• Andrew Lambrecht compared the BMW i4 to the Tesla Model 3 with its driving experience and features.
• The i4 offers a refined interior, but he said it lacks some intuitive tech compared to Tesla.
• Despite its higher price, the i4 will appeal to those seeking a unique driving experience.

Several years ago, the Tesla Model 3 was the de facto choice in the electric car market, offering performance, range, and technology at a reasonable price. Last summer, I bought my second used Tesla Model 3. It's still a great car, but the Model 3 now faces some actual competition.

One of these entrants is the BMW i4, an all-electric take on the Bavarian automaker's 4 Series sedan. It offers good range, solid performance, and a somewhat competitive price point. The German EV costs more than other electric sedans, but BMW is not known for being the affordable option.

I wanted to see just how good the i4 is and what it offers over other electric sedans, so I rented one on Turo.

The BMW i4: The trims and specs

The BMW i4 has four different powertrain options: the eDrive35, eDrive40, xDrive40, and the 536 horsepower M50. My review model was an eDrive35, which most recently started at $53,975.

The base spec i4 can achieve a zero-to-sixty time of 5.8 seconds and offers a peak charging rate of 180 kilowatts. These numbers are not groundbreaking, though they align with the discontinued Model 3 Standard Range.

Standard features for the 2025 version include wireless phone charging, an opening sunroof, BMW digital key access, heated front seats, a power tailgate, wireless Apple CarPlay, and a light array of safety features, including a blind spot monitor.

The Harman Kardon premium sound system, adaptive cruise control, lane centering, heated steering wheel, parking assistance package, and ventilated seats are not standard but cost extra. Add those on, and the price will increase to $60,000.

For comparison, the 2024 Tesla Model 3 starts at $44,130 and qualifies for the $7,500 tax credit, effectively making it $36,630 for most buyers.

First impressions of BMW's EV

Turo lent me seven booking days to test the BMW i4. This i4 would've cost around $83 a day to rent if I paid.

Despite featuring frameless windows, the doors deliver a solid "thunk" when closing. The front seats are well-bolstered and have adjustable thigh support, dramatically increasing comfort on long road trips. The cabin is frankly a nice place to be.

Put your foot on the brake and press the start/stop button, and the dual curved displays will come to life with an electronic sound. The i4 features a 12.3-inch driver's display and a 14.3-inch center touchscreen, placed together as one panel. The center screen is crisp and responsive, though it requires a bit of a learning curve.

It's not the most intuitive system, as the climate control system is difficult to adjust, and the map's electric route planner is abysmal. If you're going on a road trip, BMW's system is complicated and outdated. Tesla and Polestar's route planners are far more usable and intuitive.

One area where the i4 truly shines is in the auditory department. While the base sound system won't impress anyone, Hans Zimmer's acceleration soundscapes will. The base i4 offers two futuristic sounds that change based on throttle input and speed.

BMW: The ultimate driving machine?

The i4's best feature is its driving experience. Unlike the Tesla, which uses electrically assisted steering, the BMW uses good old-fashioned power steering. The Tesla feels more sensitive to inputs, almost too much so, but the i4 has good responsiveness without being too sensitive.

The BMW is also an incredibly playful EV to drive. You don't get this in the Tesla or even the Polestar. When traction control is disabled, the rear wheels can easily lose grip. Especially on wet roads, the i4 is truly a blast to drive. Despite my rental i4 being the slowest variant, it still felt quick.

One of the most remarkable features is the car's performance display screen, which shows real-time horsepower, torque, and temperature information.

The i4's quietness on the road further entrenches you in the realm of prestige. On rougher roads, I did notice some rattles around the headliner and sunroof.

Range and charging

BMW's 256-mile EPA range estimate is accurate in real-world driving. Some EVs, like older Teslas, get much less range in real-world driving.

Charging the i4 is not a bad experience, but I've tested better cars. On an 11kW unit, the i4 can add up to 31 miles of range per hour.

The one issue I had was with DC fast charging. I used Google Maps on CarPlay to route me to a fast charger for my testing. I forgot to enter the options menu and manually precondition the battery before arriving, which meant more time waiting for charging.

I recorded 34 minutes to charge from 20 to 80%. This is not particularly fast. BMW says 10 to 80% should take 31 minutes in ideal conditions. This aligns with the Polestar 2 and Tesla Model 3 but is far behind the Hyundai Ioniq 6, which can manage just 18 minutes from 10 to 80%.

The gripes of the i4

The BMW i4 is not cheap, but some parts don't express luxury like others. Tesla, Rivian, Lucid, Polestar, Volvo, and Ford have front trunks in their electric cars. With such a large hood, there should be a large front storage space in the i4. Open the hood, and you'll be disappointed to find a gaping hole.

Moreso, since the i4 uses the same platform as the gas-powered one, there's a massive transmission hump, taking up valuable legroom for backseat passengers. This makes the back seats feel very cramped.

To buy an i4 or not to buy an i4

The BMW i4 is not for everyone. It costs more than other electric sedans but offers one of the best driving experiences among similarly-sized EVs. The price premium goes somewhere.

The i4 looks elegant and understated and is also fun to drive but manageable. The eDrive35 won't transport you to another dimension like the Model 3 Performance does, but it'll conjure a smile.

For most buyers, including myself, I'd say buy a Model 3. Its price-to-features ratio is simply unrivaled. For those who want something that looks, drives, and feels different from most EVs, the BMW i4 might be your best choice.

