2022 BMW i4 M50 Review: Books Versus Covers


8.5 / 10

Design | Comfort | Technology | Performance | Safety | Fuel Economy | Pricing | FAQ

For the previous half-decade, in the event that you needed a little, energetic electric car, you had precisely one decision: the Tesla Model 3. Furthermore, if absolutely level headed, detail sheet measurements like reach, charge speed, straight-line execution, or cost matter, Tesla actually makes the main model worth considering. However, in the event that you haven’t seen the news for, gracious, the most recent a half year, that Tesla identification accompanies a touch of baggage.

Whether it be the undeniably peculiar jokes of pioneer Elon Musk or worries over quality, purchasing a Tesla in 2022 offers a more clearing expression than in 2018. Enter the 2022 BMW i4 M50. It’s substandard compared to the Model 3 on the specs and costs more for sure, yet with none of the stuff, a large portion of the allure, and the decency that appears to be innate in every one of the four-entryway Bavarians, the i4 is a shockingly enticing option in contrast to this little fragment’s benchmark.

A vehicle’s evaluations are relative just to its own section and not the new-vehicle market overall. For more on how rates vehicles, click here.

Quick Stats 2022 BMW i4 M50 (20-inch wheel)
Motor: Twin Electrically Excited Synchronous Motors
Output: 536 Horsepower/586 Pound-Feet
0-60 MPH: 3.7 Seconds
EV Range: 227 Miles
As-Tested: $82,820



  • Exterior Color: Frozen Portimao Blue
  • Interior Color: Cognac
  • Wheel Size: 20 Inches

The BMW 4 Series Gran Coupe is a damn fine-looking canvas on which to base an EV, especially following the redesign of the 4er line last year. The primary change is, of course, the buck-toothed “grille.” Plenty of other writers have spilled ink on it and nothing I write here will make the grille go away. If you don’t like it, just order an i4 in black; if you do like it, congrats.

But not ordering an i4 because of its polarizing kidneys condemns what’s otherwise a very handsome design. The plunging roofline, which terminates in a small ducktail spoiler (topped with a cheesy carbon-fiber lip on my tester), is a natural pairing with the long hood and impressive dash-to-axle ratio, making the i4 look more purposeful and traditional than today’s vaguely egg-shaped EVs, like the Mercedes-Benz EQE.

Like the exterior, the i4 receives one big change in the cabin. A curved, slab-style display sits atop pedestals on the dash and I hope you like it, because it’s the new normal on future BMWs. Other than that, the same clean, unfussy design remains. The interior looks particularly nice with Cognac faux leather and carbon-fiber trim and more importantly, it cain feels solid and well built, especially relative to the Model 3.

save over $3,400 on average off MSRP* on a new BMW 4 Series




  • Seating Capacity: 5
  • Seating Configuration: 2/3
  • Cargo Capacity: 10.0 Cubic Feet

I can’t start to comprehend the reason why BMW decided to jolt the 4 Series Gran Coupe over the benchmark 3 Series Sedan (in spite of the fact that I put everything on the line of the i3 name on a sloppy tall hatchback had something to do with it), yet it implies a few tradeoffs. The freight region is really simple to get to as a result of the liftback plan, in spite of the fact that I actually needed to bring down the back seats to fit a couple of golf sacks. Simultaneously, the back headroom is tight for grown-ups, and the lower rooftop line makes getting in and out a test. The front seats are certainly not a M-explicit thing, however they’re strong on twisty streets and comfortable over lengthy journeys.

Despite the M50 identification on the tail and the discretionary 20-inch wheels on 35-series front/30-series back tires, the sportiest i4 (up until this point) has a shockingly loose and wonderful ride. The guiding is sufficiently disconnected over knocks and flaws and keeps away from the hyperactive conduct my partners and I have whined about in other M and M nearby items, so it won’t wear out the driver by requesting consistent redresses on lengthy turnpike hikes.

Little sound advances up to the lodge as the M50-spec versatile dampers take care of their responsibilities (the default Comfort mode is where it’s at). BMW’s choice to skirt run-punctured tires definitely helped there, and it most likely had an effect in the absence of tire thunder. Frameless windows shouldn’t prompt noteworthy breeze control, yet the dangerous body (the i4’s drag coefficient is simply 0.25 contrasted with the 0.3 for the M440i Gran Coupe) diminishes commotion at interstate speeds.

Technology & Connectivity


  • Center Display: 14.9-inch Touchscreen
  • Instrument Cluster Display: 12.3-inch
  • Wireless Apple CarPlay or Android Auto: Yes

The i4 and iX present iDrive 8, BMW’s latest infotainment software, and it’s lovely. The graphics are among the best in the business with crisp, vibrant colors. This isn’t a fancy OLED display but it doesn’t look far off. The touchscreen functionality is quick and almost easier than the physical dial and buttons, while BMW seems to have ironed out the quirks of wireless Apple CarPlay.

The digital instrument cluster is bright and vibrant, with three different gauge layouts and a reconfigurable center information page. Paired with an optional head-up display that has three separate configurations of its own, it’s a helpful aid in most situations (although it remains useless for anyone wearing polarized sunglasses). Beyond those headlining features, the i4 benefits from an available wireless charge pad and a 5G eSIM system that fully merges smartphone capability with the car. Ambient lighting is optional too, although BMW seems to think the i4/iX need their own unique color schemes – pour one out for BMW’s traditional orange.

