 more for a sophisticated cruise control system that operates while stopping and resuming in traffic and $700 more for a package that includes a 360-degree video image of the i4, which is quite helpful for parking.
The i4 and the 4 Series, which share a chassis, have received ratings from neither the Insurance Institute for Highway Safety (IIHS) nor the National Highway Traffic Safety Administration (NHTSA). The i4 gets four out of five stars for safety from Europe’s NCAP.
Comfort and Space
The fact that BMW also provides the i4 with standard acoustic glass for the windshield is a “tell” that you should go with whatever music or conversation you prefer as your own personal “soundtrack” in place of BMW’s artificially created electronic soundtrack for driving (which is pumped in through the speakers if you don’t turn it off). Electric cars are naturally quiet, so even though you can tolerate it, you should go with whatever music or conversation you prefer. The comfort level won’t disappoint if you choose the basic sport seats or the $1,450 Vernasca leather buckets.
However, if you are tall, 38.2 inches of headroom may not be sufficient. It would be best if you also were short of parking behind the driver since the 34.2 inches of legroom is insufficient. Only the Polestar 2’s 33.9 inches are worse here, and even while that rear’s headroom is low for full-sized people, the i4 causes backseat passengers to duck even more. The i4 has a little less rear knee space than the Tesla Model 3, which isn’t especially big but has more excellent front and back headroom.
Infotainment: BMW i4
BMW’s Curved Display is now a standard feature on all i4 models. This bends the structure by connecting the 12.3-inch driver’s instrument cluster to the 14.9-inch center touchscreen. That is framed in metal trim for the eDrive35 and 40 and carbon fiber for the M50. In any case, the interface is the ninth generation of BMW’s iDrive, which supports touch inputs and usage of the rotary selector between the driver and passenger. In a field where technological excess has become more prevalent, it’s a more straightforward operation method.
In addition to navigation and the recently announced upgrades to iDrive 8 (coming out over the air), which further simplify the menu layout, wireless Android Auto and Apple CarPlay are standard features. Although the six speakers on a BMW’s basic audio system are pretty decent, upgrading to a 16-speaker Harman Kardon audio system for $875 is excellent for a vehicle that runs silently and allows you to hear your favorite music in its best clarity. Even though dual front and back USBs are standard, BMW charges $200 extra for a front wireless phone charger. Cargo Space:
The i4 provides more adaptability than a comparable-sized sports sedan with a trunk since it is a hatchback. However, since the all-electric i4 is left with a transmission tunnel that it cannot use or needs, it is not as large as it would be if BMW had not mounted the i4 on its gasoline 4 Series chassis. Even in variants with rear-wheel drive, there isn’t a front storage “frunk” behind the hood.
Nevertheless, the liftback design gives you a little more height in the baggage compartment, and the 40/20/40 split seats let you transport stuff like skis or other objects that protrude through the armrest tunnel. The 45.6 cubic feet of room is big enough to fit a mountain bike (front wheel removed) if the rear seat uprights are removed. This comes close to matching the gas-powered 4 Series Gran Coupe’s inside space, but it falls short of the GV60’s 54.7 cubic feet. However, compared to the Polestar 2, there are seven extra cubic feet.
Design BMW i4
The large kidney grille that BMW has been installing on its vehicles is still unpopular with buyers. The overall form of the i4 shouts “BMW” in all the ways fans of the automaker have grown to adore from the company’s sporty-first attitude from the side, back, and front. It’s hardly ideal, however, to apologize for your fancy car’s face.
Since you can’t drive a car from the outside, the interior of the i4 stands out among competitors in this segment. Neither is BMW pressuring you into Tesla’s take-it-or-leave-it econobox wrapper, which pretends a flat panel display is all anyone should want nor is Polestar pushing the envelope too far with its spare tech futuristic design. Nope, everything about this straight play for BMW upmarket works well.
Is the BMW i4 from 2023 worth it?
Undoubtedly, purchasing the eDrive40 merges the finest reasons to buy this vehicle. At the same time, it’s pricey, at $57,100 (with the $995 destination charge), which saves over $68,700 for the M50. It boasts the most extended range of 301 miles; 335 horsepower is more than enough muscle to feel suitably exciting.
What makes one desire the latter? Power. Petrolheads will be interested in the M50’s 536 horsepower and capacity to reach 60 mph quicker than even the strongest of BMW’s gasoline. M vehicles, but with its stickiest tires, you’re looking at just 227 miles between charges, making the M50 less usable as a daily driver. Perhaps, if you need that car’s AWD, you might argue that this calculation favors all-weather capabilities, but doing so would come at a significant premium.
How Much Does the 2023 BMW i4 Cost to Insure?
Although the 2023 BMW i4 is costly to insure, most competitors are similarly priced. Although this aggregates all 50 states, a typical 30-year-old female driver with a clean record may anticipate an average yearly premium that rises to $3,493 for the best model. Similar electric vehicles are priced similarly. The annual cost of ownership for a Tesla Model 3 may reach $4,040, while that of the Polestar 2 is closer to $3,000, and that of the Genesis GV60 can reach up to around $3,000.
Verdict
BMW employs the same approach with the electric 2023 i4 as they did with the 3 and 4 Series gas vehicles, offering three powertrains with outputs ranging from the 335 horsepower eDrive40 to the 536 horsepower M50, with the eDrive35’s 281 horsepower serving as the Goldilocks engine. The other two models only have rear-wheel drive, and only the M50 has an all-wheel purpose. Still, they all share BMW’s exceptional chassis tuning, resulting in excellent handling and fast acceleration. The real kicker is a hatchback with greater functionality than the trunk of a 3 Series.