• Andrew Lambrecht rented a 2023 Polestar 2 to compare it to his 2021 Tesla Model 3.
• He discovered the Polestar 2 has a premium feel but lacks efficiency and tech compared to Tesla.
• If he were in the market for a new EV, he would choose the Tesla Model 3 Long Range RWD.

Last summer, I bought my second used Tesla Model 3, a 2021 Long Range AWD in the low $20,000 range, with incentives. I considered several other options but decided to buy another Model 3 for its engaging driving dynamics, wickedly fast acceleration, solid tech, and reliable powertrain.

I enjoy driving my Model 3, but the market has grown to include many more attractive options than just Tesla, like the Polestar 2, a four-door that arrived in the US in late 2020. It boasts a clean yet muscular design and solid, but not groundbreaking, range, charging, and performance.

The Polestar 2 looks like a good car on paper but flies below the radar. To learn more about the sporty sedan, I rented one from Hertz for a week to test it at $48 per day, which included mandatory airport fees and taxes. For the purpose of this story, Business Insider compensated me for the rental price.

Who is Polestar?

Polestar is a Swedish automotive upstart founded by Volvo and China-based Geely Holding Group in 2017. The electric vehicle maker offers three electric cars: the 2 sedan, the 3 SUV, and the 4 crossover.

Having roots with Volvo, Polestars and Volvos share a lot of components. Volvo recently divested from Polestar, though the two automakers still collaborate on manufacturing and engineering ventures.

Polestar 2: First impressions

When I picked up the Polestar 2, I noticed that my rental was the base version with a 2023 Dual Motor but no added packages besides upgraded 20-inch wheels. That said, all models' exteriors and interiors look virtually the same aside from different trim pieces and a glass roof.

As soon as you enter the Polestar, its Scandinavian vibe is evident. Its muscle car-esque proportions and higher-raked windshield make it feel like you're in a cocoon. A high-sitting center console, standard metal roof, and dark headliner material give the Polestar a sporty, mature, and premium vibe.

It feels well-built. The doors with framed windows produce a solid "thunk" when closing, and the blinker stocks, drive selector, and steering wheel all have a high-end feel.

There are some hard-touch plastics here and there (more than in a Tesla), but elements like the brushed metal door handles redirect your focus. The Polestar 2 feels better built than my older Model 3 but is on par with the refreshed 2024 version. I can see buyers preferring either.

On the road with the Polestar 2

Despite being an AWD electric sedan like the Tesla Model 3, the most noticeable difference is the weight. The Polestar 2 weighs 4,650 pounds — the big battery Model 3 weighs 4,019. 600 pounds is a sizable difference, and you can feel it when taking corners.

Still, the Polestar 2 is a rapid vehicle. With 402 horsepower, it can hustle to 60 in about 4.5 seconds. Unlike the Model 3, you can launch it by pressing your left foot on the brake pedal and right foot on the accelerator, then letting the brake go.

On the road, the Polestar 2 also does an excellent job of minimizing vibrations. While the new Model 3 is much better in this regard, there's a notable difference with my outgoing Model 3.

Another benefit is the added ground clearance and lower plastic cladding. While it's no rugged SUV, the Polestar 2 is capable of light off-roading with 6 inches of ground clearance.

Polestar range and charging

During my final day with the Polestar, I drove through the North Carolina mountains and stopped at a 350-kilowatt EA station outside Asheville. I recorded around 30 minutes to go from 17 to 80% charged. In that time, the charger dispensed 53 kilowatt-hours, which cost $30.91. This charging time is fine but not revolutionary.

The Polestar 2 has a peak charge rate of 150 kilowatts but dropped below the 100-kilowatt threshold by around 55%. The Model 3 has a peak of 250 kilowatts, but it sees a similar drop to the 100-kilowatt mark at around 60% charge. The big difference is its efficiency. The Polestar has a battery similar in capacity to my Model 3, but it can't go as far on a charge.

I recorded an estimated 224 miles of range at 70 miles per hour. My 2021 Model 3 can get around 270 miles within that speed range. Since the Polestar 2 isn't as efficient as the Tesla Model 3, it'll need more energy to travel the same distance, increasing the cost.

I never had any anxiety with the Polestar, as its range was still more than ample for my driving, averaging over 100 miles per day. When I get to campus, I plug in and head to class.

Average tech and missing safety features

Despite having a sticker price above $50,000, the Polestar had virtually no safety features. This one didn't have adaptive cruise control, lane centering assist, or even a blind spot monitor. For comparison, every new Tesla, Hyundai, Kia, Volkswagen, and Toyota EV comes with adaptive cruise control as standard.

Another disappointing area of the Polestar 2 is its lackluster technology. While the Polestar features two crisp displays powered by Google software, the computer chip powering them is an Intel A3900 chip, which debuted in 2016. The result is a display that can be laggy and somewhat unresponsive.

Nevertheless, it's still better than other systems I've used before. The Google-based system effortlessly adds charging stops, telling you what percentage you'll arrive with and how long you'll need to charge, but for a fresh-faced automaker, it trails behind Rivian and Tesla.

Verdict

I liked many things about the Polestar but wouldn't buy a new one. If I were looking at the new market, the updated Tesla Model 3 Long Range RWD is the better buy. It offers 363 miles of range, better charging, more standard features, and a lower price tag.

If you're buying used with a budget in the mid to upper-$20,000 range, the Polestar 2 is worth a look. Just due to the sheer number of Teslas on the road, the 2 is refreshing. It drives well, has a decent range, and has an alluring Scandinavian aura.

While the Model 3 started it all, the Polestar is a solid alternative that checks different boxes. There's a lot to like about it, and I will miss my time driving it.