Audi E-Tron Gt vs BMW I4

What's the difference?

While it may be a very different beast to the R8 supercar, it’s hard to argue that the e-tron GT offers performance that isn’t equal to anything Audi has previously produced. The immense acceleration and power, coupled with the brilliant and clever handling make this updated range, especially the RS pair, feel like something special.The fact that it will save you visiting a petrol bowser and might help cut harmful emissions is just a bonus.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

If you’re intimidated by the electric future, don't be, because BMW’s i4 is just as good as any non-M sedan BMW offers right now.

The i4 delivers all the things you love about a 3 Series, engaging driving dynamics, a well-appointed interior and comfortable ride, but its all-electric powertrain means you’ll never have to stop at a servo again.

With a large battery on board, the i4 also serves up a decent driving range that should put anxiety-prone EV drivers at ease.

That is, of course, if you can get onboard with the looks.

While there are some big changes underneath, on the surface the design tweaks are quite subtle. 

There are some tweaks to the front grille, headlights, lower bumper and air intakes, but overall the look isn’t dramatically different. The more noticeable styling change is between the S and RS models, with the latter looking more sporty and dynamic thanks to a unique lower bumper design and the larger alloy wheels, which have a sportier look.

The biggest design changes are arguably the introduction of the switchable transparency roof on the RS and the option to use matt carbon camouflage.

The former is another shared element between the RS e-tron GT and Taycan, and it uses a special glass that can switch between being clear or opaque depending on whether you put a current through it. Cleverly, Audi is offering the option to have individual sections alternate between the two states, so you can customise it to your preference.

As for the grandly named matte carbon camouflage, it wasn’t highlighted in Audi’s presentation, but it’s the same material the Lamborghini developed over a decade ago and calls ‘forged carbon’ instead.

Unlike traditional carbon-fibre, which is made from injecting resin into sheets of fabric-like carbon fibre weave, forged composite uses a malleable paste of carbon sheets and resin. This technique is quicker to make and easier to shape into complex pieces, but lacks the visual impact of conventional carbon-fibre.

The biggest design change internally is the new steering wheel, which is a not-quote-squared-off rim that feels nice in your hand without being too thick. The RS models feature two new large red buttons - ‘RS’ and ‘Boost’ - which allow you to select the drive modes and activate the short boost function, respectively.

If the i4 looks familiar, that’s because it is based on the 4 Series Gran Coupe that entered showrooms last year.

This means a four-door liftback body style with a sloping roofline, athletic proportions and sizing close to the Tesla Model 3 and Polestar 2.

Let’s get it out of the way early and talk about the elephant in the room, the oversized front grille.

Say whatever you want about it, there’s no denying it gives the i4 a unique and head-turning look, and in my opinion, it’s not too bad.

In the flesh, it really isn’t as big as the press photos have made it out to be, and with the front numberplate to split it up, it does start to look a bit more like a traditional grille.

In profile, the 19-inch wheels fill out the arches well, and hide the massive brakes that add to the i4’s sporty appearance.

I particularly like the almost flush door handles that look futuristic, but aren’t as pretentious as those retractable handles you see on Teslas and Range Rovers.

Slim tail-lights and a chunky bumper inform the styling of the i4’s rear, but we’re really not a fan of a rear diffuser that keeps the exhaust cut-outs.

It makes sense on a model like the 4 Series Gran Coupe, but it just looks look rather odd on an all-electric model like the i4.

While the outside of the i4 might be all about that big grille, the inside is all about big screens, two of them in fact.

The instrumentation and multimedia screens dominate the experience inside, but BMW has also included physical buttons on the steering wheel and centre stack, as well as a rotary control knob, to make navigating the menus that much easier.

The connected screens differentiate the i4 from its 4 Series Gran Coupe relative, and make the cabin feel futuristic and befitting of the all-electric powertrain.

Overall, the i4’s styling might not be to everyone’s tastes, but BMW definitely gets credit for being bold in its aesthetic choices.

