BMW expands its range without emissions in Spain with the i4. Available in two versions, the BMW i4 is postulated as an electric car that serves the only one of the family nucleus: the comfort of a sedan, the agility of a sports car and the efficiency of an electric car.
The first units of the BMW i4 arrive in Spain, the BMW electric sedan based on the 3 Series/4 Series with the CLAR platform. Unlike the BMW i3, a product that is little left to be discontinued, the i4 does serve as a single car for a family. Of course, it is twice as expensive as a Series 3 access, but compared to its direct opponents it is below average.
BMW has introduced two versions of the i4. On the one hand we have the access version of 250 kW/340 CV and rear propulsion, BMW i4 eDrive40, for a price of 61,900 euros. As a provisional top of the range we have the BMW i4 M50with a combined power of 400 kW/544 CV for its two electric motors, and a price starting at 76,500 euros.
In both cases they share the battery pack, one of the lowest on the market, which gives these sedans a WLTP autonomy of over 500 km thanks to their 80.7 kWh net. It is possible to recharge at 200 kW of power, so long journeys are possible with a minimum of planning, and throughout Europe.
High performance, minimum consumption, and it is not diesel
The M50 version has a specific look to differentiate it from the eDrive40, such as the U-pattern front apron, functional air intakes for the brakes, 18-20-inch M alloy wheels, trim around the kidneys in cerium grayvarious details decorated in high-gloss black, as well as rear spoiler and diffuser.
This is the version that we have tested in a contact of more than 250 kilometers on the three most representative types of roads: highway, secondary road and urban areas. The set-up is different from the i4 eDrive40, it is more focused on sportsmanship and high performance, since its power well deserves it.
The sum of the two motors gives more than 400kW/544hp, it is the batteries that limit the total power of the system. Similarly, the maximum regeneration is 195 kW, which almost coincides with the fastest recharge it supports, a peak of 200 kW in the first few minutes of recharging. The warranty it is eight years or 160,000 km for the batteries.
The driver will appreciate the tuning of this model if he likes sporty driving, but as an executive saloon it has a correct level of comfort from any point of view. The reinforcements in the suspension and the strut bar in the front compartment provide a very precise steering feel in the most delicate situations. A high sense of control prevails.
Inside we will find a strong technological load, with all the digital instrumentation and the prominence of the screens of the BMW Curved Display, of which I only have one complaint, it releases a lot of heat and is occasionally uncomfortable to the touch. I also have reservations about the feel of some buttons and their response to being pressed, such as the iDrive “Back” button. What it does not have are extravagances and baroque that the BMW iX does have.
The voice assistant with natural language (BMW Intelligent Personal Assistant) It allows certain operations to be greatly simplified, such as manipulating an air conditioner without physical buttons, making requests to the browser, manipulating music or phone calls. Its construction quality is impeccable, the biggest noise I heard was from the coaster in the curves to keep a small bottle in place.
Typical BMW feel, a reward for the driver’s senses
The more than 3 hours that I was behind the wheel I enjoyed a very pleasant experience in every way. Unlike an SUV, the extra weight of this model -compared to a Series 3 or Series 4 Gran Coupé- is not noticeable unless it is driven briskly through curved areas, this condition goes unnoticed without problem and the suspension is comfortable. Exceeds 2,000 kg on the scale.
Motorway driving is comfortable and safe thanks to the aids. Even when cruise control is activated, the driver is primarily responsible for staying within the lane, the system only intervenes if a horizontal line is to be stepped on. Regenerative braking intervenes to encourage the driver to keep a sufficient distance from vehicles ahead. You can drive without fear at 120 km/h due to its good aerodynamics.
As for the secondary routes, we can enjoy the pleasure without guiltfirstly because the car does not generate local exhaust emissions, secondly because it was manufactured with processes close to carbon neutrality and the ethical origin of its materials, and because the efficiency of the whole is very high: spends the equivalent of 2-3 l/100 kmif it consumed gasoline.
Moreover, it can have a really good consumption even if the reference is a low-power electric utility vehicle, so carrying so many horses is not directly synonymous with being irresponsible with the environment. It is up to each one how much power they use, and how they use it. Of course, overtaking will keep us in the opposite lane for a very, very short time.
It accelerates from 0 to 100 km/h in just 3.9 seconds., although its acceleration is not as sudden or as intense as that of the Porsche Taycan GTS, a model we recently tested and with a little more power than the i4 M50. It is more equivalent in comparison to the Taycan 4S, whose announced acceleration is 4 s, but it is much more expensive than this BMW. Top speed is more than enough to go to jail, 225km/h.
Although it is not a 100% electric platform model, it is more austere than the Taycan, has more autonomy with almost the same battery capacity and weighs practically the same. There is also an advantage of the BMW in the trunk, it has the five standard seats, etc. In addition, it comes out ahead of the Audi e-Tron GT quattro, the latter with 530 hp.
Driving could only be a little more intuitive if there wasn’t so much information on the dashboard, which punctually can overwhelm to certain drivers not accustomed to technology -for example, displaying speed graphically and with text-. There are no paddles behind the wheel to control power hold, it’s done through a menu and there’s no button to quickly change that.
BMW prefers to rely on an adaptive system that mixes known navigation data with real-world “stimuli” picked up by its cameras and sensors, so releasing the throttle has different effects and the driver has to think less. If you prefer to drive with only one pedal, the transmission’s “B” mode makes the brake useful only to avoid serious accidents.
The three driving modes, Eco Pro, Comfort and Sport, allow the driver to enjoy different characters of the BMW i4, from a more efficient driving to a more aggressive and lively. You can also put everything to your liking with the mode Individual. The character of the suspension also changes, as it is pneumatic and adaptive.
a round car
The most skeptical have nothing to fear, drives like a BMW and the distribution of weights is practically perfect, a house brand. Although it has all-wheel drive, the thrust is still predominant in the rear wheels, and when the accelerator is pressed hard, for more than 10 seconds all the power is available, since it is a function overboostas it happens in some turbocharged models.
Don’t make the mistake of viewing the BMW i4 as a simple transitional product that will quickly become outdated. I’m running out of arguments comparing it to models like the Taycan/e-Tron GT that do have an exclusively electric platform. BMW has done it againthe car has turned out round.
Real autonomies of 300-400 km do not imply great mental efforts, it is enough to pay a minimum attention to the instrumentation and follow the advice that it gives us. It’s hard to drive this car and be disappointed. Very surely, this electric car is made for you. You risk trying it and convincing yourself of it.