By Edward A. Sanchez – June 2, 2021

When the BMW i3 came out in 2013, it seemed Munich was on its way to being a legitimate head-to-head competitor with Tesla. Whether prodded by its California rival, EU regulations, or customer demand, BMW is finally fielding a legitimate competitor to Tesla’s mass-market duo, the Model 3, in the form of the BMW i4.

BMW is a textbook example of an early innovator that lost its mojo along the way. The i3 was innovative in being one of the highest-volume production models to use a carbon fiber passenger cell. While the company continues to build the i3 to the present day, and reportedly has plans to continue production through 2024, it did not herald the massive wave of EVs from the company that many thought in the days closer to the i3’s debut in 2013.

This time around, BMW is done with half-hearted, compliance-oriented EV efforts. The i4 and iX are packed with hardware that makes it clear the company is aiming for Tesla and other intenders in the premium EV space.

We’ve previously covered the iX in a fair amount of detail, but mostly me grousing about the new BMW Gopher-teeth grille. Despite my strident disapproval of Munich’s styling direction, they’re persisting with the style, so I won’t waste any more pixels or your time beating that dead horse. TL;DR on the iX is that it will start at $84,195 (including $995 destination), is about the size of an X5, has a 111.5 kWh (106.3 kWh net) battery, can go 0-60 in about 4.5 seconds, and has an estimated 300-mile range.

But the main topic here is the i4. Although not a perfect apples-to-apples comparison, it’s probably closest to the Tesla Model 3, although you could make the case that it straddles the middle ground between the 3 and the S. Like the S, and unlike the 3, the i4 is a liftback, offering far greater cargo versatility than the notchback Model 3. There will be two models offered initially, the rear-wheel-drive eDrive40, starting at $56395, and the all-wheel-drive M50, starting at $66,895 (both prices include the $995 destination charge).

Both have the same 83.9/81.5 gross/net kWh battery. The M50 sacrifices 55 miles of estimated range for an extra 201 net horsepower, for a total of 536 versus the eDrive40’s 335, and a 245-mile estimated range compared to the eDrive40’s 300-mile range. With an estimated 0-62 mph (0-100 km/h) time of 5.7 seconds for the eDrive40, and 3.9 seconds for the M50, both models are reasonably quick, but still lag their Tesla counterparts slightly.

BMW claims the i4 will gain 90 miles of range in 10 minutes of DC fast charging.

Part of its performance disadvantage is in its higher weight compared to an equivalent Model 3. The eDrive40 rolls onto the scales with a curb weight of 4,520 lbs (2,050 kg) and the M50 at 4,685 (2,125 kg). Compare this to the weight of a Model 3 SR+ at approximately 3,900 lbs (for the 2021 model) and 4,250 for the Model 3 Dual Motor Performance. Let’s face it, none of these models will compete with an MX-5 Miata for the lightweight title.

So the i4 is a little chunkier than its Silicon Valley rival. But how does it stack up in other areas? One notable and interesting difference with the Model 3 is the fact that the i4 does not use rare-earth permanent magnet motors. This typically results in slightly lower overall watt/mile efficiency, but also arguably makes them less impactful to mining and natural resources extraction. BMW is also claiming a high percentage of recycled aluminum in the production of the i4, reducing its carbon footprint.

Slotting between the Tesla Model 3 and Model S, the iX should be a formidable competitor.

Similar to the newer models of the Tesla Model 3 and Y, the i4 employs an integrated heat pump system that acts as both a cooling and warming circuit for the battery pack and motors as well as the cabin. The system sounds similar to Tesla’s “Superbottle” and “Octovalve” systems, utilizing a shared thermal circuit, rather than separate channels for HVAC and drivetrain. BMW claims the thermal management system is up to 75% more efficient than the system currently used in the i3.

The charging system on the i4 is rated up to 200 kW and claims up to 90 miles of range can be added in just 10 minutes on a Level 3 DC fast charger. BMW also claims the i4’s battery can go from fully depleted to 100% in eight hours overnight using its Level 2 home charger. While it seems many OEMs are partnering with VW-owned Electrify America for their preferred L3 DC charging network, BMW is partnering with EVgo in the U.S. Buyers will receive $100 in charging credits at EVgo stations upon purchase or lease.

BMW claims the car is capable of OTA updates (don’t they all), and nothing is mentioned about a mandatory dealer visit for activation. Upon the i4’s Q1 2022 arrival in the U.S., OTA update capability will presumably be pre-installed. Other highlights on the i4 include Level 2 advanced cruise control, optional 360° camera view, as well as being able to pull up the real-time view of the vehicle’s surroundings on the smartphone app.

The full press release on the i4 is literally nearly 10,000 words. There is a lot more to be said about the i4 for those interested in the minute details of the interior trim, infotainment system, suspension, etc. But long story short, BMW is finally stepping up to the plate with what appears to be a legitimate and formidable competitor to the Tesla Model 3.

Can Munich steal Elon’s thunder (and sales) with its latest entrant? Time will tell, but the i4 looks to be a much more appealing and compelling alternative to the Model 3 than the i3 ever was.

(Images courtesy BMW)

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