2025 BMW i4

The 2025 refresh (LCI) dropped the US eDrive35, making the RWD eDrive40 the entry and volume trim at 335 hp. The new xDrive40 makes 396 hp and the M50 tops the range at 536 hp; the M60 did not arrive until MY2026.

The volume eDrive40's single rear motor delivers 317 lb-ft from zero rpm. The xDrive40 makes 443 lb-ft and the M50 makes 586 lb-ft with Sport Boost.

BMW quotes 5.5 seconds to 60 mph for the 2025 eDrive40. The xDrive40 does it in 4.9 s and the M50 in 3.7 s.

The EV drivetrain delivers instant, silent and linear thrust, with no turbo lag or engine coarseness. BMW's current-excitation (EESM) motors are smooth across the speed range, and IconicSounds is optional rather than intrusive.

A single-speed direct drive has no shifts to hunt or fumble. Regen is well calibrated, with adaptive recuperation and a B-mode one-pedal setting.

Dual-motor AWD is available on two of the three 2025 trims (the new xDrive40 and the M50), but the volume eDrive40 is RWD only. The system is road-oriented, with no terrain modes.

The lineup is EV-only, with no gas, hybrid or PHEV i4. Three distinct EV configurations (335 hp RWD, 396 hp AWD, 536 hp M50) still cover a wide range of performance and price. Buyers who want gas power must move to the 4 Series Gran Coupe.

This is the EPA combined MPGe for the 2025 volume eDrive40 on its standard 18-inch wheels. The silicon-carbide inverter gains (118 MPGe) did not arrive until MY2026.

This is the EPA city MPGe for the volume eDrive40. That is competitive among EV sedans but trails dedicated-platform rivals such as the Model 3 and Ioniq 6.

This is the EPA highway MPGe for the eDrive40. The slippery liftback body keeps highway efficiency close to the city figure.

This is the EPA range for the volume eDrive40 on 18-inch wheels, from its 83.9 kWh gross (81.1 kWh usable) pack. MY2026 later raised it to 333 miles.

BMW's fifth-generation eDrive uses a 400-volt system that peaks near 200 kW, unchanged through the 2025 refresh. That is mid-pack: ahead of 150 kW cars, but well short of 800-volt rivals.

This is BMW's quoted 10–80% time for the 83.9 kWh pack. Independent charging-curve tests come in just under 30 minutes when the pack is preconditioned.

This is EPA's estimated annual energy cost at 15,000 mi/yr on national-average residential electricity. It assumes home charging; relying on public DC charging costs considerably more.

As a full EV it has no fuel-grade requirement and charges cheaply at home on the 11 kW onboard AC charger. Tesla Supercharger access needs a CCS1-to-NACS adapter, and public DC charging is competent rather than quick, which keeps it out of the top band.

NHTSA has never published a 5-Star Safety Rating for the BMW i4 in any model year; for 2025 the i4 is absent from NHTSA's rated BMW list.

IIHS has rated the 2025 i4 Good in the updated moderate-overlap front test (the toughest rear-passenger test), but it has not been run through the small-overlap or updated side tests and earned no Top Safety Pick award; seat-belt reminders rate Marginal.

Active Driving Assistant is standard on every trim: frontal collision warning with AEB (pedestrian/cyclist), lane departure warning, active blind spot detection, rear cross-traffic alert and rear collision prevention. Full-range adaptive cruise and lane centering, though, sit in the optional Driving Assistant Professional package on eDrive35/eDrive40/xDrive40.

The standard system earns a Good rating in IIHS's pedestrian front crash prevention test, the top result.

Active Blind Spot Detection with steering-wheel vibration, Rear Cross-Traffic Alert and Rear Collision Prevention come standard on every trim through Active Driving Assistant.

Lane departure warning is standard, but active lane centering (Steering & Lane Control Assistant) requires Driving Assistant Professional. Reviewers describe it as smooth when fitted.

Optional Driving Assistant Professional brings full-speed adaptive cruise with Stop & Go and an Extended Traffic Jam Assistant. It is well regarded, but it is not standard on volume trims and the i4 cannot offer the newer Highway Assistant.

The i4 lacks the hardware for BMW Highway Assistant (hands-free up to 85 mph). Hands-free operation is limited to Extended Traffic Jam Assistant on limited-access highways up to about 40 mph, so it is available but narrow.

IIHS rates the volume eDrive35/eDrive40/xDrive40 headlights (without Shadowline) Poor because of excessive low-beam glare. Only the Shadowline-equipped trims and the M50 reach Marginal, and no version rates Good.

The fastback Gran Coupe roofline and thick C-pillars give it a small rear window and large over-the-shoulder blind spots. The rear camera is standard, but the surround-view system needs the optional Parking Assistance package.

IIHS rates the LATCH hardware Good overall, with two full LATCH positions and a tether anchor in the center seat. The compact rear seat and sloping roof still make rear-facing seats and three-across tight.

Every 2025 i4 trim is a five-seat liftback, though the center rear position is tight.