Would have been nice to see BMW’s designers go a bit further in differentiating the i4 from its 4 Series Gran Coupe cousin, but there's no denying the head-turning appeal of this all-electric sedan.

Practicality is an important consolidation for the e-tron GT, it may have replaced the two-seater R8 as Audi’s definitive performance hero, but it’s a four-door sedan so it needs to be more family friendly. It’s especially relevant for Audi, as the brand has a history of brilliantly combining family needs with fast cars, namely its iconic wagons, the RS4 and RS6 Avants.

Audi also has a strong reputation for some of the best interior design in the industry, and the e-tron GT is arguably amongst its best work (at least in this reviewer’s opinion). It looks modern and stylish without leaning too far towards being different simply because it’s an electric car.

The new steering wheel fits the new design well, framing the digital driver’s display nicely. The display itself has a new RS-specific display for the higher-end models.

There’s a central infotainment touchscreen, but underneath this particular Audi skips the climate control touchscreen in favour of a digital readout and physical switchgear; a welcome relief for some, no doubt.

As for the seats, all three trim levels get the same style of sports seat trimmed in Nappa leather with a honeycomb stitch pattern. There are different finishes, both black and red leather, and some with contrasting stitching available through the optional design package. The RS performance package gets a unique ‘serpentine green’ stitching to stand out.

Small item storage in the front is adequate but not generous, which does make the e-tron GT feel more like a sports car at least, even if it doesn’t help practicality.

As for the rear, space is surprisingly good given the external dimensions and the nature of it being a low-roof sedan (rather than an SUV) with batteries underneath the floor. That’s largely because Audi has split the battery pack to allow for extra room in the rear for passengers’ feet, combating a common problem with electric sedans.

Headroom is adequate, and will be tight for anyone much taller than 180cm, but it will do the job of transporting the family in relative comfort. It is, by no means, the most spacious or family friendly model in the Audi range, but it does play its role as both a performance car and roomy sedan.

The boot is measured at 405 litres in the S but shrinks to 350L in the RS models, but both have the same 77L space under the bonnet, so space is (again) reasonable without being generous.

As a premium mid-sized sedan, the BMW i4 offers up enough storage and space for most, but keep in mind there are limitations.

From the driver’s seat, everything is well placed and the electronically adjustable seats offer plenty of adjustability to get comfy for long road trips.

Storage options include an central cubby, glove box, two cupholders and small door pockets that just about fit a bottle, but the design means it rattles around a little.

Speaking of fiddly, between this car, and the weird plastic cowl thing found in the Z4 and 1 Series, BMW needs to be called out for some of the most annoying wireless smartphone charger designs.

This one is tucked all the way under a retractable lid, and is barely wide enough to fit some flagship-sized phones.

However, we will give BMW huge props for its iDrive8 multimedia system, which is displayed on a huge 14.9-inch screen.

The menus are clear, concise and intuitive, while the software is buttery smooth and responsive. It feels snappier than some phones we’ve used in the past.

Credit too for not making all inputs touch, as there is a rotary control knob and voice command capability available.

In the second row, things are a little more cramped, but at 183cm tall I can fit in the outboard seats with tight headroom.

There’s enough leg and shoulder-room, too, and passengers can make use of the climate controls, USB-C charging ports and a fold-down-centre armrest with two cupholders.

Opening the boot reveals 470 litres of volume, but fold the rear seats down and that pace swells to 1290L.

Loading large and bulky items is made much easier thanks to the liftback design, and it’s important to note i4 buyers aren't penalised in terms of practicality as the i4 and 4 Series Gran Coupe share the same boot capacity.

However, the charging cables can get in the way, as there isn’t any dedicated space for them.

The charging point is also in an annoying spot, in the right-rear fender where the petrol cap would be.

It means that you always have to reverse into charging spots, and it can be tricky to manoeuvre the i4 into just the right position to get the charging cable to reach.

The Nissan Leaf's front centre charging port, or the dual charging ports available on the left and right fenders in the Audi e-tron or Porsche Taycan are preferable.

With a name like i4, you might be mistaken for thinking this is the sequel to the cute and quirky i3 hatchback released back in 2014.

