Test – Survive an electric roadtrip of 1.700 km in BMW i4

The large double digital slab (two juxtaposed screens) was inaugurated on the i4 before being extended to the restyled series 3. Driving position, comfort, general approval. The i4 retains all the qualities of a classic BMW 4 Series !

BMW i4

Offered under the $ 55,000 mark, the i4 Gran Coupé is the first fully electric sedan of the German manufacturer. We recognize it by its grille to calibrate reminiscent of the M3 and M4. Thanks to its uniform capacity of 81.5 kWh, it can travel up to 475 kilometers with a load. A version betting on performance, bearing the name “M50 XDRIVE”, also appears in the catalog. It offers a power totaling 536 horsepower with the Sport Boost mode.

BMW i4

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          Test – Survive an electric roadtrip of 1.700 km in BMW i4

          

          The debate will never stop. Rolling in an electric daily, as we would with any petrol or diesel, is both very concrete and perfectly realistic for some. Absolutely utopian for others. It all depends on what this daily life is done. For a big roller, it therefore looks like the ultimate challenge. In practice, cross France in BMW i4, is this a good idea ? Paris, Provence, Diagonale du Vacuum. And hope everything is going as planned.

          Our electric getaway had something strangely prophetic. The blocking of refineries which led to fifteen black in the French service stations had not yet started, and the prices of the fuel at the pump started a appreciable slope descendant. In parallel, the price per kWh on charging stations climbed a notch. Everything was aligned to finally realize that the all-electric, applied to long journeys (therefore by playing mouton jump between each ultra-fast terminal), does not present anything miraculous financially speaking. Nor even ecologically, another debate.

          Never mind, experience is worth it. It would therefore be possible to ride electric as with any thermal car. Without constraint, with real freedom of improvisation ? Like a real car, really ? These questions make Tesla’s drivers smile, for a long time. Gotted children from KW bottled at Superchargers take advantage of the master of Sieur Elon: develop the charging ecosystem at the same time as cars. Here is the key, it was so obvious. As much as the pitfall skillfully hidden by Tesla marketing and high -dose electrification cantors: electricity production is not magic. Again, another debate.

          Anyway, it’s too late. We have already hit the road and attacked the kWh of our BMW i4. Departing from the manufacturer’s press park located in the Yvelines, we set sail south in the direction of Luberon. After a first stop at the Piedmont du Ventoux, we will take your way towards the Massif Central by avoiding the main axes, then cross the Auvergne in the direction of the Loire Valley and then rally the Ile-de-France. More than 1.700 km in 3 days, only relying on the route planner integrated into the car GPS.

          It was necessary to opt for the appropriate tool for the mission. Everything is played at least as much in terms of the accepted charging power as the battery capacity. Choosing a Peugeot E-208 or a Renault Zoé for the exercise would therefore be perfectly inept (or dishonest). Among the candidates, we had therefore retained the Korean binoculars Kia Ev6 and Hyundai Ioniq 5, provided with a 72.5 kWh (nets) and especially champions of the load (350 kW), as well as the Nissan Ariya freshly arrived ( 87 kWh nets, but limited in charge of 130 kW). Only crossovers ! Better to make a low profile, for an obvious question of aerodynamic efficiency. It will therefore be a sedan. Finally, a coupe – 4 doors, as they say.

          

          On the highway, you can easily provide 300 km on a load, even at a good pace. Anyway, the break every 2 hours is necessary it seems. 15 min in fast load DC, at an average of 160 kW, allow to regain around 200 km of autonomy.

          Good to know: anticipate purchase and resale.

          It is possible to know the resale or recovery value of your vehicle thanks to the Turbo rating of your BMW i4, the alternative to the Argus coast.

          The i4 of our test, in its intermediate version Edrive40, presents what to approach this large loop relatively calmly. A large (therefore heavy) 81 kWh battery, a DC recharging power of 205 kW and moderate consumption, in theory (16.1 kWh / 100 km, or 589 km of autonomy in mixed WLTP), that makes the i4 an electric traveler sullen, on paper. Not as much as a diesel on a BMW 4 420D series, obviously unbeatable when it comes to swallowing the kilometers without refueling.

          This version presents an interesting compromise: more modest than the very muscular M50 of 544 hp (more greedy in KWH), we still enjoy a comfortable level of performance. 340 hp, and 430 nm maximum torque. The same power as its M440i petrol twin, the 6 cylinders less. A kind of battery GT. Not given elsewhere, at 61.500 € minimum.

