BMW's answer to the Tesla Model 3 will arrive in the early 2020s, likely wearing the i4 nameplate. Previewed by the polarizing i Vision Dynamics concept (pictured), it will be an electric-only sedan packed with forward-thinking tech features, and built with composite materials to keep weight in check. We have a better idea of what to expect from its specifications sheet thanks to a recent report.

The i4 will come with an 80-kilowatt-hour, lithium-ion battery pack in its standard configuration, and it will offer 530 horsepower, according to unnamed sources who spoke to Roadshow. That's enough for a four-second sprint from 0-62 mph, and its top speed will be electronically limited to 120 mph

New battery technology will help keep range anxiety in check. The i4 will drive for up to 373 miles on a single charge, though that figure was obtained using the optimistic WLTP testing cycle. Plugging it into a 150-kilowatt DC quick charger will juice its battery pack with an 80 percent charge in 35 minutes; alternatively, it will take about six minutes to channel 62 miles of range into the pack.

Roadshow learned additional variants — including some with more power, and/or more range — will join the line-up a little bit later in the production run, so the i4 could reach M5-like levels of power. All of them will be built on the same modular platform found under the new 3 Series. It was developed with multiple drivetrains in mind to save the firm from designing separate architectures for gasoline- and electric-powered vehicles. The next-generation 4 Series will also use this foundation.

BMW is expected to reveal the i4 — assuming that's what it will be called — in late 2020, and production will begin in Munich, Germany, during the first half of 2021. When it lands, it will join the iX3 (which is, as its name implies, an electric variant of the current X3) and the production version of the battery-powered iNext concept in showrooms.

We are just months away from the official unveiling of the first ever production sedan from BMW to be powered exclusively by electricity, with the upcoming i4 being the electric twin of the second-generation 4 Series Gran Coupe.
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According to official sources, the model will also get an M Performance version, but despite the hefty output don’t expect either of them to become drag strip kings like the Tesla Model S, the Porsche Taycan or even the recently unveiled Audi e-tron GT.

Don’t think of the i4 as an all-round competitor for the previously mentioned EVs either, as BMW will first try to steal a slice of the Tesla Model 3 market before going all-in with a full-size luxury EV called the i7.

Previewed by the BMW Concept i4, which was a powerful yet single-motor and rear-wheel-drive electric model, the production i4 is expected to first feature a single-motor version as well in the quest for better efficiency and a longer range.

The concept was powered by a 530-horsepower motor sending all motive power to the rear wheels, so despite being brawnier than a BMW M3 or M4, it could only do 0 to 100 kph (62 mph) in 4 seconds flat.

Unless the i4 M performance gets two electric motors, which is not that unlikely going forward, expect the production model to have similar numbers as the concept.

The model should get its juice from a lithium-ion battery that can store up to 80 kWh of energy, which should be more than enough to give the i4 a range as high as 600 km (373 miles) in the WLTP cycle.

Latest rumors suggest both the i4 and the M Performance version should feature the single-motor setup, with the sportier version getting better brakes, stiffer suspension settings and an M Performance body kit.

The car is expected to be unveiled later this year, possibly just after the second-generation 4 Series Gran Coupe. Both models will look almost identical, with the i4 being mostly differentiated by the lack of tailpipes, other wheels, less air intakes and some blue accents spread around the body.

At the 2021 BMW Group Annual Conference the upcoming BMW i4 was revealed. "With its sporty looks, best in class driving dynamics and zero local emissions, the BMW i4 is a true BMW. It makes the heart of the BMW brand now beat fully electric," said Pieter Nota, member of the Board of Management of BMW AG responsible for Customer, Brands, Sales.

The BMW i4 is a fully electric 4-door Gran Coupé and will enter the market during the course of 2021, including a BMW M Performance model. Its refined balance of BMW typical sportiness, comfort and sustainable performance are unique in its segment.

