BMW M’s first EV hits hard
The first EV from BMW’s M division is here, and Nile Bijoux knows how to get it vibrating and straining at the leash.
BMW’s competitor to the Tesla Model 3 has arrived in New Zealand, and it’s ready to fight. This is the full-fat M50 version, the M division’s first electric vehicle, and BMW’s first proper go at a performance EV.
Outside
The i4 uses the same platform as the current-generation 4 Series, so it looks identical. That is a bit of a shame, to be honest.
I expected it to have some extra flair for being an EV but it doesn’t really, just some blue-tinged BMW logos, i4 badging and a lack of exhaust piping.
But the 4 Series looks fantastic anyway, so it’s not really a loss.
Plus, there’s always the possibility of blowing away schmucks at the on ramp who think they’re trying to pull a 420i.
The big kidney grille isn’t functional as a traditional air intake, instead housing various sensors.
The more I see it, the less outlandish it appears, probably helped by other manufacturers steadily enlarging their grilles as well.
Compared to the Model 3, the i4’s primary competition, it looks much better.
Around the back, two small diffusers sit in the cavities usually filled by the exhaust outlets, and a small carbon fibre spoiler adorns the bootlid.
There’s a fair bit of carbon actually, on the mirrors and sitting in the corners of the front and rear bumpers.
Inside
Again, it’s a 4 Series, but with the updated Curved Display setup from the iX SUV, also destined for the 3 Series.
The driver’s display is great, showing everything you need with a map between the speed and power percentage gauges by default, but the infotainment screen could use a bit of refinement.
It’s very easy to use, and the home screen is fine with big swipeable sections, but the menu is irritatingly jumbled full of different apps and shortcuts.
Aside from that, it’s a lovely luxurious experience.
Again, a step above the Model 3, which doesn’t have a head-up display, has inferior-feeling interior materials and whose screen out-complicates the i4’s.
I will also add that the front seats are lovely to be in, but there’s not a huge amount of space for rear passengers. Possibly due to me being obnoxious with my seating position, but my head was also quite close to the roof.
I also wish BMW included a way to adjust the regenerative braking on the fly, like paddles behind the wheel on other EVs.
You can knock the gear selector into B, which enables onepedal driving, but I’d prefer to toggle between a bunch of modes like a true hypermiler.
Under the bonnet
This is where the i4’s Cluster Architecture (CLAR) underpinnings fall a bit flat.
There’s nothing under here but a slab of plastic covering what I assume are a bunch of cables, a motor, and other electrical stuff to make the car go. I would have thought BMW could have pushed things around to offer a bit of storage up front, but guess not. Ah well, there’s plenty in the boot.
But what you want to know is where the power comes from, right?
That would be a pair of electric motors, generating a substantial 400kW of power and 795Nm of torque, enough to catapult the i4 to 100kph in a claimed 3.9 seconds. It feels faster from the driver’s seat too, and BMW does tend to undervalue its performance figures. . .
The battery holds a net energy content of 80.7kWh and can charge at rates up to 210kW. Charging at full speed for 10 minutes nets up to 164km of range. Improvements to regeneration under braking means the system can claw back up to 195kW.
Compared to the American, the BMW makes less power but more torque, although accurate power figures for Tesla vehicles are notoriously difficult to track down. I’ll give Tesla the benefit of the doubt and say the Performance version makes 417kW, even though Wikipedia says it only makes 340kW at its peak.
That also means the Model 3 Performance cracks 100kph in 3.3 seconds, according to its maker, but online drag races (which are, as we know, the be-all and end-all of performance EV testing) show the i4 winning the quarter mile run more often than not.
On the road
I mean, it’s an Ultimate Driving Machine, is it not?
But seriously, the M50 is a spectacular drive. It’s surprisingly restrained for an M car, which usually allows a bit of rear-end slip to keep you on your toes, but that means there’s heaps of grip.
Sports mode pushes more power to the rear, as is usually the case, and the standard adaptive M-spec suspension does a great job of dealing with the extra heft of the batteries, which puts the car near enough to 2.3 tonnes.
It also allows for launch control, which is awesome. Mash the brake then the throttle, and the car starts vibrating, straining at the leash, with a little boost gauge building. Drop the brake and you get the full 400kW/795Nm for 10 seconds. Obviously, this is only for use on the drag strip.
There are standard Pirelli P Zero tyres, which do a fantastic job of holding onto the road, but do seem to hurt the range a bit.
You’re looking at between 360km and 380km per charge, which isn’t terrible considering it’s about the same as an M440i but with a huge amount more power available.
There is an option for ‘‘M aerodynamic wheels with mixed tyres’’ instead, which could increase that range some.
Of course, you could also not drive like a muppet, which is to say, with restraint, but where’s the fun in that?
Like any EV worth its salt these days, the M50 has a distinct sound.
BMW tapped famous composer Hans Zimmer for its noise, and the result is brilliant.
It uses clips of real BMW engines along with a sci-fi whoooo to create a real unique sound, amplified in Sports mode. If you’d rather, the sound can be switched off entirely.
The brakes are quite grabby, which is odd for an EV, but also fairly in line for a modern BMW. Takes some getting used to, but using the B one-pedal mode helps.
Verdict
The i40 is fantastic, but it’s not without fault. It’s almost too similar to a combustion 4 Series in its look – I’d like a bit more EVness to the design, but I’m not sure exactly how, maybe that cool white-with-blue-accents colour scheme BMW showed at the reveal would be better?
Additionally, the lack of switchable regeneration is annoying and the menu screen is needlessly complex.
But the real hurdle is price. The M50 is almost $30,000 more expensive than a Model 3 Performance, which is a lot, as well as the Polestar 2 Long range Dual motor.
I would say the BMW beats both in pretty much all areas, but is it $30,000 better?
That’s harder to answer, and the final verdict will probably come down to what car you like the look of more.