But sorry duology fans, it isn’t.

Based on the same platform as the ever-popular 3 Series, the i4 is essentially an all-electric version of BMW’s 4 Series Gran Coupe.

And sadly, in 2022 an all-electric powertrain means a price premium.

The i4 kicks off at $99,900, before on-road costs, for this eDrive40 grade - $16,000 more expensive than the comparable 430i Gran Coupe.

Standard equipment includes 19-inch wheels, LED headlights, keyless entry, push-button start, 12.3-inch digital instrument cluster, head-up display, wireless smartphone charging, sports seats, three-zone climate control, interior ambient lighting and a powered tailgate.

Handling multimedia duties is a humungous 14.9-inch touchscreen display, powered by BMW’s latest 'iDrive8' software with features including satellite navigation, wireless Apple CarPlay and Android Auto support, a 10-speaker sound system and digital radio.

Stepping up to the M50 version adds laser headlights, a rear spoiler, sunroof, 16-speaker sound system, metallic paint and heated front seats, but also moves the asking price to $124,900, or $9000 pricier than that M440i Gran Coupe.

Of course, the i4 M50 also scores a dual-motor, all-wheel drive set-up and more potent performance, but we’ll go into more detail about that a little later on.

Is $100,000 too much to pay for an electric mid-sized sedan? Well, the most expensive versions of the Polestar 2 and Tesla Model 3 are much more affordable than this base i4, but then again, neither of those are wearing a BMW badge.

The key number for the new model is 680kW - that’s what the new RS e-tron GT Performance produces from its dual electric motors. That makes it the most powerful production car Audi has ever offered, which is quite an achievement when you look back at some of the cars this brand has built over the years.

That power upgrade is an extra 205kW over the pre-facelifted RS e-tron GT, and comes with a whopping 1027Nm of torque.

The RS e-tron GT has been upgraded too, now making 630kW/865Nm, a 155kW improvement on the old model. Which is a good thing, because the new S e-tron GT has even more power than the original RS, underlining just how much Audi has focused on power for this mid-life enhancement. The new S packs a 500kW/717Nm punch, compared to the 475kW/830Nm the previous RS offered.

If there’s one thing BMW knows how to do well, it’s building a sports sedan like no other. And that holds true for its EVs.

Powering this i4 eDrive40 is a single electric motor that produces 250kW/430Nm, which beats the outputs of even the 330i and 430i Gran Coupe.

With drive sent to the rear wheels, the i4 eDrive40 can accelerate from 0-100km/h in just 5.7 seconds, beating out the aforementioned 330i and 430i models.

For those that want a bit more pep, the top-spec M50 grade’s dual-motor set-up punches out 400kW/795Nm for a lightning quick 3.9s 0-100km/h run.

Compared with its petrol-powered 4 Series Gran Coupe counterpart, the i4 certainly puts up respectable figures, while offering more than a performance match for the Polestar 2 and Tesla Model 3.

Another one of the significant unseen changes for this update is the battery. Audi has overall the battery for this latest e-tron GT, so it now has higher energy density (168.3Wh/kg), more size (105kWh v 97kWh), faster charging (10-80 per cent in 18 minutes) and reduced weight (down 9kg).

Despite all the extra power, driving ranges for the three models are still all beyond 500km. The S e-tron GT has a claimed range of 558km, the RS e-tron GT can manage up to 522km and RS e-tron GT Performance can run 528km on a single charge, according to Audi. 

As for the charging itself, Audi claims it now takes just 18 minutes to get from 10 to 80 per cent using an ultra-fast DC charger.

With an 84kWh battery the official range on this i4 eDrive40 is pegged at 590km when tested to WLTP standards.

However, when fully charged, our test car's range readout was around 390km.

But keep in mind EVs aren’t as effective in cold weather, and the mercury was showing only three degrees on most days during this freezing Irish winter.

Luckily then, BMW has included DC fast-charging capabilities in the i4 as standard, with its 210kW CCS plug able to take the battery from 10 to 80 per cent in around half an hour.

