At the front, the i4 features the same proprietary grille. Self-healing technology Installed in the iX SUV. Small rock chips and scratches will disappear from the shiny surface after a few minutes of exposure to warm sun or a hair dryer. Breaking down the measuring tape, you’ll notice that the i4 M50 is 0.2 inches taller than his M440i, and his track in the front is 0.1 inches wider. There is very little difference. This sounds simple, but it’s actually surprising given that BMW has packed his 83.9kWh battery into a low-slung, coupe-like silhouette.
The battery is under the floor of the i4, so it does take up some space in the car, but not much. The biggest changes are headroom reduced by 0.4 inches (36.6 inches) and legroom reduced by 0.7 inches (34.2 inches) in the second row, as well as trunk volume due to the loss of space under the trunk. It has been reduced to 10 cubic feet (down from 16.6 cubic feet). load floor. Floor space is about the same, and the i4 M50 retains his 40/20/40 split-folding rear seats, so most owners will find themselves laden with power liftbacks. I don’t think so.
Range and charging
The i4 uses the same fuel door as the internal combustion engine 4 series. If you look closely you can also see where the gas cap goes when refueling, but instead of a filler neck there is a combined charging system port. When connected to an 11-kilowatt AC charger (Level 2), 80.7 kWh of usable capacity (the rest reserved) is restored in approximately 8.25 hours. A 200 kW DC fast charger can quickly charge the battery to 10-80% in about 31 minutes under optimal conditions. This charging time aligns nicely with his two year free 30-minute charging session with Electrify America that BMW is offering for new i4 owners. Of course there are other EVs that can charge faster, but the BMW is fast enough until stations above 200 kW become commonplace.
If you’re really in a hurry, the i4 M50 can add 97 miles of range in just 10 minutes with a 200 kW charger.
Sadly the i4 doesn’t have a front trunk. This is a bonus feature that is usually nice for dedicated electric vehicles. That’s why portable charging cables should be stored in the trunk. However, unlike BMW’s iX SUV, the Gran Coupe’s bonnet can be opened and closed by the owner. There isn’t much to see underneath, though, other than a giant plastic cover that hides the electrical hardware and his two filler caps for wiper fluid and coolant.
The i4’s M50 Performance variant comes standard with 19-inch double-spoke M wheels, but in my example, it features staggered high-performance Pirelli P Zero tires (255/35 R20, 285/30 at the front). I am upgrading to 20 inch wheels. R20 rear. This change will affect the sedan’s looks, handling and, more importantly, its range. With the standard 19, the owner can expect up to 270 miles of range on his single charge. Sticky, heavy 20-inch wheels and tires drop the estimated range to 227 miles. This is still a comfortable range for commuting and B-road fun, but frequent road-trippers who want to roam further should consider the 282-301 mile i4 eDrive40 configuration.
During my week of testing the i4 M50 on 20″ wheels, it never charged above 80%. I charged it once before emptying to test the charging speed and spent most of my time in sport mode. After traveling about 175 miles in total, the trip computer reported an average of 2.6 miles per kWh used.
xDrive electric all-wheel drive
The i4 M50 is upgraded to a dual-motor xDrive electric all-wheel drive setup. Powering the front axle is a 190-kilowatt motor. The rear wheels share a 230 kW unit. Total power reaches 536 hp, which is well above his 335 hp on the eDrive40. The four-door coupe accelerates from 0 to 60 miles in just 3.7 seconds with Sport Boost mode taking full advantage of 586 lb-ft of instantaneous torque.
Getting from 0 to 60 in 3.7 seconds looks good on paper, but to really appreciate how effortlessly the i4 M50 moves forward when you hit the gas, you have to experience it. A completely different kind of thrill than his 3.4 second sprint in the M4 Competition xDrive Coupe. All you hear is pure, spectacular acceleration as the i4 M50 zips forward like a bullet train.
Silent by default, the M50 features an M-specific version of BMW’s iconic sound. This will play the generated sound through the cabin speakers as it accelerates or decelerates. I’m not usually a fan of fake engine sounds, but I found the M50’s Sport Sound Theme to be a surprisingly compelling rendition of a futuristic combustion engine. Designed by film composer Hans Zimmer and BMW Creative Sound Director Renzo Vitale, the system utilizes overlap. shepherd tone It creates an ever-increasing sense of urgency as the i4 speeds up.
In addition to customizing the sound, we were also able to fine-tune the i4 M50’s performance via drive and playback modes. The EV features Eco Pro, Sport Boost, Comfort and Individual drive modes switched directly via dedicated physical buttons. There are also multiple regeneration modes starting with a default adaptive setting that uses the distance to the vehicle ahead, navigation data and battery state of charge to determine the amount of regeneration to apply each time you lift the throttle. This should give you the most efficient recovery of energy, but it will be inconsistent, at worst, unpredictable, not to mention jerky. I prefer to select play mode. Disable low speed creep in the menu to enable one pedal driving where the i4 can slow down and stop without touching the brake pedal. Overall my favorite EV braking method.
