2024 BMW i4 M50 cranks up the figures, not the excitement

• The M50 represents the peak performance variant in the BMW i4 lineup
• Setting aside the acceleration statistics, it doesn’t excel in handling or ride quality compared to other i4 models
• Although the M50 offers a lower driving range than other i4s, it charges rapidly and reliably

BMW’s upcoming Neue Klasse vehicles are slated to debut in 2025, leaving the i3 EV far behind. Currently, the i4 serves as the entry-level electric vehicle in the German automaker’s range, despite the top-tier i4 M50 I recently tested commanding a high price tag of nearly $90,000, making it an unexpected entry-level EV.

In the years following the introduction of the i4 hatchback, the landscape has evolved. The Hyundai Ioniq 6 has proven that a sedan with a similar sleek roofline can be spacious and efficient. The Polestar 2 has shifted focus towards rear-wheel-drive. Most notably, the Tesla Model 3 Performance has undergone a comprehensive overhaul.

Further time spent with the i4 highlighted its status as a strong alternative to those models, with a distinct focus on preserving BMW’s renowned driving dynamics in the electric vehicle sphere. This allowed me to recognize that the lower-tier i4 variants achieve this goal in a more subtle manner compared to the M50.

Despite whether this is the pinnacle of EV performance, my experience with the i4 M50 made me admire its seamless integration of wireless Apple CarPlay, impressive Harman Kardon audio system, streamlined interface carried over from the i5 and i7, and advanced head-up display offering a high degree of customization.

During a brief spring excursion, I piloted the i4 M50 from Portland to an event at Ridge Motorsports Park in Shelton, Washington, and back. Regrettably, I didn’t have the chance to push it on the track. However, navigating through favored backroads and urban errands shed light on the strengths and weaknesses of the i4 from my perspective.

Positive: M50 showcases brisk responses and nimble steering 

The acceleration of the BMW i4 M50 feels vigorous, bordering on supercar territory. This is due to a pair of rear-power-oriented permanent-magnet motors generating 469 hp and 538 lb-ft of torque (or 536 hp and 586 lb-ft in Sport Boost mode). Clocking in officially at 3.7 seconds for the M50 to reach 60 mph, it delivers a significantly faster acceleration experience compared to the rear-wheel-drive i4 eDrive40, achieving 0-60 mph in approximately 5.4 seconds courtesy of its 335 hp and 317 lb-ft motor—largely attributed to the exceptional traction provided by the M50’s tires. Additionally, the M50 boasts rapid and precise steering that harmonizes well with the characteristics of the AWD electric powertrain, though there is a desire for increased feedback through the steering wheel.

Negative: It fails to replicate a 3-Series driving experience

Venturing onto a scenic route, the i4 feels notably hefty, particularly in the M50 configuration. It exudes an aura more befitting of an 8-Series badge rather than a 4-Series one. Officially tipping the scales at 5,018 pounds, the i4 M50 weighs approximately 1,000 pounds more than the current 840i coupe and nearly 1,500 pounds heftier than a base 2024 3-Series. While I briefly explored the immense cornering capability,Within the BMW i4 M50, the adhesive, sleek Pirelli P Zero PZ4 Elect summer performance tires—255/35R20 at the front, 285/30R20 at the back—don’t provide the same reassuring steering feel or road feedback as experienced in the iX electric SUV or the eDrive40 I previously drove on similar routes. Moreover, the Interstate-tarmac ride quality of the M50 leaves much to be desired. Despite the inclusion of air suspension, adaptive M dampers, finely-tuned anti-roll bars, and a front strut tower brace, there seems to be a disconnect in the overall performance. Perhaps it could be attributed to its lack of weight or an issue related to simplicity. 

Positive: BMW i4 showcases consistently rapid charging times

The i4 doesn’t rank among the fastest-charging electric vehicles, nor does it excel in charging at exceptionally high power levels. However, BMW’s EVs have been delivering dependable DC fast-charging capabilities since the introduction of the i3, and the i4 M50 continues this trend. During a road trip break, utilizing a 350-kw EVgo connector with the battery at 4% capacity, the i4 swiftly ramped up to around 205 kw and within just 30 minutes, it hit the 71% mark.

As previously highlighted by Green Car Reports, opting for a 150-kw connector won’t significantly hinder your charging speed. In my experience with the previous i4 eDrive40, connecting to a 150-kw charger at a mere 3% charge allowed me to reach 67% in 30 minutes. To test the performance under less than ideal circumstances, I connected the M50 to a 150-kw charger at 40% charge, resulting in a 22% increase in just 10 minutes.

Negative: M50 falls short on range and efficiency

Equipped with the optional 20-inch wheels, distinctive M wheels, M Sport brakes, and Shadowline trim and lighting, the i4 M50 exudes an impressive aura. However, these wheels come at a premium well above $2,500. The ride quality suffers with this setup, and opting for these wheels over the standard 19-inch variant that comes with the M50 results in a significant decrease in range. The official EPA-estimated range for the M50 drops from 269 miles with the 19-inch wheels to 227 miles with the 20-inch wheels outfitted on the test model. This represents a notable reduction from the 301 miles achievable by the eDrive40 variant with the same 80.7-kwh usable battery capacity.

It’s worth noting that several models within the 2025 BMW i4 lineup receive a mild increase in range and feature a refreshed interior aesthetic. 

Over my 336-mile journey with the i4, it achieved an average of 2.6 miles per kwh, as indicated by its trip computer. This was across a mix of highway driving, with ambient temperatures ranging around 55 degrees and the climate control set between 69-72 degrees on auto mode. While the eDrive40 surpassed expectations in terms of range, the 227-mile estimate for the M50 seemed rather optimistic in practical driving scenarios. I am confident that the Polestar 2 with the Performance package surpasses it in real-world driving conditions, considering its EPA rating of 247 miles.

Advantages: i4 front-seat coziness

The BMW i4 showcases superb front sport seats, featuring movable thigh support and driver’s width adjustment. Although the central console may seem a bit confining compared to expansive setups like the Hyundai Ioniq 6 and Tesla Model 3, I quickly adapted to it, and those seats left me invigorated after extended drives on the freeway.

Disadvantages: Backseat situation

The 3-Series has always had limitations in terms of backseat room, and the i4 continues that trend, even exacerbating it. The i4 features narrow door openings and a low rear roofline, especially around the door entries, making access challenging. With the front seat set for a 6-foot individual, there was minimal leg space in the back, with taller folks likely bumping their heads against the plush headliner. BMW is now classifying the i4 as a Gran Coupe in 2024, a designation absent in 2023, possibly to convey that sacrificing space is the price for a trendier roofline. The cargo capacity with the rear seats up is mere 10.0 cubic feet, expanding to over 45.6 cubic feet when folded. Opt for the latter; it’s a hatchback—and embodies coupe elements.

2024 BMW i4 M50
Starting price: $70,695
Tested price: $87,845 (M Sport Package Pro, HP tire package, various other trim and tech options)
Propulsion: Twin permanent-magnet motors, 469 hp and 538 lb-ft combined, 536 hp and 586 lb-ft in boost mode; all-wheel drive
EPA efficiency: 227 miles of electric range, 2.4 mi/kwh combined
Highlights: Dynamic powertrain, agile steering, reliable charging times, comfortable front seats.
Pitfalls: Restricted backseat area, cumbersome handling, subpar M50 range and efficiency.