The BMW i4 model line will be available in different versions covering ranges of up to 590km (WLTP) and up to 300 miles (EPA). With a power output of up to 390kW / 530HP the BMW i4 can accelerate from zero to 100km/h in around 4 seconds.

While BMW sales are now dominated by crossovers, there's no denying that the brand's history and fanfare are dominated by sedans. That makes the 2022 BMW i4 revealed today with full specs and photos the most important electrified Bimmer yet.

In a way, you could think of it as an all-electric 4 Series Gran Coupe. Its name and interior design would back that up, as would its coupe-like body that stretches just a bit longer than the 3 Series sedan's at 188.3 inches versus 182.7. It's also an inch wider (72.9) and 0.6 inch taller (57.0). Despite a loftier height, its skateboard-style battery pack results in a center of gravity that's either 1.3 or 2.1 inches lower depending on the flavor of i4 you choose.

Speaking of which, there will be two models: the i4 eDrive40 and i4 M50. They share a common 81.5-kilowatt (usable) battery pack, but their motors differ. The base eDrive40 has a single rear motor with integrated single speed transmission that produces 335 horsepower and 317 pound-feet of torque. The M50 has motors front and rear for effective all-wheel drive. The front motor, again with an integrated one-speed transmission, has 255 hp, while the rear motor has 308. Together, they produce a total system output of 536 hp and 586 lb-ft. The M50's Sport Boost function can then provide a 10-second jolt of 67 extra horses and 48 more pound-feet – and in a feature slightly comparable to Mario Kart, you can keep on pressing the Sport Boost button as long as the battery allows.

Launch control is standard on both, resulting in 0-100 km/h (62 mph) times of 3.9 seconds for the M50 and 5.7 seconds for the eDrive40. Shave off a tenth or two for a good-old American 0-60 time.

BMW estimates the eDrive40 will travel 300 miles on a charge, while the i4 M50 will go 245 miles. These are comparable to the Ford Mustang Mach-E as one example, but are less than a Tesla Model 3. Both models have a DC fast charging capacity of up to 200 kW that can gain 90 miles in 10 minutes. You can also recharge using a Level 2 charger from totally empty to full in 8 hours.
Drivers will have a choice of three levels of regenerative braking, including a high setting comparable to what electrified BMWs have provided going back to the original electric Mini Cooper. If you're a fan of one-pedal driving (we are), the i4 should make you happy. However, it also offers a coasting function for those so inclined and ups the ante with an adaptive brake energy recuperation function that takes into account myriad inputs to vary recuperation and braking according. Frankly, BMW's description of this feature is confusing and is probably something better described once we get a chance to try it out in person. The same goes for the i4's Level 2 driver assistance system, which integrates speed limits and navigation route guidance inputs into the optional adaptive cruise control system.

To make up for the lack of zesty internal combustion noises, the i4 features "an unmistakable, model-specific acoustic experience" from startup to full throttle, developed in collaboration between BMW and Academy Award-winning film composer Hans Zimmer. We'll see if "BMW i4" shows up after "No Time to Die" in his IMDb profile.



In terms of old-fashioned BMW concerns like "handling" and "steering," every i4 includes a double-joint spring strut front axle, a five-link rear, load-leveling rear air suspension and an adaptive "lift-related" shock system. The latter is a speed-dependent system that reduces body motions and vibrations. The adaptive M suspension standard on M50 and optional on eDrive40 is a driver-selectable system with different modes, much as you'd find in most other BMWs. Steering is speed-sensitive with two settings of Comfort and Sport, while the variable sport steering upgrade (standard M50, optional eDrive40) is a speed-sensitive variable ratio system.