          Step 1: Paris – Ventoux, Record chrono

          We would never have imagined bringing down the first part of the route so quickly. A fortiori electric ! Barely 7 am to swallow the A6 motorway, dodge the infernal A7 sector south of Lyon and its inexplicable saturations, and reach the Provence giant. During the week, out of season, everything flows much more easily on the billiards of the Rhône valley. It was not won in advance, chaining the kilometers of fast track at good pace being the worst case for an electric motor. Taking advantage of fluid traffic, so we were able to keep a relatively high average look. Good surprise: consumption remained confined around the 19.5 kWh / 100 km, a rather contained value, favored by the neat aerodynamics of the i4 to 0.24 CX (but not as much as a Mercedes EQE at 0, 20 or a Tesla Model 3 to 0.23), as well as powerful recovery in deceleration (116 kW). This makes it possible to envisage a real autonomy of approximately 400 km in varied course, without effort of eco-driving.

          

          The large double digital slab (two juxtaposed screens) was inaugurated on the i4 before being extended to the restyled series 3. Driving position, comfort, general approval. The i4 retains all the qualities of a classic BMW 4 Series !

          About 300 km later, first stop. The gauge then indicates 20 % remaining battery, and the GPS planner invites us to load 17 minutes, to go back to just over 80 %. On this first load, the power rose in peak at 186 kW. No need to drag on to find a comfortable autonomy, sufficient to reach the second planned stop. Ionity or Total EV (main) fast chargers are now easily found in 175 kW, at least on major highway axes. Not everything can be limited to the Tesla network. 350 kW terminals exist, however much rarer, and few cars accept such a load power.

          The next break, around Montélimar, is the last of our first step. Again, we go back above 80 %, after having sipped about 55 kWh. Bédoin, a few kilometers from Carpentras, will be our stop for this first night. No CCS fast charger on the village square but a 22 kW terminal, similar to those installed by most of the general councils in France and Navarre. The i4 only wins 11 kW by alternating current, more than enough to leave the next morning at 100 % (around 8 hours of charge).

          All this seems strangely easy so far. It must be said that the BMW Charging card, supplied automatically for all electric BMWs or PHEVs, removes a large thorn of the foot: no need to have a card by operator, to multiply applications or subscriptions. Same thing with the loadmap counterpart, for example.

          Step 2: Avignon – Chambord, the nervous test

          A hook by the city of the Popes, then let’s leave the Vaucluse to north north. After a brief passage through the Cévennes and a few portions where the i4 get out of it perfectly (sympathetic propulsion despite 2.125 kg), we find the monotonous asphalt ribbon which will take us to Saint-Etienne 240 km further, first fast load stop of the day. The getaway on the roads of the Gard having not excessively started the battery, we have enough to see coming: the autonomy in the mixed cycle, without restraint, borders on 450 km. The GPS thus estimates a “Sainté” stop of 20 minutes, just to go up to 80 % before attacking the crossing of Auvergne.

          

          The appetite of the i4 remains rather moderate: in mixed course with a majority of fast track, we maintain ourselves under 20 kWh / 100 km. A very good score given the level of performance.

          This time, no ionity or total EV but an allego terminal (Dutch operator less known here), by shopping center. The CCS load here is supposed to deliver 160 kW. In reality, she did not exceed 120 kW. It’s already good and at least the charging stations do not know the shortage. Not yet in any case. But the breakdown, the blocking bug, is another matter. When stopping the load, horror ! Error message on the device screen, it is impossible to disconnect the cable: three, four unsuccessful attempts. Then come the Red Emergency Stop button, then unlocking from the car (via the central screen, therefore no mechanical connection: a trove beast would be infinitely simpler). Always not ?

          Not yet. Blocked, stuck, the big thick plastic sheet remains as surely locked as the operator of the assistance center is hermetic to understanding the problem. Panic succeeds anger, then jealousy towards these gasoline cars that parade outside the parking lot . A series 3 series slows down, curious and admiring of our electrified 4 series. What a look ! When we stop, we have time to admire it. This Tesla Model 3 driver, which disconnects without incident, inquires about our mishap. It’s nice, compassion, but it does not unlock the terminals. And then. unexplained miracle. The 53rd blow assembled with the large Red Stop button (or 68th, the memories are vague), perhaps more violent than the others, may have borne fruit. Finally, nothing certain. After 1h30 lost, without explanation, finally free ! Let’s take the road, between relief, exasperation and disillusioned annoyance. Electric is great: we go through many different psychological states. A little later, we will talk about the price of kWh on the terminals. Each bad thing in its time.