Mid-pack front headroom for a sedan; the low-slung seating keeps it adequate for tall drivers.

Front legroom is slightly below the sedan midpoint, matching the 3/4 Series platform.

The fastback roofline and underfloor battery pinch rear headroom; Consumer Reports calls it tight.

Rear legroom is compact-class and below most sedan rivals; adults fit for short trips only.

The liftback gives a large opening and a trunk bigger than the 3 Series sedan's; no frunk.

Competitive everyday storage (console bin, door pockets, wireless-charging tray) plus the liftback and 40/20/40 split rear seat; no frunk or onboard AC power.

Front sport seats are supportive with good bolstering and lumbar, but the rear seat is upright with poor thigh support.

Firm but well-damped; adaptive suspension absorbs most bumps and stays steady at speed, with occasional sharp hits on rough pavement.

Silent powertrain and good isolation make it one of the quieter compact luxury sedans; some tire noise at highway speeds.

Heated front seats became standard for 2025 and app-based preconditioning is included, but heated wheel, ventilated seats and rear heated seats are paid options.

With the US eDrive35 dropped for the 2025 LCI refresh, the RWD eDrive40 is the entry trim at $57,900 + $1,175 destination; xDrive40 $63,475 and M50 $71,875 delivered. Above the sedan band ceiling ($55k).

The eDrive40 is the volume trim; a typically-optioned car adds the Premium Package plus paint/wheel upgrades, landing near $63k delivered. Above the sedan volume-trim band ($24k–$58k).

The EV drivetrain limits routine service to cabin filters, brake fluid, tire rotations and wear items, and the first 3 yr/36k mi are covered by BMW Ultimate Care. Estimates cluster around $2.6k–$3.7k over five years.

Luxury EVs depreciate steeply, and heavy lease-credit pass-through plus the late-2025 demand slump (large unsold 2025 inventory) further pressure used i4 values versus the gas 4 Series Gran Coupe.

BMW's standard new-vehicle limited warranty is 4 yr / 50,000 mi bumper-to-bumper, mid-band for the segment.

The high-voltage battery is covered for 8 yr / 100,000 mi — the federal EV norm; drivetrain otherwise falls under the 4/50k limited warranty.

3 yr / 36,000 mi BMW Ultimate Care scheduled maintenance, 4-yr unlimited-mile roadside assistance and a ConnectedDrive trial are included; BMW's 2025 EV charging perks were modest versus rivals that bundled larger public-charging credits.

$63,000 volume-trim price minus its estimated resale value after 5 years (36% retained, or about $22,680) leaves about $40,320 in depreciation. Add the projected $3,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $43,520 in total.

Consumer Reports gave the 2025 i4 an above-average reliability prediction based on 2023–2024 owner data and the BMW brand score, and it ranked among CR's top EVs. J.D. Power's 2025 IQS put the BMW brand slightly below the industry average, so the sources don't fully agree.

BMW has sat mid-pack in recent CR brand rankings and J.D. Power VDS: ahead of most European luxury rivals, but well behind Lexus/Toyota and below the industry average in the 2025 IQS.

The G26 generation has had several high-voltage campaigns: battery-module weld seams (2024 i4), mis-assembled cell modules (2022–23), and a drive-motor software recall covering 2022–2025 i4s that can cause loss of drive power. Each population was small or fixed with software, but the pattern centers on the HV system.

BMW's fifth-gen eDrive (electrically excited synchronous motor, Gen5 battery) is used across the i4, iX, i5 and i7 and owners haven't reported widespread motor or battery failures. The HV module and software recalls keep it out of the proven top band.

For 2025 the i4's mid-cycle refresh added a flat-bottom steering wheel, revised trim and iDrive 8.5 on the curved display, alongside Vernasca/Sensatec upholstery and plenty of soft-touch surfaces. Reviewers rate it competitive to strong for the compact luxury class.

The i4 is built in Munich alongside the 4 Series Gran Coupe, and reviewers describe tight, consistent assembly. BMW's slightly below-average 2025 IQS and scattered owner reports of software and trim glitches keep it out of the top tier.

BMW has about 350 US centers, so coverage is good nationwide but thinner in rural areas than mass-market brands. Service satisfaction is mid-pack among premium brands, and EV-certified technicians are standard at BMW centers.

BMW parts and labor are expensive out of warranty, and EV-specific components (HV modules, inverter, drive unit) are dealer-only with little aftermarket support. EVs have fewer routine wear items, which partly offsets this.

The 14.9-inch center screen within the Curved Display is standard on every 2025 i4.

iDrive 8.5 is fast and keeps the rotary controller, and QuickSelect flattens menus, but climate and seat-heat controls moved into the touchscreen.

Wireless Apple CarPlay and Android Auto are standard on all trims.

Cloud-based BMW Maps with EV charging-stop route planning and a natural-language Intelligent Personal Assistant are capable and well reviewed.

Base audio is adequate; the 16-speaker Harman Kardon system in the Premium Package is well liked in the quiet cabin, but there is no top-tier Bowers & Wilkins option.