As the first fully electric car tuned by BMW M GmbH, the M50 features additional upgrades over the eDrive40, including an additional brace fitted between the two strut towers, special anti-roll bars, M Sport brakes and lighter-weight wheels measuring 19 or 20 inches. It's also tuned to be rear-biased in its power delivery despite having the front motor, and its weight distribution is closer to the 50/50 BMW ideal at 48.1/51.9 (versus 45.1/54.9). Visually, the M50 differs with a unique front bumper and Cerium Grey trim applied to the grille, mirror caps and rear bumper. Other bits and pieces are painted gloss black, while the trunk lid gets an M-specific spoiler.

As for the overall design, the i4 obviously descends from the beaver branch of the evolutionary tree. Without a trace of irony, the press release proudly declares that the "BMW kidney grille … is largely blocked off due to the small amount of cooling air required by the electric drive components." For that small amount of cooling, an active air flap adjusts in 10 stages to provide air precisely to the areas that need it.



The interior is basically the same as a regular 3/4 Series but with the hatchback trunk lid of a Gran Coupe and the iX's enormous, curved infotainment display applied to the dash. Consisting of a 14.9-inch central display and 12.3-inch information display behind the wheel, the two are connected behind a single frameless glass surface. A head-up display is also included and is apparently better integrated with the main displays below. All are controlled via the next-generation iDrive 8 interface (the 3/4 Series has iDrive 7), which includes new displays, controls and data processing. It also has new natural speed recognition voice commands and over-the-air updates.

Other features include a new climate control system that can automatically integrate the heated and ventilated seats into your temperature selection, and that also considers the number of passengers aboard and where they're sitting. The glass roof comes standard and features a slide/tilt sunroof portion up front, while optional ambient lighting helps spruce the cabin up beyond what is otherwise a rather disappointing recycle of the 3/4 Series.

The 2022 BMW i4 will go on sale in early 2022 with a starting price of $56,395 for the eDrive40 and $66,895 for the M50 (both include the $995 destination charge). BMW still has EV tax credits available to it, so you can basically slash $7,500 from those figures plus other state-level incentives.

It's also worth noting that BMW went out of its way to make the i4 eco friendly in more ways than just its lack of burning gasoline. To ensure high environmental, sustainability and human rights standards, BMW directly obtains the cobalt used in its battery packs before turning it over to suppliers, while also monitoring where the lithium is sourced. The company also says the electric motors do not use rare earth metals and that recycled plastics are used for many components. Finally, BMW is partnering with EVgo fast charging network that relies on 100% renewable energy. Buyers and leasees of the i4 will receive $100 in EVgo charging credits.

BMW is getting into the EV game for real now—years after testing the waters with the i3 and the i8—and its newest battery-electric models are coming here in a matter of months. If you've been waiting for an electric 3-Series, you'll be able to buy... an electric 4-Series Gran Coupe when two versions of the i4 land here in the first quarter of 2022, offering a little extra versatility compared to the standard sedan body style. The i4 is perhaps destined to be endlessly compared to the Tesla Model 3 in all aspects, but as we'll see, it could end up targeting a slightly different niche in the market.

Here are 5 things to know about the 2022 BMW i4.

BMW didn't completely reinvent the look of the car in creating the i4, but it should still be easy to distinguish one of these from their gas-engined siblings once you seen it in traffic for the first time. The automaker used the profile of the 4-Series Gran Coupe as the starting point, giving the i4 unique exterior details while keeping the frameless windows. Featuring short overhangs and a relatively long wheelbase, the i4 majors in aerodynamic efficiency, with the i4 eDrive40 boasting a drag coefficient of 0.24, while the i4 M50 offers a coefficient of 0.25.
"All areas of the body have been crafted according to aerodynamic principles, from the front bumper to the exterior mirrors to the tailgate's integral spoiler lip," the automaker notes. "The high-voltage battery housing, the motor compartment shielding and the cover for the torsion struts form a continuous surface with seamless transitions to improve air flow along the underbody."