          At least we are busy to reach the following point without risk. An ultra-modern area of ​​the A71 motorway, between Clermont-Ferrand and Bourges. 170 km after our misadventure, the 6 CCS terminals of 175 kW Total EV hold our arms ! A known brand, in the reassuring framework of the motorway network. Everything should be fine (like the day before). 15 min will be enough to take us to Sologne, the term of our second day.

          Test – BMW i4 Edrive40: Consumption, autonomy and performance measured by our Superret

          

          The BMW i4 is one of the most important electricity in recent months. And for good reason: the sedan, sorry, the five -door coupé, comes to tu the Tesla Model 3, a reference of the segment and a real commercial compressor roller. Because with 584 km of WLTP autonomy in the most favorable versions, the i4 approaches the 602 km claimed by the Tesla Model 3.

          It is the EDRIVE40 version which allows itself such a performance, in its basic configuration which allowed it until recently (in any case at the time of our test) to benefit from the ecological bonus of € 2,000. But this is no longer the case, since the arrival of the BMW i4 EDRIVE35 which has drawn attention to its sale price equivalent to that of the 3 propulsion, while BMW had that of the Edrive40 to 61 increase 500 €. We will speak again. In the meantime, we put the contact.

          Presentation of the BMW i4 Edrive40

          The technique

          After the famous city car which allowed BMW to write its first chapters in terms of clean mobility, a new generation of electrics arrives in the range. Among these is the BMW i4 making the link between two generations of BMW i3 totally different. Because it is nothing more than the emission version of the 4 Grand Coupé series, itself during the profile of the 3 series which will be available in an electric version shortly. On the ramage side, it therefore takes up the Clar platform that appeared in 2015, above all imagined to support thermal traction chains, but also adapted to electrical configurations. And more specifically to the Edrive Gen5 system, which can better amount to the different architectures.

          

          There is a 400 V battery in the center with a capacity of 83.9 kWh, including 80.7 kWh useful. Lithium-ion battery uses prismatic cells and is only 11 cm high to be able to adapt to the thermal platform. BMW also specifies that the center of gravity is lowered 5.3 cm from a classic 3 series thanks to the position of the battery, which contributes to the rigidity of the structure. In terms of autonomy, the BMW I Edrive40 can aim for 584 km. In its configuration (BMW provided us with the complete summary), this trial model claims 578 km due to its 19 -inch aero style rims, roads of Hankook Ventus S1 EVO3 tires.

          

          The on -board charger can accept up to 11 kW of power to recharge the battery by alternating current. On quick charging stations, power can climb up to 205 kW. The Munich firm announces a time from 8:15 a.m. for a full full up to 100 % in the first case, when you have to expect 31 minutes to go from 10 to 80 % load on quick terminals.

          This Edrive40 version is equipped with a single 340 hp (250 kW) rear engine for 430 Nm of torque. With a weight of 2,135 kg to push, it authorizes a 0-100 km/h in 5.7 s, while the top speed is limited electronically to 190 km/h. Recall that this is an electric machine synchronous with a bobine rotor (as on a Renault Zoé), which has the advantage of doing without rare land.

          All our consumption measures of the BMW i4 Edrive40

          Mixed autonomy: 478 km

          This is a record for autonomy (for the moment), but no consumption. Well helped by its big battery, the i4 flies the show at the Tesla Model Y Performance which was attributed until then the best place in our section. In terms of efficiency, this results in an average of 16.9 kWh/100 km on our 100 km reference loop, traveled under a temperature of 18 ° C. A rather correct result, which we will not be long in competition with the model 3 high autonomy, its natural rival and recognized reference in terms of efficiency.

          But it is not so much its aerodynamic performance (the two sedans display a CX of 0.23) as its weight that climb its energy performance. Because, if we have no doubts that the i4 knows how to be efficient, as it showed on the secondary secondary network (15.6 kWh/100 km), it cannot fight against physics in certain situations. And it is in particular in town where the multiple starts weigh heavy on the balance sheet: it presented an average of 17.2 kWh/100 km, when it climbed to “only” 17.9 kWh/100 km on a fast track. It is far too absolutely, even if it materializes in the end by an urban autonomy of 469 km on land where autonomy is very important.

