2024 BMW i4: Electric and Cheaper Than a 3 Series

Looking for a spacious, sporty and refined electric sedan at a reasonable price? Your options right now essentially come down to the Tesla Model 3, Hyundai IONIQ 6, Polestar 2 and BMW i4. These four cars come from four very different brands and there’s a huge $35,000 gap between the least expensive and most expensive models they collectively offer, adding to the difficulty of picking one.

We at The Car Guide believe the IONIQ 6 is the best buy you can make, followed by the Model 3 which has significantly improved with the 2024 update.

• Also: 2025 BMW i4 Refreshes Look, Updates Interior to Ward Off Model 3
• Also: The Best Electric Cars in 2024

That being said, the i4 is still a solid choice for both BMW enthusiasts and customers after a more premium product. It has many things going for it, but also requires a few compromises that you definitely need to know about, especially if money is part of the decision.

RWD or AWD

Our tester was an AWD-equipped, dual-motor BMW i4 xDrive40 positioned in the middle of the lineup. With 396 horsepower and 443 lb-ft of torque on tap, acceleration is a treat (0-100 km/h in 5.1 seconds) whether in Comfort mode (default) or Sport mode. Need more? We’d beg to differ, but for good measure the company can sell you an i4 M50 xDrive with Boost mode that increases output and torque to 536 horsepower and 586 lb-ft, respectively.

AWD may be a requisite for many drivers, but it’s not so much important with an electric sedan like this one, with a lower centre of gravity and more ideal weight distribution. During winter, for example, a good set of tires will make a bigger difference. Consequently, we feel like plenty of people will be satisfied with the RWD-only, single-motor i4 eDrive40, which delivers a commendable 335 horsepower and 317 lb-ft of torque (0-100 km/h in 5,7 seconds). The 83.9kWh battery is the same, and maximum range is naturally longer—up to 512 km versus 462 km.

Those are the official NRC ratings for the 2025 model, to be clear. Our i4 xDrive40 came with 19-inch wheels and was theoretically good for 431 km as a result of its average energy consumption of 22.4 kWh/100 km, but beating that range is easily doable as we wound up with a combined 19 kWh/100 km. So, in the case of the i4 eDrive40, driving well over 500 km shouldn’t be a problem in fair weather conditions, although you could travel farther with a Model 3 Long Range or single-motor IONIQ 6.

At this point, we need to talk about the price. The BMW i4 xDrive40’s MSRP is just shy of $70,000, therefore no federal or provincial incentives apply. The i4 eDrive40 is a different story. Priced below $64,000, it qualifies for a $5,000 federal rebate and another $7,000 if you live in Quebec (or $4,000 if the car is delivered and registered after December 31, 2024). It doesn’t take a math genius to see the major cost difference between the two models. How badly do you need AWD and a bit more muscle?

On the other hand, choosing a RWD-equipped i4—it could also be the entry-level i4 eDrive35 that we haven’t covered yet and retails for less than $55,000, cheaper than a gas-powered 3 Series—means you’ll be denied a heated steering wheel and heated seats unless you opt for a package that minimally will relieve you of $5,500. Now that’s something to seriously think about, too. In fact, as is generally the case with BMW, customers need to be extremely careful about optional features that can jack up the price in a hurry.

On the Road

BMW’s compact electric sedan is a dynamic handler that effectively masks its extra kilos. As mentioned earlier, the centre of mass is low, plus body movements are pleasantly kept in check. The ride proves surprisingly smooth in Comfort mode (especially considering the larger 19-inch wheels and low-profile Michelin Pilot Sport 4 tires found on our test car). However, steering is not quite as firm and responsive as we typically see from BMW. It can be adjusted by the driver, but not so much as to fix everything.

Braking is strong, as it should be, and four levels of energy recuperation are available (low, medium, high, adaptive). Alas, you need to go through the menus on the centre screen to change the setting rather than having convenient paddles on the steering wheel like in the IONIQ 6. The adaptive setting aims to make things easier for the driver, but it requires some getting used to when it comes to lifting your foot off the throttle as regenerative braking varies based on driving conditions.

Life inside the BMW i4 is quiet and pleasant, for sure. The cabin is sumptuously appointed, the displays are sharp and responsive (though HVAC controls can be a pain), and the coupe-like silhouette doesn’t compromise visibility too much. Space in the front row is adequate enough and the seats provide a sweet mix of comfort and support.

In the rear, things aren’t so rosy due to the tight door openings combined with limited legroom and headroom, not to mention the firm seatbacks. Moreover, the large centre tunnel means the i4 can realistically accommodate no more than four people.

Disappointingly, perhaps, there’s no frunk like the Model 3’s and less storage than in the IONIQ 6. On the bright side, the trunk might be the most practical of the lot thanks to the large hatch and 470 litres of cargo room. We also love the 40/20/40 split-folding rear seats, which make it possible to fit skiing equipment between the passengers or, alternatively, expand the cargo area to 1,290 litres.

As for charging, a full session with a 240V AC charger at home requires 7 hours or 8.25 hours depending on the size of the battery. On the go, if you can manage to find one of the rare 350kW DC fast chargers currently in operation, the i4 will charge at up to 205 kW and need 31 minutes to go from 10-80 percent. During a stop at a 150kW charger, it took us a bit less time than that to bring the battery from 34-80 percent.

Updated 2025 Model Now on Sale

Among the four electric sedans we listed at the beginning of this review, the BMW i4 is the one that looks more like a conventional car and also the most refined—two things that will certainly appeal to many potential customers. Not everyone is fond of the design at Tesla, Hyundai or even Polestar. Brand reputation and prestige also count for something.

By the way, the 2025 model is already on sale and somehow identically priced as its predecessor (except for the M50 xDrive). Updates include a few cosmetic revisions, new body colours and wheels, a slightly redesigned steering wheel and BMW iDrive 8.5 with QuickSelect and augmented-reality navigation. The intelligent voice assistant, which had some functional issues in our tester, is enhanced and more interactive, as well. And remember that BMW will at some point in 2025 offer an NACS adapter enabling drivers to plug into Tesla’s Superchargers.

While performance-minded folks will be tempted to consider the top-line i4 M50 xDrive (who could blame them?), it’s pretty clear to us that the most sensible purchase you can make is a RWD-equipped i4 eDrive40—provided you don’t check too many boxes on the options menu.