In 2020 we built a new net-zero house with a 15 kW solar array, so when the lease on our 2019 Honda CR-V ended, we shopped for an EV to replace it. We tested the Model Y, Mach-E, ID.4, EV6, Ioniq 5, BMW iX, and BMW i4, settling on an i4 eDrive 40 with the M-Sport package. This was a big step for us not only in the switch to an EV, but also because it replaced an AWD SUV (our other car is … a 2018 Audi S4). We chose the i4 based on driving dynamics, range, and build quality, figuring that the large hatchback would manage 99% of the hauling tasks of an SUV or wagon. We chose the RWD i4 based on better range and driving dynamics than the AWD i4 M50. Living on the south coast of MA, winters are mild so we anticipated that RWD and the OEM all-season (i.e., no season) tires would be sufficient all year round, particularly as we have the S4 with an 18" winter wheel and tire package for those few days when RWD might be dicey.
I love performance cars, which is the i4 emphatically not, but it is so rewarding to drive that I hardly use the S4 anymore. The dynamics are quite good. Steering unsurprisingly lacks feel but is accurate with crisp turn-in and good centering (we got the dynamic steering option). We got the M-Sport package because that was the only way to get adaptive dampers. The car corners fairly flat and comfort mode hits an excellent balance between absorbing bumps while limiting excess body motion. The car can hustle and has decent grip on the OEM Pirelli P Zeros, but the 4680-pound curb weight makes it more of a luxurious cruiser than a sport sedan, despite the pretense. Given that weight, we opted for the uprated brakes, but they hardly ever get used since the regen works so well. At least the brake pedal feel is good and the transitions from regen to mechanical braking are imperceptible. The single motor i4 has more than adequate acceleration (high 4 to low 5 sec 0-60 according to reviews) and has the typical EV benefit of instant torque that makes merging on highways or passing bicycles on country roads easy. It feels quite a bit like my BMW R1250RS motorbike in that regard, but without the sustained push.
The interior build quality and feel are great, and the car is very quiet on the road. We got the Harmon Kardon sound system upgrade and it's worth the money, particularly because the background noise level is minimal. This is the first car I've owned where listening to classical music is worthwhile. The interior downsides are the center tunnel (this is a dual-purpose ICE/EV platform) and limited rear passenger leg and headroom. Not a problem for us with no kids or dogs but could deter many. The hatch works well and the car can easily haul a bicycle or all our trash & recycling for the dump run.
The iDrive 8 infotainment system is on par with better end of those in EVs we tested (ID.4 the worst) but the lack of physical buttons for some functions is irritating. My biggest gripe is with turning on the seat heaters (at least the steering wheel has a one-level physical button) and the lack of audio preset buttons. Voice control works well but is too laggy to use it for flipping between Sirius XM channels. The graphic quality of the display is excellent, and we haven't had any issues with using it in bright sun or at night. The heads up display also works well and has multiple options but unfortunately reverts to a setting different from my preferred one when the car is shut off. The OEM nav is probably okay but hasn't seen much use since Waze works well through the wireless Android auto connection. We initially optioned dynamic cruise control and 360-degree parking camera, but those became unavailable as the wiring harnesses were made in Ukraine. Damn Putin!
One downside of the M-Sport package is that it comes only with staggered 19" wheels. Those large contact patches cost about 7% of range compared to the 18s on the base e40. Given the way we drive the car, I'd happily give up a little grip for better range. Despite big wheels, the car has been more efficient than we expected. Our solar array makes more power than the house uses, and MA has net metering, so we have paid nothing for charging over the first 7,000 miles of use (October 2022 through March 2023). When the weather is good (no rain, temps in the high 40s to low 70s) we routinely see 3.7 to 4.0 mi/kWh or better in mixed driving that's about 80% highway. It loses 20-25% of range in cold weather, with a low of 3.0 mi/kWh with temps in the single digits. Still, there is enough capacity (81.5 kWh) that even in the worst conditions I can make my once a week 150-mile round trip commute while keeping the state of charge between 80-20%. I suspect that I could beat the EPA rated range 282-mile range in ideal conditions. Since we bought the car outright, I'm trying to keep the SOC in that range and so far, I have avoided DC fast charging. For longer trips, particularly in foul weather, we use the S4.
When I started looking at EVs I never imagined buying one built on an ICE platform, but the test drive sealed the deal for the i4. Something about the low center of gravity, considerable weight, very quiet cabin, and nicely balanced suspension makes the i4 driving experience feel like a much more expensive luxury car. Despite being a petrol-head and former amateur motorcycle road racer, the peak i4 driving experience for me is serenely wafting along in that comfortable and quiet cabin, listening to music, and eking out the highest mi/kWh I can. It's fun to try and maximize coasting and then judge the regen invoked by moving the drive selector from D to B so the car stops at a light or intersection without touching the brake. Another benefit of being inside the car is not having to look at its godawful nose. At least it has a low coefficient of drag. The i4 might not appeal to a wide audience, but for us it's near perfect. I'd give it five stars if we could have got the dynamic cruise and parking assist features.
The first scheduled maintenance is at 20,000 miles and is trivial. Compared to all the ICE cars I've owned, that's remarkable. I suspect the brakes will last 100,000 miles whereas our previous Audis, Toyotas, and Hondas all required new rotors by 40,000.
2024 BMW i4 xDrive40 4dr Sedan AWD (0cyl electric DD)
2024 BMW i4 M50 4dr Sedan AWD (0cyl electric DD)
2024 BMW i4 eDrive35 4dr Sedan (0cyl electric DD)
More about the BMW i4
Edmunds has 112 New BMW i4s for sale near you, including a 2024 i4 eDrive35 Sedan and a 2024 i4 M50 Sedan ranging in price from $56,795 to $80,695.
How much is a new 2024 BMW i4 in Everett, WA?
A new 2024 BMW i4 starts at $56,795 (including destination charge) in Everett, WA. Prices will go up based on the trim level you choose and any options you add. Keep in mind that prices can also vary from one state to another and even from one dealership to the next. Learn more
How much does a 2024 BMW i4 Sedan cost in Everett, WA?
A new 2024 BMW i4 Sedan starts at $56,795 in Everett, WA. Prices will vary depending on what trim level you choose. Each state may have different pricing, so make sure you enter your correct ZIP code on Edmunds.
Other versions include: 2024 BMW i4 M50 which starts at $74,795. Learn more
How much is a brand-new BMW i4 in Everett, WA?
A brand-new BMW i4 starts at $56,795 in Everett, WA. The price can change based on a number of factors such as location, model year, trim level and options. Learn more
How much does a 2024 BMW i4 cost in Everett, WA?
A 2024 BMW i4 costs from $56,795 to about $80,695 in Everett, WA. The prices will vary based on trim level, installed options and dealership discounts. Learn more