When it comes to design, the i4 sports BMW's latest version of the kidney grille, with active air flap control at the bottom working to reduce aerodynamic drag even more. The flaps can be positioned in a total of 10 stages, letting air in to cool the battery, brakes, air conditioning, and drive system in just the amounts needed. Tapered door handles are another unique detail found on this electric sedan, and even the standard light-alloy wheels were designed with aerodynamics in mind, as you may have guessed by now. A hockey stick-shaped blue element is there to remind others in traffic that the i4 is electric, with the blue accents extending to the frame of the kidney grille as well. Out back, the lightweight rear diffuser is actually made from textile-based raw materials, continuing with the theme of efficiency.
At launch, BMW plans to offer two flavors of the i4 in America: the i4 eDrive40 and the i4 M50. The eDrive40 will serve as the base model stateside and will be offered solely with rear-wheel drive, with a single motor producing 335 hp and 317 lb-ft of torque. This version of the i4 is expected to offer an EPA range of 300 miles, and 0-to-60-mph sprints in 5.7 seconds.

The more powerful half of the duo will be the i4 M50, offering all-wheel drive and 536 hp and 586 lb-ft of torque with the Sport Boost function, which adds an extra 67 hp and 48 lb-ft of torque for over 10 seconds. Even though it'll have the same battery as the eDrive40, it will trade some of that range for power, so it's expected to land with a 245-mile range. This version will make the sprint from 0 to 60 in just 3.9 seconds. Official EPA ranges for both versions will be published shortly, before the models' market debuts in a few months.

"To allow maximum power to be summoned in situations where the car's performance capabilities are being really put to the test, the Sport Boost function can be activated several times in succession if the high-voltage battery has enough charge," the automaker says. "Every time the driver accelerates, a fuel gauge-style icon in the instrument cluster shows how much extra power is available and for how long."

The single-motor eDrive40 and dual-motor M50 both use electrically excited synchronous motors, rather than ones driven by fixed permanent magnets. This approach eliminates the need to use rare earth metals, which would have been required for magnetic components, in their construction. These motors offer an efficiency factor of 93 percent, and were developed in-house by BMW.

The motors themselves are positioned in the axles, and the axles also house the one-speed transmissions.
Both versions of the i4 feature the same battery size, offering 83.9 kWh gross and 81.5 kWh net (but you'll likely see them referred to as 82-kWh in the media). The battery itself is composed of four modules with 72 cells each, and three more modules with 12 cells each, offering a volumetric density that is 40% higher than that offered in the BMW i3. The battery itself is only 4.3 inches tall, located low in the floor for better agility.

This positioning gives the i4 M50 a center of gravity that is 1.3 inches lower than in a 3-Series, or 2.1 inches lower than a 3-Series in the case of the eDrive40, the automaker points out. The battery itself is also integrated into the body structure in order to increase torsional rigidity, with the battery enclosure being directly connected to the front axle subframe, while the battery pack is joined to the floor assembly with 22 bolts.

"The lithium required for battery cell production is likewise obtained under transparent conditions that are monitored by the BMW Group," the automaker says. "The BMW Group sources the lithium used in the high-voltage battery pack on board the BMW i4 from hard-rock deposits in Australia and passes it on to the battery cell makers. The company can therefore ensure that environmental and sustainability standards are observed during the extraction and processing of cobalt and lithium and that there are no violations of human rights."

With DC fast-charging, the i4 can charge at up to 200 kW, with BMW pointing out that just 10 minutes of charging at this speed will give the car 90 miles worth of juice. Using a Level 2 wall box with AC power and a charging rate of 11 kW, the i4 can recharge its battery from a completely depleted state to 100% in under eight hours, according to BMW. (Of course, we don't recommending depleting the battery down to 0% to begin with).



BMWThe cabin of the i4 is a mix of the familiar and the new, mixing some sci-fi aesthetics with a layout that longtime BMW buyers should find recognizable. The EV genre demands large screens, and that's exactly what the i4 will offer in the form of a 12.3-inch information display and 14.9-inch control display forming one large, curved screen surface spanning more than half of the available dash space. BMW angled the screen toward the driver, but the screen is not really integrated itself; rather, it sits like a tablet or an open book, leaning slightly against the dash.