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The M50 comes standard with Dark Shadowline trim and aerodynamic bits. Carbon fiber trim is optional.
The i4 M50 also comes with standard M Sport physical brakes, which work well together with the recuperation system during dynamic driving and hard stops. The rest of the handling department is staffed by standard Adaptive M suspension with electronically controlled dampers and variable sports steering. BMW engineers have figured out the driving dynamics of the M50. The EV He’s about 850 pounds heavier than the M440i xDrive, and that weight is evident on switchbacks and winding mountain roads. And yet, the chassis still feels well-balanced. The new 48:52 front/rear weight distribution is actually reversed compared to the slightly nose heavier He M440i. This makes the steering feel lighter and more playful while still maintaining a pleasant feel in your fingertips. (At least, it does in Sport mode; the Comfort Steering setting is a little numbing and too light for my taste.)
BMW iDrive 8.0
The i4 uses essentially the same iDrive 8.0 software and hardware as the iX, but squeezes that technology into the 4 Series’ traditional cockpit. That seemingly small difference makes the i4 M50 much easier to use than its more highly designed minimalist siblings. First, the i4’s dashboard and center console have more physical buttons and knobs. The console itself sits close to the dashboard and steering wheel and is easily reachable when switching to sport mode, for example. It also reduces the overall reliance on the touchscreen for simple tasks.
The i4 incorporates iDrive 8.0 technology into traditional dashboards and consoles.
It still has a big, bright screen to enjoy. The i4 features the same 12.3-inch digital instrument cluster and curved 14.9-inch central touch display with user-customizable iDrive software. As with the iX, I’m not a fan of the icon-heavy main menu, with a grid of well over 30 tiny icons that are difficult to navigate, scroll, and pinpoint while driving. Thankfully, you can reorganize the icons for faster navigation. There’s also a shortcut menu that reveals eight of the most used functions, accessible at any time by swiping from the top of the screen. Alternative control methods, such as BMW’s physical his iDrive control wheel in the center console, voice input of the hotword ‘Hey BMW’, search and air him gestures, give the driver even more flexibility and a hand on the screen. no longer need to stretch. The iDrive 8.0 is fairly easy to navigate if you take the time to configure it to your needs, but the learning curve for his first week is steep.
One of the biggest advantages of iDrive 8.0 is that it’s always on. BMW Connected Services and Telematics data connectivity. It allows you to use your phone as a key, remotely monitor your EV while it charges, and send destinations to your car before it hits the road, but these advanced remote features aren’t the only things you can do with intelligent Many in-vehicle features are also available, such as smart voice assistant commands. — BMW user account and valid data subscription required.
Alternatively, users can utilize the standard android auto When apple carplay Connectivity to enhance maps and media on your phone. Both technologies support wired and wireless connectivity and feature the latest generation of each. Fast pairing technology for a more seamless setup. Around the cabin are three USB Type-C charging ports (two in the second row and one in the center console), one USB Type-A data port for media playback or phone connectivity, and an optional wireless phone Chargers are located around the cabin. base of the dashboard.
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You can open the hood of the i4, but there isn’t much to see or fix.
Driving assistance technology
BMW’s standard driver assistance technology inherited from the petrol 4 Series is also carried over here. Adaptive Cruise Control, Lane Departure Warning, Blind Spot Monitoring and Forward Collision Warning with Automatic City Speed Braking are standard. A backup camera and automatic high beams are standard equipment. The electric i4 also adds low speed pedestrian protection external sound generation to the 4 Series bag of tricks.
My example upgrades with the $700 Parking Assistance Package, which adds surround-view cameras, front and rear parking distance sensors, and Parking Assistant plus hands-free parallel and vertical parking assistance.Plus, the $1,700 Driving Assistance Professional Package box was checked. It upgrades to lane keeping steering assistance, adds numerous avoidance and cross traffic steering aid technologies, and includes traffic jam steering assistance. This feature allows for hands-free steering in low-speed (less than 40 mph) traffic. It’s a neat party trick, but given the restrictive speed limit, it almost always leads to passing control back and forth, except in the busiest jams.
price and competition
The 2023 BMW i4 M50 starts at $68,295 including a $995 destination charge. That’s $11,400 more than the i4 eDrive40. Many of the CNET Cars staff think it’s a better place in the lineup with better value, better performance and better range, but more power and speed is hard to argue with. So – the i4 M50 is ridiculously half a year old, so please take care of yourself. That said, BMW is also one of the most expensive models in its class, including: Tesla Model 3 performance Starting at about $64,190 and $58,800 Polestar 2 However, the i4 is slightly larger, so it has a higher level of luxury, fit, and finish, justifying its higher price. Almost fully loaded with options, my example arrived with a price tag of $84,370.
Unlike the iX, the BMW i4 isn’t a dedicated EV, so we expected the i4 to be fraught with compromises that come with packing a large battery into an ICE platform. On the road, I was pleasantly surprised at how seamlessly and naturally the 4 Series Gran Coupé handled the transition to a fully electric car. The i4 M50 is my favorite version of this 4-series chassis and his one of the most fun electric cars I’ve driven this year.
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