BMW i4 eDrive35.
The surest way of turning off an enthusiast is to tell him or her that the car they’re eyeing has less power and is slower than the model it replaces. Most will not want to hear anything more after that statement.
But there’s a way to get a keen driver to open his mind again, and that is to mention the car’s balanced performance and linear power delivery. These are arguably more important than outright horsepower and torque, because they make a car more controllable and predictable.
This is exactly what has happened with the entry-level i4. The eDrive40 variant has been replaced with the eDrive35, and the car is all the better for it.
The fifth-generation eDrive unit ‘only’ makes 282bhp in the i4 eDrive35, but the car is about as quick as the i4 eDrive40 anyway.
WHEN LESS CAN BE MORE
The i4 eDrive40 produces 335hp and 430Nm of torque and at full tilt, can send the fastback from a standstill to 100km/h in 5.7 seconds. That’s hot hatch performance from something weighing 2.1 tonnes.
Meanwhile, the i4 eDrive35, with its 282hp and 400Nm of torque, does the same in six seconds. You can argue that it’s a slower car because it is, but that’s just on paper. In real life, it’s hard to feel the 0.3 of a second difference.
It’s hard to tell the difference in torque as well. Having 30Nm less is hardly a big loss when you there’s still 400Nm instantly available. In fact, the immediacy of the electric powertrain is precisely why it’s hard to complain about a lack of response.
That said, having 53 fewer German ponies seems like a big sacrifice. However, this is only true if you’ve driven the i4 eDrive40 previously, since it would be your point of reference.
Sport mode makes the car feel more responsive, but not overly sensitive.
But again, the instant performance from the electric motor makes up for this. Besides, the lower output lets you do silly things like suddenly stomping on the accelerator pedal without having your head also suddenly snapping backwards.
Less power also means you can push the electric motor harder before getting into trouble with the law. It’s the same as having a naturally aspirated engine that you can redline before hitting seriously illegal speeds.
There’s no getting around the lower battery capacity, though. While the i4 eDrive40 has a net battery capacity of 80.7kWh, the one in the eDrive35 is rated at 67kWh. So, instead of a 590km driving range, the i4 eDrive35 only offers 483km.
Instrument panel design still polarises opinions, but the cockpit’s mood lighting adds drama to the interior.
THAT FLUIDITY, THOUGH
It’s easy to debate figures because of their exact nature, but if you love to drive, there’s no arguing the fact that the i4’s strength lies in its ability to seamlessly flow through all types of corners.
Whatever BMW engineers did, they did it right. The i4 eDrive35 revels in all types of bends. From 90-degree types to faster sweepers, the car enjoys them all.
It even loves the slip road from Changi Airport leading to PIE, which starts out as a left-hander before curving right. At higher (but not insane) speeds, the need to make a quick directional change can upset some cars, but not the i4, which happily slices through without any fuss.
Agility aside, there’s a liveliness to the i4 eDrive35 that’s absent in the range-topping i4 M50 model. The M division’s first electric model is powerful and quick, but its heavy batteries and all-wheel drive, while aiding with traction, make it feel too rooted to the tarmac. The inertia (while easily overcome) is also greater.
Well-judged ride-handling balance means this i4 would be great on road trips.
The i40 eDrive35, on the other hand, is light on its feet. Drive it dynamically and you’ll even swear the car’s cheekiness, which is otherwise well-hidden, wishes to emerge.
The ride quality is another plus point, for the damping remains pliant even in the sportiest setting. Again, this makes it well-suited to city driving and less-than-perfect surfaces.
There are pain points, though. First, the car does not have a 360-degree camera, which would help ensure that you’ve parked properly.
Second, BMW’s OS 8 could use some simplifying. Third, the i4 could really use rear-wheel steering, for despite being rear-wheel drive, the turning circle is a surprisingly wide 12.5 metres – with 17-inch wheels. It’s probably slightly worse since the test unit is fitted with 19-inch wheels.
A FINER BALANCE
The i4 eDrive35, despite having a smaller battery capacity and less range, remains a compelling buy, for not much else about the car has changed. It’s also relatively well-equipped, offers a good trade-off between comfort and handling, and thanks to its fastback body style, is useful and practical.
Plus, if you don’t need the lightning-quick performance of the i4 M50, you’ll be forking out a lot less. At time of writing, the i4 eDrive35 costs $333,888, or $116k less than said M model.
But what will really convince drivers is the car’s fluidity and the fact that it’s an even sweeter drive. For most enthusiasts, more power is great, but a car that’s more linear, controllable and predictable – now that’s what we really want.
This story was first published on Sgcarmart.
BMW i4 eDrive35 (A)
MOTOR Current-excited synchronous
MAX POWER 282hp at 6000rpm
MAX TORQUE 430Nm at 0-4500rpm
BATTERY CAPACITY 67kWh net
POWER TO WEIGHT 141.7hp per tonne
GEARBOX Single-speed automatic
0-100KM/H 6 seconds
TOP SPEED 190km/h
CONSUMPTION 5.2km/kWh (combined)
MAX RANGE 483km
PRICE INCL. COE $333,888 (after $25k VES rebate)
AGENTS Eurokars Auto, Performance Motors Limited