"The BMW Curved Display in the BMW i4 is held in place by a supporting structure that is concealed from the occupants’ view and appears to be free standing in the cockpit," the automaker notes. "The anti-reflective glass used makes it possible to dispense with the customary binnacle for shielding the readouts from sunlight, giving the cockpit area a remarkably tidy and airy appearance."

Current BMW owners will be pleased to learn that a modern BMW gear shifter has not been traded for some kind of setting in the screen's sub menus, even though it now has blue accents and a blue start button next to it. And the iDrive rotary knob is still there as well. Those who've been in a 3-Series or 4-Series will find the proportions of the interior almost prosaic and businesslike, with BMW keeping reminders of the car's electric drivetrain to a minimum, offering a sports steering wheel with multifunction buttons and sports seats as standard items in this model. Three-zone climate control will be standard as well, in addition to acoustic glazing for the windshield. Another standard item is a slide/tilt sunroof covering 3.6 square feet. Ambient lighting will be optional (but really required if you're buying an electric BMW).

When it comes to the sound system, the i4 will offer a 10-speaker audio system with a 205-Watt amplifier as standard, while a Harman Kardon system with 16 speakers with a digital seven-channel amplifier will be optional equipment.
The i4 will land here in the first quarter of 2022, with the i4 eDrive40 set to start at $56,395, while the i4 M50 will weight in at $66,895, before any federal or local incentives.

Among other things, this means that the price premium for the performance-flavored M50 model will be just $10,000. This will also be the price premium if you need all-wheel drive, as the eDrive40 is solely a rear-wheel drive model.

These two main versions of the i4—while being far from an exhaustive alineup given the many versions of the 3-Series you can get in Europe—should still offer enough variety for BMW buyers looking at electric models.

Price-wise, especially once optioned, the i4 will really lean closer to competing with the Tesla Model S than the Model 3. It will really be positioned (and priced) like a 5-Series. In time, this positioning will likely shift a bit as more electric models arrive and the lineup gets really fleshed out, but when it comes to competition in the actual car marketplace, it's likely to occupy a bit of an odd spot for a while above the Model 3.

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Germany’s big (Chinese-made) battery plant to dwarf Tesla’s Gigafactory

The e-car battery plant in the city of Erfurt, built by Chinese company CATL, will likely be much larger: It could be three times the size of Tesla’s US plant.

Xi'an launches first special train for South Korean LG Group as "Chang'an" China-Europe freight trains help China to open up

It is estimated that these semi-finished goods and raw materials such as LCD panels, electrodes, and aluminum foil papers produced by the South Korean LG Group will arrive in Slawkow, Poland in about 10 days.

A mere look at the i4 M50 doesn't hint at its significance. There's little to distinguish it from the like-sized 4-series Gran Coupe four-door it's based on. But this is BMW's first EV to wear the storied M badge, even if it's an M50 moniker and not a full-blown M.

It earns the M badge, too, as its power and range are a massive leap beyond BMW's previous i-subbrand offerings. The i4 uses the same 255-hp front and 308-hp rear motors as the iX, but with a higher peak output of 536 horsepower and 586 pound-feet of torque, thanks to a battery that is smaller in capacity but stronger in output. That's more power than the current M3 and M4 Competition models. Smacking the go pedal brings hard and instant thrust, causing the front end to rise up dramatically as the i4 hurtles ahead. Holding down both pedals when stopped activates launch control, during which it pulses the motors, giving the impression that the car is champing at the bit. Acceleration to 60 mph is expected to be in the three-second range, or as quick as an M3/M4.

The i4 M50's $66,895 starting price makes it a bit of a bargain in the BMW lineup—that's less than you'll pay for even the base M3. There's also a $56,385 335-hp eDrive40 model with the same 80.7-kWh battery capacity.

