2026 BMW i4 M60 | British review

The most noticeable change is the output. Gone is the M50 with its 544 hp, replaced by the M60 with 601 hp – an increase of more than ten percent – ​​with the same maximum torque of 586 Nm. Divided between two engines and put on the road via xDrive, this means surprising acceleration. A claimed sprint of 3.7 seconds to 100 km/h actually feels bolder and is two tenths faster than the outgoing M50, which already felt like a real catapult with everything connected.

The 2024 facelift has seen the bulk of major changes – largely related to tidying up the interior and improving the touchscreen – but every i4 in the range now benefits from silicon carbide power converters, delivering greater efficiency and range across the board. While the entry-level rear-wheel drive models can travel up to 6.5 km per kWh and travel 600 km on a full charge, the devastating M60 impressively hangs on to their tail at 5.8 km/kWh for a range of 534 km.

On paper of course: during winter driving with lots of heating and demisting (plus the inevitable exploration of its performance) we scored 4.5 km/kWh and more than 320 km. The 81.1 kWh battery continues to charge at a maximum of 205 kW; that means a 10 to 80 percent charge in 30 minutes, or the ability to add 115 miles of range in ten minutes if the cells have warmed up and you’re lucky with the charging network.

Fully charged though, it’s a great thing to spend time with. Unlike its lower-end eDrive siblings, the M60 gets adaptive damping and variable steering as standard, and together they create a car that seemingly covers all the bases. It’s a sumptuous, quiet commuter limousine that he’ll likely spend most of his time in and that feels like a real cocoon over longer distances. Lower and more aerodynamic than the massive electric SUV market, the sedan’s body whispers easily on highways, mimicking a Bentley or Rolls-Royce in how palpable its lively surge of untapped power is. The knowledge that you can recall everything in an instant, take an exit or overtake, brings a childlike joy. But BMW has tuned the accelerator so well that acceleration only feels binary when you want it to. There’s no accidental jump forward and you can deliver the deep wave of torque with pleasing accuracy.

What really entices you to hit your favorite roads. It turns heavy (of course), although the damping is brilliant and tenacity increases nicely as you progress through the drive modes. Even in the most comfortable surroundings, the M60 never wallows, and now that everything has been revved up, it feels like it’s in careful control of its mass – a mass that metaphorically shrinks a little in the corners as the handling is tight and accurate. And with the necessary effort it is quite fun. You’re going to do a few to get the car moving properly; this is a more studious application of xDrive than a bona fide M car, one that places a little more priority on traction and forward momentum. For those who end up in this car through a tempting lease or company car deal, who may never have experienced even half its peak power before, it’s probably wise to do so.

It’s a shame you can’t cycle through the myriad brake regeneration levels via a pair of paddles (instead delving into the central screen), but a quick tap of the gear selector to ‘B’ activates one-pedal driving and allows you to reduce speed more suddenly on corner entry, shifting the M60’s balance nicely before its obscene propulsion on the next straight. If that sounds too gamified for you, then you won’t appreciate Hans Zimmer’s buzzing ‘Iconic Sounds’ that guide the entire process. You can turn these off, but I found it really fun to leave them on and enjoy the dynamics of the i4. Crucially, its rear-biased balance and general, unflappable composure are rooted in BMW’s core values. Anyone offended by this car’s swagger will be purposefully looking for something to bitch about.

Which doesn’t mean it’s untouchable. Any praise for the way the car slows down in corners must be offset by the fact that the M Sport Brakes are part of the £2,425 M Sport Package Pro. Granted, that edition also brings adaptive LED headlights with smart high beam assist – a thoroughly good addition to any car – but shouldn’t M discs and pads be standard when you’ve got more torque and weight than an F10 M5 to keep under control?

The head-up display, wireless charging and heated steering wheel – which feel like a gadget in a chic, forward-facing EV – are also optional; the first two are hidden in expensive packages. Active cruise control costs an extra £600 and isn’t fitted to our test car, a discovery I only made on the wet and woefully busy M62 after pressing the steering wheel button to activate it – and being greeted with a command to stop, log into the touchscreen and start a subscription. How bad 2026.

However, I do remember reading group tests in magazines as a kid (I had friends…) which the 3 Series regularly won, despite making the stereo optional while rivals did not. So maybe times haven’t changed that much after all. It’s just coming from the position of a pure configurator surfer and not an actual buyer, some of the omissions on the i4’s standard kit list seem a bit stingy. Perhaps even more so because I’ve just returned from a trip around Germany in a BMW 550e (something gloriously under the radar, I hasten to add) with Assisted Driving Plus technology that allowed for truly hands-off motoring. It absorbed more stress than I care to admit and felt like a tantalizing glimpse of a smarter future. As enthusiasts, we intrinsically resist autonomous driving, but when applied carefully, in the right place at the right time, it can feel great. Promise.

Something that a future i4 might benefit from. This G26 generation will continue for a while, probably sold at the same time as the rise of Neue Klasse and the upcoming i3 sedan. If that’s anything like the iX3, which has won awards and admiration like no other modern car except the Renault 5, then we’ve got a lot to look forward to.

In the meantime – annoyances aside – this i4 remains one of the very best EVs money can buy if you still cherish how a car drives. If you put it under the microscope for too long, you might conclude that it’s too heavy to really reward, or that the performance of this M60 car is simply not suitable for everyday use. But overall the i4 remains as successful and satisfying as pure plug-ins for something resembling a reasonable price, not least because you should be able to find discounts easily in a still a turbulent market. Or you can use the PH buying guide to help you get your hands on a used M50, barely any slower, for under £30,000…

Engine: Two synchronous AC electric motors
Transfer: Single-speed, four-wheel drive
Battery: 400 V lithium-ion, 81.1 kWh capacity (net)
Power (hp): 601 (total system, Boost mode)
Torque (lb⋅ft): 586 (total system, Boost mode)
0-100 km/h: 3.7 sec
Top speed: 230 km/h (limited)
Weight: 2,285 kg
Efficiency/range: 3.6 miles/kWh, 334 miles (321 miles on 20 inch alloys)
Max. DC charging: 205 kW; 10-80% charged in 30 minutes
Price: £69,995 (£82,807 as tested, including M Sport Package Pro for £2,425, Technology Pack for £2,100, BMW Individual 20-inch two-tone aerodynamic wheels for £1,825, BMW Individual Tanzanite Blue II paint for £1,725, Comfort Pack for £900, Harman/Kardon Audio for £500, and heated steering wheel for £ 250)