The verdict: The new xDrive40 version of the all-electric BMW i4 luxury hatchback is the most well-rounded i4 in terms of performance, range and price.
Versus the competition: BMW loyalists looking to go electric will find a lot to like in the i4 xDrive40, but it might be a harder sell for EV shoppers open to all brands in its price range.
When the all-electric BMW i4 launched, the only way to get all-wheel drive was with a pricey, performance-oriented M50 version; otherwise, the i4 was only rear-wheel drive, which was off-putting for those wanting all-weather performance more than an expensive, high-performance EV.
Related: 2025 BMW 4 Series Gran Coupe and i4 Updated Inside and Out
Well, we asked for it, and here it is: For 2024, BMW has added a not-too-hot, not-too-cold version: the xDrive40, which brings AWD at a lower starting price. Starting at $62,595 (including destination) — $8,100 less than the i4 M50 — the i4 xDrive40 has a competitive 279-307 miles of EPA-rated electric range (depending on wheels), 396 horsepower (which is entertaining enough) and respectable DC fast-charging performance. So, is this i4 the one you want?
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Acceleration
In EVs, AWD is created by adding another motor to drive the front or rear wheels. Of course, another motor often means more power, and indeed, the xDrive40’s 396 hp is up from the RWD eDrive35’s 282 hp and RWD eDrive40’s 335 hp. (It’s still less than the M50’s 536 hp, however.) The xDrive40 delivers balanced output that won’t feel like you’re immediately breaking the speed limit, but with enough acceleration to make you feel like you’re getting your money’s worth. We clocked 0-60 mph in 4.7 seconds, which is a touch quicker than BMW’s claimed 4.9 seconds; that’s similar to the 4.8-second time of our former long-term test Tesla Model Y — at least before unlocking its pay-to-play Acceleration Boost.
But specs don’t mean everything. Drivers coming from a Tesla will notice a harsher acceleration experience in the i4, but it’s not likely to stand out to a first-time EV owner. When you whomp the accelerator in the BMW, there’s a bit of a lurch — like when you slam on the accelerator of a manual transmission car while in gear. It’s a hard hit that’s sometimes accompanied by a thud or bang. Overall acceleration, though, is similar to our Model Y, with the BMW delivering gradual, linear power delivery that doesn’t fall off. That’s in contrast with something like Kia/Hyundai/Genesis EVs, which blast you with acceleration up front but taper off at higher speeds. For most drivers, this will be an enjoyable car to drive, if a tad pokier than a similarly priced gasoline alternative, including BMW’s M440i xDrive Gran Coupe; with a 382-hp turbocharged six-cylinder, that car does 0-60 mph in 4.4 seconds, according to BMW.
Acceleration Sound (Noise?)
The Iconic Sounds Electric feature, which is part of a $1,900 Premium Package, adds a soundtrack to the i4’s acceleration. To me, all of the options sounded cheesy and robotic. None of the driving noises enhanced the experience, like Porsche does with its Taycan, so it sounded gimmicky. I turned them off, which is at least a nice option to have. Be sure to watch the i4 video review to hear what they sound like.
Ride and Handling
The i4 xDrive40 is heavy for a four-door hatchback, weighing in at 4,969 pounds, which is as much as an AWD BMW X5 SUV and 800 pounds heavier than a gas-powered M440i xDrive. The i4 generally hides its weight well, but it’s not an especially engaging car to throw into corners. Steering effort is too light, not conveying an especially sporty experience, and you feel the car’s heft when driving spiritedly — despite an adaptive suspension that works hard to keep things in check. It does so well, with two very different experiences — between Comfort and Sport modes — when pushing hard. Ride quality also differs drastically between those modes, with Comfort being taut but not uncomfortable and Sport being very stiff.
Versus the Tesla Model 3
Previously, the i4 had an edge over the Tesla Model 3 as far as ride quality and quietness, but after driving the 2024 Model 3 Long Range AWD, I don’t think that’s the case anymore. The Model 3 matured with its 2024 redesign, adding ride quality refinement and becoming quieter. At the same time, the Tesla retained natural steering feel and spunkiness that are not only among the best in the EV business, but respectable among most sports cars. It’s both entertaining to drive and refined around town.
The i4 xDrive40 is over 900 pounds heavier than the Tesla, which helps with both the Model 3’s agility and its power-to-weight ratio, giving it a quicker claimed 0-60 mph time of 4.2 seconds. It’s a performance difference you can feel.
What might still convince people to look at the BMW, however, is the silliness that comes with the Tesla, including a gear selector that’s activated in the touchscreen (or via redundant controls in the overhead console), as well as a lack of a digital instrument panel in front of the driver. An added bonus for the BMW i4 is its cargo configuration; it uses a hatchback style with an open cargo space, while the Model 3 has a traditional sedan trunk.
DC Fast Charging
Starting in early 2025, the i4 and other BMWs will be able to use Tesla Superchargers with an adapter, but for now, the i4 unlocks its fastest charge times using non-Supercharger DC fast chargers. I had a good experience fast-charging the i4, adding 175 miles of range in 30 minutes — that’s 5.8 miles of range per minute — while charging from 12% to 80% on a 350-kilowatt-capable DC fast charger. This is very close to how much range our long-term Model Y added at Superchargers in optimal conditions, but it’s slower than the 9 miles of range per minute that we’ve observed from cars like the Hyundai Ioniq 5, Kia EV6 and Genesis Electrified G80. I preconditioned the i4 prior to charging and observed the car’s maximum 205-kW charging speed right off the bat. It did, however, slowly drop during the charging session, which is how our Model Y generally performed. Like most non-Supercharger fast-charging experiences, it started rough, with the BMW stating, “Charging aborted. Charging station error,” before the second attempt was successful.
Interior
The i4’s interior is nearly identical to the gasoline-powered 2024 4 Series Gran Coupe, which is to say pretty normal, with a physical toggle-switch gear selector and an instrument panel with a digital instrument cluster (unlike the Model 3’s lack of an instrument panel and physical gear selector). The biggest change in dimensions versus the Gran Coupe is backseat legroom, which is 0.7 inch less in the EV. Otherwise, it’s the same car — and that’s both good and bad.
It’s good because the i4 is a four-door hatchback with a very usable cargo area, but it’s bad because some of the materials inside weren’t nice enough for our test car’s $78,000 price tag. Some of the interior materials look very 3 Series-ish, but we’re solidly in 5 Series money. On our test car, I’d ditch the $4,500 exterior paint, $1,500 leather and $2,200 M Sport Package to save a solid $8,200.
The biggest bummer, however, is the i4’s lack of physical controls for the climate system, which have been replaced by touchscreen-only controls. They’re simply not intuitive or customizable enough to match the Model 3’s touchscreen-based controls, and many functions are still two steps away: pushing a button for a menu, then accessing the desired function through said menu, including heated seats and climate zone sync.
Is It Right for You?
The i4 xDrive40 is the most-well-rounded version of the i4, which should appeal to BMW loyalists looking to go electric or curious EV shoppers looking for a normalized operating experience versus a Tesla. The AWD xDrive40 is ready for all-weather performance versus the RWD eDrive35 and eDrive40, and it’s significantly less expensive than the performance-oriented M50. You might as well call the i4 xDrive40 good ol’ Goldilocks.
Those interested in buying an i4 will want to explore current incentives, though, because it’s tough to swallow a $60,000-plus price tag for this level of performance and quality. Leased i4s will qualify for a $7,500 federal rebate, but purchases will not, which could help make the cost more manageable.
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