          Mixed autonomy – 18 ° C EXT.

          Road	Expressway	City	Total
          Consumption. Average A/R (kWh/100 km)	15.6	17.9	17.2	16.9
          Total theoretical autonomy (km)	517	451	469	478

          The big gap: from 352 to 621 km of autonomy

          Proof of its ability to be efficient, the BMW i4 was able to descend to 13.0 kWh/100 km all round on our favorable course, with our modest skills in terms of ecoconduite, by cheerfully benefiting from adaptive regenerative braking grazing the mode free wheel when the track is cleared. She thus closely tu the consumption of a few electric compacts, authorizing it then an impressive theoretical autonomy of 621 km. We insist on theory. Launched all over the highway (120 km/h on average), the i4 has climbed to a consumption of 22.9 kWh/100 km, or 352 km of autonomy. This is what we must generally expect between two charging stations during a motorway course for example. In the end, there is a 76 % difference between the two readings, which is rather correct.

          Instant consumption of the BMW i4 Edrive40

          This is enough to give an overview of the German consumption on the highway, at fixed speeds. And this is particularly the case at 130 km/h, where it admitted an average of 23.8 kWh/100 km (339 km of autonomy) on our reference round trip. On the other hand, it does much better at 110 km/h where it passes the finish line with an average of only 17.4 kWh/100 km (464 km). With a difference of 125 km of total theoretical autonomy between these two measures, it is only profitable for the BMW i4 to drive at 110 km/h. Times change in Munich.

          Instant consumption – 18 ° C Ext.

          110 km/h	130 km/h
          Consumption. average (kWh/100 km)	17.4	23.8
          Total theoretical autonomy (km)	464	339

          Long distance on highway: 386 km

          Consequently, the BMW i4 presented a rather honorable score after 500 km of highway between the periphery of Lyon and Paris, always riding speed limitations. And it is all the more honorable since the temperature has dropped drastically at 6 ° C in the Morvan during this test carried out during the cold period of September. Taking advantage of low -speed developments around Lyon (like all other cars spent at the Superret), the five -door coupe posted an average of 20.9 kWh/100 km. This is as much as with the Peugeot E-208 on the same journey and with the same weather conditions.

          This therefore corresponds to a total autonomy of 386 km. During a trip, it will then be necessary to count on 347 km before thinking of recharging (10 % remaining load), or 270 km by leaving a charging station with 80 % in the battery. As usual, this is an average, which is between the extremes that we were able to observe, with 16.8 kWh/100 km on the Lyon bypass and a peak at 22.9 kWh/100 km in the Morvan.

          BMW I4 EDRIVE40 performance

          This version of the BMW i4 has a single engine on the rear train with a power of 340 hp (for a total ratio of 6.28 kg/hp). According to our GPS measurement case, it prides itself on a 0-100 km/h in 5.61 s and a 400 m D.HAS. in 13.93 s at 80 % load. In terms of recovery, it only requires 3.40 s to go from 80 to 120 km/h once launched, or 3.62 s in kick-down (-0.38 s in sport mode according to the same method). Note that performance is similar up to 20 % battery. At 10 % (below the autonomy alert which occurs at 15 %), the chrono lengthens a little with a value of 4.12 s. It’s always correct, but note that the sport mode is not more swift.

          Covers

          80 % SOC	50 % SOC	20 % SOC	10 % SOC
          Takes 80-120 km/h (in S)	3.62	3.74	3.76	4.12

          On the wet, the 0 to 100 km/h was timed in 8.09 s. The fault here with the motor skills of its Hankook tires, which are inconsistent in their reactions. This is also the case of electronic crutches, which generally watch over the grain, but not always: on the soaked roads, they can sometimes be exceeded by the rear wheels skating, which does not reassure behind the steering wheel. We had to contravene regularly during our dynamic tests.