Adding audio to the experience is a whirring soundtrack whose tone rises and falls with motor speed and gets louder and softer depending on the rate of acceleration or deceleration. Select Sport mode and the sound is overbearing. Switching it off left us marveling at the i4's silence. There's no whine from the motors or high-voltage electronics that are usually present in EVs. This is one of the subjectively quietest EVs we've ever driven.

The i4 is nearly 1000 pounds heavier than an all-wheel-drive M3, yet the additional mass isn't obvious when you're driving. Weight distribution leans rearward, and the center of gravity is 1.5 inches lower than in the 3-series. Like the 3-series, the i4's steering is light on feedback. Mostly you notice massive grip from the 20-inch Pirelli P Zero PZ4 Elect tires. As in the iX, a curved panel housing two screens dominates the i4's interior, a setup that will soon proliferate through the BMW lineup.

At the rate it sucked energy on a blast from Munich to the Bavarian Alps, the i4 won't travel much farther than 200 miles. Then again, a Tesla Model 3 Performance, its most obvious competitor, doesn't do much better.

The Munich-based automaker held an event over the weekend at BMW Welt in its home city, handing over the first examples of the fully electric BMW i4 to new owners, three months earlier than expected. The battery-electric Gran Coupe entered production just a month ago, with the first examples rolling out of a plant nearing the 100-year mark, and that currently produces the BMW 3-Series sedan and Touring models, the BMW M3 and the BMW 4-Series Gran Coupe.

Aimed at the Tesla Model 3 and the Polestar 2, the BMW i4 will make it stateside early next year in two main flavors at launch: the single-motor, rear-wheel-drive i4 eDrive40 will be the entry model, starting at $56,395, while the dual-motor all-wheel-drive i4 M50 will be the sportier performance version with 469 hp and 538 lb-ft of torque on tap, starting at $66,895.

The base model will serve up about 300 miles of range, BMW has indicated, though concrete EPA numbers won't be known until a few weeks before its US launch.

"It is a very special moment for us when we hand over brand new models to customers for the first time," said Bernhard Kuhnt, senior vice president BMW Group Market Germany. "The BMW i4 shows in an emotional way how well fully electric mobility and sporty driving dynamics fit together. For us, it is therefore clear: the BMW i4 will offer our customers a whole new dimension of driving pleasure."

BMW is in slightly uncharted territory here with the i4, and could face an uphill battle against Tesla in its home market where the American sedan has become an unexpected hit, just ahead of the start of production at new Tesla plant outside Berlin. So the first deliveries of the i4 are happening against the kind of backdrop that would have been difficult to imagine even five years ago—German automakers having to catch up to an American import sedan.

The i4 will face an admittedly small cast of competitors at launch, as for now only Tesla and Polestar offer vehicles that could be considered vaguely similar, with BMW's offering landing a bit north of both cars in price even given the recent (of several) price hikes of the Model 3. The Tesla Model 3 currently starts at $46,190 for the base, rear-wheel-drive single-motor version, while the Polestar 2 starts at $47,200 for the long-range, single-motor version.

It will be some time before more midsize premium or luxury electric sedans arrive, as most of the competition has focused on fielding crossovers and SUVs in this particular price range, in addition to luxury sedans priced much higher. This is also the reason why it took so long for competitors to the Model 3 to actually arrive on the market: Automakers saw greener pastures in other segments, and with good cause.

Speaking of those other segments, deliveries of another electric BMW model are not far behind.

"With the BMW i4, we have absolutely struck a chord," Kuhnt added. "You can see this from the very high demand for this car. We are delighted to be expanding our electrified product lineup with this sporty, fully electric Gran Coupé at exactly the right time and to present the first vehicles to our customers today—three months earlier than originally planned. The first delivery of a BMW i4 today, and the first BMW iX in about a week, are further milestones for the BMW Group on the road to electromobility."