2024 BMW i4 M50

How does the i4 M50 drive? With dual electric motors doling out a max 536 horsepower and 586 lb-ft of torque to all four wheels, the i4 M50 is quick enough to make sports car fans pause and pay attention. It'll hit 60 mph in just 3.6 seconds — not quite as speedy as BMW's preeminent M3, but it gets there without much fuss or audible effort. The brakes are nearly as impressive in hauling this hunk of car down, with excellent stability and grip even at high speeds, slowing the i4 from 60 mph to a standstill in just 104 feet. Not bad for a sedan weighing over 5,000 pounds! For context, the M3 we weighed on the same day came in a hair over 3,900 pounds.

All the stopping grip translates to cornering grip as well. We were impressed by how well the i4 stuck to the road and kept its body motions composed. That said, we were less impressed by how restrained it felt around our handling circuit, not allowing us access to the i4's full power unless the steering wheel was pointed straight down the road. You can still carry a fair amount of corner speed, but if you're looking for that dramatic, unbridled, tire-spinning experience, the i4 doesn't appear to have the ability to provide it (even with all the traction and stability safety nets turned off).

If burning rubber isn't your thing anyway, the i4 will prove to be a very easy, enjoyable yet stunningly quick luxury sedan for the commute.

How comfortable is the i4 M50? If there's one area where EVs tend to struggle, it's ride comfort. With the heavy weight penalty from all the batteries they carry to the high tire pressures they need to run to contend with that weight, EVs can end up feeling stiff and flinty over rough roads. The i4 M50 is both heavy and highly pressurized, but it manages to deliver a decently smooth ride thanks to a well-tuned adaptive suspension, something neither the Tesla Model 3 nor Polestar 2 offers.

Front seat comfort is also pretty decent but not amazing. There are adjustments for lumbar support and a lower-thigh cushion extender, but not enough levers to really tailor the seats to all body types. We are fans of the new touchscreen-based climate controls, which are a big improvement over the previous system controls, and the system's heat pump delivers both efficient and effective cooling and heating.

We found the cabin to be subjectively pretty well insulated against road and wind noise, though our actual sound meter measurements say it isn't quite as quiet as its competition.

How’s the interior? BMW's iDrive user interface has had its ups and downs. The system in the i4 is definitely an "up" — we found it easy to navigate and liked having both a touchscreen and rotary dial to interact with. While most controls fall readily to hand for the driver, the seats fall just short of being able to dial in a perfect fit. On the upside, the cabin feels fairly roomy up front with generous headroom and legroom. Space isn't quite as abundant in back, with minimal toe space available under the front seats and slightly compromised headroom due to the i4's sporty roof silhouette.

That rear roofline also puts a small squeeze on the view out back, but not enough to be a detriment. Surprisingly the roofline has little to no effect on rear head clearance as you're getting into the car, but we'd be mindful of those frameless windows since it seems easy kiss a corner if you aren't paying attention.

How’s the storage? You wouldn't know by looking at it, but the i4 is actually a hatchback. That bodes well for cargo storage despite the official measurements saying there's only 10 cubic feet of space back there (which we think is what can fit under the luggage cover). The rear seats can be folded flat in three sections to help facilitate transport of longer items. Unfortunately, there's no front trunk for added storage, not even a small one, which is a minor disappointment.

Storage inside isn't extraordinary, but that's typical for BMW and many luxury makes. We're a little more disappointed about the lack of storage since EVs tend to have fewer parts to package around, which usually frees up interior space. If you need to fit a car seat, rear legroom is pretty decent. The Isofix anchors are clearly marked and easily accessible, and because the top tether anchors are located on the back of each seat, it's easy to clip and cinch a car seat into place.

Is the i4 M50 a good value? Depending on how you option it, the i4 M50 is priced comparable to both the Model 3 and Polestar 2. But unlike the Tesla, the BMW's interior build quality feels much more appropriate for the price. Our test car's combination of leather and aluminum trim didn't feel fancy but was solid and clean. We'll take that over an oversized touchscreen any day.

BMW's warranty remains pretty standard, even with respect to its EVs. The basic and powertrain warranties last for four years/50,000 miles, and BMW's EV battery warranty covers eight years/100,000 miles. BMW also provides free maintenance for three years/36,000 miles, though with the i4, we're not sure what you'll be servicing other than cabin air filters and tire rotations. Lastly, you get two years of complimentary 30-minute charging sessions on the Electrify America network, which is a nice bonus that more EV manufacturers are offering these days.

If it weren't for all the M badges on this i4, our expectations might have been tempered a bit. Sure, it's pretty darn quick in a straight line and has a decent amount of cornering grip, but the electronic power limitations make it a disappointment for anyone looking for an all-in-one EV sport sedan.

We can't say we're in love with the styling of this vehicle either. Comically large grilles aside, the concept version of the i4 had a much sleeker-looking front end without being overstyled. The production i4 looks nearly indistinguishable from the 4 Series Gran Coupe. We don't think it's a bad-looking car, but it flies under the radar a bit too well.