          

          On dry roads, the behavior is imperial and the i4 knows how to follow its course. By increasing the tone a little, you will always notice your propulsion temperament as well as the usual road touch of the BMW. But the character wraps a little, with a slightly more muzzled behavior, but above all a chassis barely more behind than the thermal of the range. Management lacks feeling, but it is still voluntary and guides a front axle then more incisive than with the M50 version with two electric motors. In short: it’s a heavy bmw. In other words: she knows how to be dynamic and agile, but physics will bridle the drivers who will ask her to be the BMW that they have known before.

          Comfort of the BMW i4 Edrive 40

          The i4 will certainly not be the primary choice of bimmers, Those who strike the door of BMW concessions for their models propulsions to the assertive character. For the others, who are in particular among the (very) many customers to choose an XDRIVE transmission, the i4 will meet their expectations: despite its plumage, it is to a senator train that the i4 wants to be conducted , with driving comfort at the height. Because even if this test model was not equipped with the piloted damping, the suspension shows a good compromise: rigorous on its supports, it allows itself a little movements to better feel the chassis, but also to preserve the Comfort on board with appreciable filtering. In any event, it is much less brittle than a Tesla Model 3. And undoubtedly much less noisy (conditional of rigor in the absence of Model 3 Superret), if we refer to our measurements on board the Y.

          Sound level

          at 50 km/h	at 80 km/h	at 110 km/h	at 130 km/h
          Noise level on board (in dB)	63	69	72	75

          In place behind the steering wheel, the finish and the quality of the materials do not suffer from any criticism. Admittedly, the central panel with the Idrive wheel is not very futuristic, but it participates in the overall ergonomics to control the infotainment system. The latter can also be ordered from the tactile slab, integrated into BMW CURVED DISPLAY, Difficult to understand at first: the menus are scattered and for example it is necessary to search for some time to access consumption data. But the display quality is pleasant, just like little attentions in terms of animation or with the 360 ​​° camera. It is with these kinds of little things that we can really proclaim ourselves premium. Despite everything, we can always pest against the rim of the flywheel too thick (a BMW habit), touches on the unskilled steering wheel, or the absence of electric seats in series. To benefit from these, it will be necessary to put on the table € 1,250 more !

          

          Side habitability, the BMW i4 borders its passengers. This is above all the case at the back where you have to bend the spine to settle. On the bench, the knee space is correct, but the roof guard a bit limited. But it is above all the large transmission tunnel, vestige of the thermal base, which limits habitability, or even makes the central place unusable. This design also sacrifices space under the always functional hood (unlike IX), therefore requiring to isolate the components and the front engine in the M50 version. On the other hand, this does not explain why the gaping hole in the engine bay does not receive a box to offer additional storage space. Instead, there is an imposing plastic panel.

          

          Model 3 advantage on this point, which does not compete in the back, however, since the BMW i4 benefits from a more practical tailgate, which opens on a large trunk of 470 l (1,290 l with the flat bench). But only the background is fully exploitable: our scooter placed at hand no longer allows the trunk closing due to the fleeing pavilion and interior plastic dressings. So there are no other choices than to install it with bias.

          BMW I4 EDRIVE40 Superret: the balance sheet

          Difficult to take stock of the BMW i4 without mentioning a comparison with the Tesla Model 3, its all natural competitor. But the Bavaroise takes a very different path here with a more premium definition. Her thing is not to aim for first place in terms of sales, but to represent a window of what the BMW future will be, starting to convert the usual customers. What she succeeds rather well with an almost saved road touch and an electrical partition that does not make any criticism: the different levels of consumption that we have noted are convincing, and the autonomies which result from it rather generous. It can meet all needs, especially those of drivers who favor the highway. For this it adds the promise of rapid recharges which should perfect its versatility. But we talk about it in detail next week.

          In the meantime, if the BMW i4 is particularly interesting, it makes its services pay dearly. This model (now intermediate) starts at a price of € 61,500, with correct equipment, but rather summary in the face of the possibilities offered by the options catalog: this test copy embarked for € 6,880 of additional equipment, including 2 € 700 of rims !

          The superestus, what is ?

          In love with figures and allergies with official technical sheets, the Supertest, a new self-propelled automobile test format, is made for you, bringing together data collected during a test in real conditions and according to a transparent and precise protocol. We will add them on Wednesday following the publication of the second part devoted to the BMW i4 Edrive40 to our summary article making it possible to confront the values ​​noted of the models tried, which will make the full value of the section.

          If you want to go further, do not hesitate to consult our tests and exchange with the community on our discussion forum.

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