2022 BMW i4 m50

Brutally fast daily driver

I can’t believe how much attention the BMW i4 is getting. Maybe I should have expected that. In New York City, a late-model BMW competes with Infiniti to be the default choice for a youngster who savors crackle tones and stops the faint burnout. One interaction was particularly memorable – early on a Saturday morning, I was waiting at the light, when a man in the third generation of the Series III stopped next to me and shouted “Oh my God! This is my dream car!” And set off, wishing me a blessed day. I wonder if he realized that the i4 M50 is not an M3, it is the electric motor.

Certainly, this car, with its massive kidney grille and $3,600 Frozen Portimao blue paint, isn’t exact. For all its flicker, this is a much more conservative design for an electric car than we’re used to from BMW. The i3 and i8 both did their job. BMW is moving forward.

2022 BMW i4 m50

Chris Perkins

Quick refresh: The i4 is an electric 4 Series, built on the same platform and sharing most everything except the gas tank and engine. The grille is covered, and inside, there’s a different instrument cluster and a newer version of iDrive, both of which share a beautiful curved display panel. The gas-powered Series 3 will get the same screen for 2023, and the regular Series 4 should get the same screen.

There’s a strong argument for why an electric vehicle shouldn’t share a platform with an internal combustion vehicle — the compact nature of electric motors allows automakers to be smart about packaging, creating a car with a spacious interior and small footprint. See Hyundai Ioniq 5/Kia EV6, Lucid Air, and everything from Tesla for a good example of this. Hell, even BMW’s iX crossover is a good example of electric vehicle packaging. However, using common grounds can be smart. It’s cheaper to develop one car with two engines than two complete cars, and it’s easy to explain to potential customers that the i4 is just a 4 Series Gran Coupe, but electric. BMW experimented with custom styling with the i3 and i8. This is something different.

The platform that BMW uses in everything from the 2 Series Coupe to the X7 has been designed with electricity in mind, and in the i4, the 83.9 kWh battery pack is neatly integrated into the floor. As a result, the current 4 Series Gran Coupe in gas and electric forms is quite long. The lower black livery hides some of that height, and you don’t really notice it in isolation. Only when you park the i4 next to the third generation of the previous series does it look huge.

When BMW’s previous i cars were completely experimental, the i4 is essentially the classic BMW recipe, only with one or two electric motors totaling 536 horsepower in the M50. Both i3 and i8 previewed the future as it is could is being; i4 is the more traditional present, although that’s not a bad thing. Think of the i4 as, essentially, a 3-series electric hatchback, and you realize how broad its appeal is.

BMW i4 m50

Chris Perkins

This isn’t a full M car, but it’s an M Performance model. here in road trackWe still feel smart about BMW’s decision to put M badges on lower models, although we have to admit that these are compelling offerings, faster than the standard models while offering slightly more everyday usability than M cars. Here, the line between M Performance becomes The M is the thinnest ever. The i4 M50 is faster to 60 percent than the rear-wheel drive M3 Competition. You’ve got the EV Gut-punch acceleration Tesla introduced to the world with the Model S P85D. And riding on these optional 20-inch wheels and staggered Pirelli P-Zero PZ4 tires, the country-road speed is somewhat dizzying. In a way, the i4 M50 has the same sharp, sharp front end as the M3 and despite weighing 1,146 pounds (5,063 pounds total) from the M3 xDrive. The i4 legitimately feels no weight in reasonably spirited driving.

As with the M3, the i4 M50 isn’t just about engaging in driving. Fast, of course, but it’s rather far and away. You need to drive really fast for the i4 to come alive because the car doesn’t have much to say under 80 mph. With the M3, you have at least the engine to play with at low speed, since here you can listen to the “iconic sounds” of BMW cars through the speakers. I’m on record to say that extra audio feedback is a good thing in electric vehicles, but this stuff is incredibly cheesy in Sport mode, taking everything in sci-fi too far.

I have to imagine that the difference between the M3 and the i4 M50 would be obvious on the right track. The new M3 and M4 are track champions, capable of delivering fast courses for drivers of all skill levels all day long. i4 dynamics manager admitted himself R&T That i4 is not designed for this kind of abuse. On the flip side, the i4 is a nicer everyday driver than the M3, with a smoother, near-silent ride, even at speed.

2022 BMW i4 m50

Chris Perkins

2022 BMW i4 m50

Chris Perkins

It is really a pleasure to live with i4. As with all modern BMWs, the build quality is superb, and the hatchback adds plenty of practicality. The interior is also thoughtfully designed, and the new iDrive is sleek and easy to use, although somewhat buggy. Several times, the system froze on me, which required a hard restart. Sure, these are bugs that can be ironed out with future software updates, but that’s a rare occurrence for BMW, which usually sets the standard for infotainment systems. For some reason, the i4 abandons the physical HVAC controls and instead integrates all of these functions into the infotainment system. There are always temperature controls at the bottom of the screen, which is fine, but the heated seats to operate now requires entry to the climate menu. The best is the instrument panel, which offers much easier configurability than previous BMW displays.

I was disappointed with the M50 range. While the base i4 rear-wheel drive on its standard 18-inch wheels exceeds 300 miles, the M50 gets just 270 miles, and that drops to just 227 miles on these optional 20-inch wheels and wider tires. I’m not sure the extra grip is worth the trade-in.

2022 BMW i4 m50

Chris Perkins

At first, I thought the i4 M50 is a bit pricey, even though the $82,820 tested price for this car includes a number of expensive cosmetic options, the aforementioned paint and $3,100 carbon fiber trim. With a base price of $66,895, the i4 M50 is still about $8000 more than the six-cylinder M440i Gran Coupe xDrive, but considering that typical electric supercars bring their gas-powered counterparts and the fact that the i4 M50 is faster, it seems responsible . Additionally, the cheapest M3 starts at over $70,000 and the M3 xDrive at over $78,000. For most people, the i40 M50 is a better road car, provided you are in a position to switch to all-electric.

Let’s say our friend who drives the third string knew this was an electrician. BMW’s i3 and i8 are designed to push the boundaries and show all that the Bavarian brand can do. The i4’s mission is quite different – it heralds a more realistic vision of the future, as BMW offers electric versions of its familiar models. It’s easy to imagine a futuristic version of this car that would simply be called the Series 4.

For both spotters and passing drivers, the i4 is distinctively BMW. It might not satisfy those who think the brand peaked with the E46, but given how popular BMWs are today, it’s a very good thing.

This content is created and maintained by a third party, and is imported into this page to help users provide their email address. You may be able to find more information about this and similar content at piano.io

#Brutally #fast #daily #driver

Leave a Comment

Your email address will not be published.