Performance & Handling


  • Engine: Dual Electrically Excited Synchronous Motors
  • Output: 536 Horsepower / 586 Pound-Feet
  • Transmission: Single-Speed Automatic

Straight-line performance in the dual-motor M50 is rapid, with its twin electrically excited motors producing 536 horsepower and 586 pound-feet of torque. That’s enough to scoot this 5,018-pound sedan to 60 in just 3.7 seconds. Tesla fans will note that’s over half a second down on the quickest Model 3, of course, but I prefer to look at this broader point: there are two sub-$70,000 compact sedans on sale that can hit 60 in under four seconds without consuming a drop of gasoline. What a world.

Arguably the best soundtrack in the EV game accompanies that oomph – the M-specific acceleration/deceleration sound comes from composer Hans Zimmer and sets the right mood when turned to its maximum in Sport mode. That’s one of three available drive modes, but there are also four different regen settings and a dedicated one-pedal option. It’s very easy to set the i4 up to suit different conditions.

The i4 is nearly 1,000 pounds heavier than the M440i xDrive Gran Coupe (4,169 lbs), but along with being seven-tenths faster to 60, it also feels more engaging owing to the lower center of gravity. The added weight is perceptible when cornering, but only insofar as it’s a bit easier to overwhelm the tires. The steering feels natural and predictable, and while less nervous than other BMWs, it’s still quick to react to sudden inputs. The brakes proved excellent too, although I spent most of my time in one-pedal mode. The hand-off from regenerative to friction brakes is seamless, so even drivers that dislike one-pedal driving will feel comfortable.



  • Driver Assistance Level: SAE Level 2 (Hands-On)
  • NHTSA Rating: Not Rated
  • IIHS Rating: Not Rated

Every i4 M50 comes standard with forward collision warning, automatic emergency braking, and blind-spot monitoring with rear cross-traffic alert. That’s a disappointing standard roster, but filling it out is an affordable process (relative to the M50’s $68,000 starting price).

The $1,700 Driving Assistance Professional pack adds full-speed adaptive cruise control and active lane-keeping assist with steering assistance. This elevates the active safety suite to SAE Level II standards. Active Navigation helps manage speed based on curves in the road along the selected route. Less essential is the $700 Parking Assistance pack, which introduces a surround-view camera and automatic parallel parking.

On the road, the i4’s optional active safety package is as good as on any other modern BMW product. Smart and responsive, it reduces the driver’s workload substantially. The only thing missing is full-on hands-free driving.

Neither NHTSA nor the IIHS has crash tested the i4, but results from Europe have not been promising.

Fuel Economy


  • City: 79 MPGe
  • Highway: 80 MPGe
  • Combined: 80 MPGe

The BMW i4 M50 can return up to 270 miles on a single charge, but my tester’s optional 20-inch wheels slash that number to just 227 miles. No amount of style is worth such a substantial sacrifice.

  EV Range Efficiency DC Charge Rate
BMW i4 M50 w/20-inch 227 Miles 79 / 80 / 80 MPGe 200 Kilowatts
BMW i4 M50 w/19-inch 270 Miles 94/98/96 MPGe 200 Kilowatts
Polestar 2 Dual-Motor 233 Miles 94/84/89 MPGe 150 Kilowatts
Tesla Model 3 Long Range 358 Miles 134/126/131 MPGe 250 Kilowatts
Tesla Model 3 Performance 315 Miles 118/107/113 MPGe 250 Kilowatts



  • Base Price: $51,400 + $995 Destination
  • Trim Base Price: $68,295
  • As-Tested Price: $82,820

The appearance of the i4’s eDrive35 model is driving the beginning cost of this all-electric liftback down to $52,395 (counting a $995 objective charge), however the M50 is a decent bit dearer, at $68,295. It’s the best way to score a double engine format on the i4, however the i4 M50 likewise guarantees undeniably more straight-line speed, a more forceful standard wheel/tire bundle, versatile dampers, and a large group of other execution centered treats. The genuine hardware list isn’t exactly so unique, albeit that is standard for BMW’s course. Concerning my stacked analyzer, the out-the-entryway cost was a powerful $82,820.

To be forthright, you needn’t bother with the vast majority of the additional items. The $3,600 matte blue paint is a costly upkeep migraine and the $2,500 High-Performance bundle’s 20-inch wheels penance very nearly 50 miles of reach. Drop the $2,800 carbon-fiber outside trim and $300 CF inside trim, since it’s too kitsch for something that won’t ever see a race track. That drives the value down to about $72,000, works on the reach, and makes an undeniably less gaudy visual statement.

The i4’s solitary foil is, obviously, the Tesla Model 3. It packs more reach and quicker charging, and is speedier to 60 in top-spec Performance structure. Furthermore, it’s a decent piece less expensive, as well. The double engine Long Range can rush to 60 in 4.2 seconds (a portion of a tick down on the i4 M50), yet it covers 334 miles to a charge while holding a $60,690 beginning cost (counting a $1,200 objective charge). What’s more, if you truly need to destroy your BMW-cherishing companions, the Model 3 Performance requests $64,190 briefly run to 60 and 315-mile range.




Show More

Leave a Reply

Your email address will not be published.

Back to top button

Adblock Detected

you have to turn off "Adblock" to access this site! يجب عليك إيقاف اداة "منع الإعلانات" لتتمكن من تصفح هذا الموقع!