Exciting? Yes, but differently! – BMW i4 M50 driving test – Car engine

We knew it was coming and that it was inevitable, but we still have to get used to the idea that here is an electric car with the M logo that starts instant salivation for many fans. And if there’s a model that requires the M version just by its shape, it’s the new i4, as it’s flat and shoulderful – a real hit right live, especially the Frozen Portimao in blue. Only the lack of exhaust ends and the full radiator grille indicate that a 6 or 8-cylinder internal combustion engine is not working here, so the overall effect is not the same as in the i3 or iX, the shape alone betrays the electric shoot.

Needle-sharp, perfect-resolution displays dominate the interior, but you can also find several classic BMW parts

With the 4.8-meter-long i4, there’s no question that the design would deliberately amaze a person, as the 4-Coupe uses familiar and proven design elements, and I think that smoothness will appeal to customers, after all, not everyone wants a spaceship look electric car.

There can be no complaint about comfort, but the i4 is bunker-like in the back row

The same concept applies to the interior: while the instrument panel and the new-generation central display are futuristic, the overall effect of the shift lever, steering wheel and the whole one is such that anyone who has driven a BMW so far will certainly not be a stranger to the equipment. Not even that there are far fewer physical buttons than, say, 3 or 4. Although quite large with a length of 4.8 meters, it will not win over the candidates with its offer of space, the rear row is more comfortable for the average taller due to the chunky seats, the sloping roof arch and the significantly space-consuming gimbal.

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The size of the cardan shaft is also an exaggeration because there is no cardan shaft. Whether it’s the i4 base model, the 340-rider eDrive40 or the M50, the BMW uses a twin-engine drive, with one electric motor on each axle – the latter housed in a common housing with the control electronics and powertrain. In the case of the top model, this means a 258-horsepower front and a 312-horsepower rear powerplant with a total power of 544 horsepower and 795 Nm, which makes it immediately comparable to the M3 / M4 pair.

Here’s a handy coupe! The capacity after the expansion is nearly 1,300 liters. The 80.7 kWh battery pack is only 110 mm high

Well, in terms of raw power, the novelty goes down on any street BMW, even the M5, the big difference is that the electronic leash starts at 225 km / h. But it is not the 3.9-second 0-100 km / h sprint that is insane, but the fact that the 2.2-ton body starts on the German highway from 160 or even 180 without a contradiction. The point for me, though, was quite different: finally, here’s an electric car that’s not just fast in a straight line! The battery pack, which is only 110 mm high, weighs 500 kg in vain, the center of gravity is astonishingly low, and the battery housing is permanently attached to the aluminum floor covering and the front axle subframe. Add to this the fact that the rear axle gets more weight (51.85%) than the front one, the driver already understands what makes the i4 so stable. Because of the all-wheel drive and tremendous traction, the model isn’t as fun as, say, an M3 (I mean in the sense that its tail doesn’t move), but despite the electric drive and significant weight, the entire car looks alive. In addition to the direct steering and the luxurious air-suspended chassis on the rear axle, the sound experience is also quite interesting: composer Hans Zimmer and musician Renzo Vitale, the creative director of the BMW Group, have created a distinctive sound world. For example, in Sport mode, we get a sound like when an airplane is running on the runway at full engine power! By the way, the control monitors the operation of the driveline every millisecond, so the background is quite different for acceleration, load switching and recharging. As with the iX, single-pedal driving with B-mode is available, which means that the maximum charging power is recharged more intensively in the 80.7 kWh net battery, the 116 in the eDrive40 and 195 kW in the M50. Although the factory range of 590 and 510 kilometers seems optimistic based on the driving test, with the 210 kW fast charging, the current consumption does not take long, from 10 to 80% the car can be charged in 30 minutes.

Of course, customers who have used long-range, muscular diesel so far will find it hard to convince, but the i4’s concept is very rational, and in practice with a range of 400-450 kilometers, it can be a real alternative for most kuncsafts. Nor is it incidental that the eDrive40 (HUF 19.7 million) and the M50 (HUF 24 million) are very good in terms of price / performance not only among electric cars, but also among internal combustion ones.


Source: Autó-Motor by www.automotor.hu.

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