A crisp 12.3-inch configurable digital cluster is standard as part of the Curved Display.

BMW Remote Software Upgrade delivers whole-vehicle OTA updates, and the 5G eSIM supports them; some features arrive as paid upgrades.

The My BMW app covers remote climate preconditioning, lock/locate, charging control and Digital Key Plus, with Plug & Charge built in.

Wireless charging became standard for 2025 and USB-C ports are fitted front and rear, but there is no household AC outlet or vehicle-to-load.

Push-button start and app-based remote functions are standard; BMW Digital Key phone-as-key is supported on the OS 8.5 platform. Comfort Access and hands-free trunk availability by trim was not confirmed for 2025.

Rear camera and parking sensors are standard; the 360 camera, self-parking and Drive Recorder require the $700 Parking Assistance Package.

A full-color HUD is available on all trims but only via the Premium Package, not standard.

LATCH is easy to use and the liftback swallows a stroller, but the low roofline and 34.2 in rear legroom make loading kids and rear-facing seats awkward.

Standard AEB, blind-spot and lane-keeping help, but there is no NHTSA rating, no IIHS award, and the base headlights rate Poor.

A quiet cabin and decent trunk help, but the cramped, upright rear seat and optional-only rear heated seats limit multi-hour trips with four adults or teens.

Smooth, silent EV traffic manners with adaptive regen and one-pedal B mode, plus available Traffic Jam Assistant, make it a relaxing commuter.

112 MPGe and a $700/yr EPA energy cost make per-mile running very cheap, though tire wear on a heavy EV adds some cost.

A compact footprint, but a wide 41-ft turning circle and the sloping roofline limiting rear view make tight parking harder; 360 camera costs extra.

No US tow rating and a low-slung luxury liftback body; not meaningfully work-capable.

Luxury interior materials and a low-mileage EV drivetrain record; not suited to hard commercial use.

No onboard AC power, hitch, or upfit ecosystem; only basic cargo-area tie-down points.

318 miles of EPA range, ~200 kW charging and a quiet, stable highway ride make it a good tourer, held back by no hands-free highway assist and a cramped rear seat.

The volume eDrive40 is RWD with low ground clearance and no US tow rating; xDrive40 AWD helps on gravel and snow, but it is pavement-oriented.

The liftback and 40/20/40 folding rear seat take bulky items better than a sedan trunk, but there is no hitch and the opening is low and shallow.

Low center of gravity, quick steering and minimal body roll give it BMW-typical composure; it is slightly less agile than a 3 Series because of the added weight.

Quick and precise with well-judged weighting, but like most modern electric racks it offers limited feedback.

Adaptive regen and B-mode one-pedal driving blend well with the friction brakes; no 2025-specific instrumented stopping distance was retrieved, so this is held near the segment's upper-middle.

Seamless single-speed EV delivery with immediate, well-metered tip-in.

Near-silent motor under load; Hans Zimmer IconicSounds are optional and can be switched off.

A wide turning circle for a compact sedan, outside the sedan band.

A low, sporty seating position with good headroom and footrest space, but no power steering-column adjustment and climate controls buried in the touchscreen.

Enthusiast outlets rate it among the most engaging EV sedans, with a rear-drive balance that feels like a classic BMW.

The 2025 LCI eDrive40 includes the curved 14.9"/12.3" display with iDrive 8.5, wireless CarPlay/Android Auto, LED lighting and a full driver-assist suite, but heated seats/steering wheel, Harman Kardon audio and Driving Assistance Professional remain in paid packages — and dropping the eDrive35 lifted the entry price to ~$59k.

The eDrive40 costs several thousand more than a Tesla Model 3 Long Range or Polestar 2 for similar range, while the M50 (536 hp, $71,875) offers strong performance per dollar against Taycan/e-tron GT; heavy 2025 lease incentives soften effective pricing.

Three trims for 2025 — eDrive40 (RWD), the new xDrive40 (AWD) and M50 — span ~$59k–$72k with clear power/drivetrain steps, but the loss of the cheaper eDrive35 narrows the entry point.

The i4 was BMW's best-selling EV in the US in 2025 at 20,114 units — strong for a luxury EV sedan — but volume fell 14.1% year over year with a 40.8% Q4 drop after the federal credit expired.

BMW is a top-tier aspirational premium brand with strong loyalty, and the i4 carries both the core BMW driving reputation and the M halo via the M50.

Through September 2025 BMW passed the $7,500 commercial EV credit through on i4 leases, and after it ended swollen 2025 inventory drove sizable dealer discounts and subsidized financing — substantial buyer savings without the model being distressed.

2025 is the LCI facelift year for the G26 generation launched for 2022 — refreshed styling, lighting, curved display with iDrive 8.5 and a new xDrive40 — though Neue Klasse successors (and BMW's stated plan to replace the i4 with the new i3) signal a redesign within a few years.

The i4 is widely praised for ride/handling balance, refinement and interior quality, earned a Car and Driver 10Best (i4 M50, 2023) and frequently places at or near the top of premium EV sedan comparisons against Model 3 and Polestar 2.