BMW has included DC fast-charging capabilities in the i4 as standard, with its 210kW CCS plug able to take the battery from 10 to 80 per cent in around half an hour.

Using an 11kW AC charger however, will require 8.5 hours for a full charge.

In a week with the car, I averaged an energy consumption rating of 23.4kWh per 100km, almost matching the official figure of 22.2kWh/100km.

My driving included several long-distance trips on the freeway, however, an environment in which an electric vehicle does not excel.

Worth noting the heavier and more energy-hungry M50’s official driving range drops to 510km, but we’re yet to test its real-world figures.

Befitting its role as Audi’s performance hero, the new range drives with a level of speed and precision you would expect from such a car.

Even the new S e-tron GT has a level of acceleration that not every sports car could keep up with (the official 0-100km/h claim is 3.4 seconds), which would be impressive on its own but is a standout when you consider this is a four-door sedan.

It also helps that the adaptive air suspension and all-wheel steering (which can help both low speed manoeuvring and high speed changes of direction) make for an incredibly responsive and agile handling vehicle.

And then you drive the RS e-tron GT Performance and the driving experience is a step up again with its 2.5s triple-digit sprint time. That’s largely because of the new active suspension system it uses, which features a hi-tech array of cameras, radars and sensors to ‘read’ the road ahead of it and adjust the ride accordingly.

The result is arguably one of the best riding, most comfortable electric performance cars on sale today. Typically the need to control so much weight, from the batteries, means the ride is often too firm. But with the active suspension, Audi has somehow managed to make the ride both compliant (on 21-inch wheels) but also very well controlled, which allows you to really drive with precision even at speed.

But it’s not just the suspension, as mentioned earlier, the RS models also get a new ‘Boost’ button on the steering wheel that offers an extra 70kW of power for 10 seconds. Along with the surge of extra performance there’s a large countdown timer on the digital dashboard when you press it to really give you a sense of urgency and speed.

Thankfully, with so much power the e-tron GT range has plenty of stopping power. The S comes equipped with steel brakes, which do a fine job. But for the faster RS models, you get a carbide coated rotor and you can option ceramic brakes for more resilient stopping power.

If you came here just to find out whether BMW has succeeded in transplanting its signature sports sedan characteristics into the all-electric i4, the answer is, yes.

The best thing I can say about the i4 is that, aside from the way power is delivered and the lack of engine and exhaust noise, it feels just like a 3 or a 4 Series.

Steering is sharp and responsive, throttle and brake inputs are immediate, making this rear-drive i4 a delight to drive enthusiastically.

The staggered Michelin Pilot Sport 4 tyres and massive brakes obviously help in this regard, and look, it’s not as sharp as the Porsche Taycan, still the sharpest electric vehicle we’ve driven to date, but the driving experience in this i4 is comparable to the excellent 3 Series.

But I’m not in love with the fake sound piped into the cabin when in 'Sport' mode. It sounds weirdly low-rent and I much prefer to accelerate to triple digit speeds in serene, near-silence.

Switch things up to 'Comfort' mode, and the i4 makes for a surprisingly relaxed drive.

The steering gets bit a looser and the adaptive dampers ease off a little, soaking up bumps and road imperfections with minimal affect to occupants.

Pair this with the nearly-silent electric powertrain, and well, our little one in the back seat has fallen asleep on more than one occasion in my time with the car

You can also adjust the level of regenerative braking in the i4 and operate it with one pedal like in the Nissan Leaf and Hyundai Ioniq 5.

This is a more efficient way to drive an EV as it forces you to look ahead and be careful with your throttle inputs.

One-pedal driving might not be for everyone, but it’s nice to have the option there.

BMW’s i4 is yet to be tested by ANCAP or Euro NCAP, so at the time of publication, doesn’t wear an official crash test rating.

Neither does the closely-related 4 Series Gran Coupe, but the 4 Series Coupe, launched in 2019, received a maximum five-star assessment.

It is unclear how much the changes in body style and powertrain affect the safety of occupants, but the i4 comes with long list of advanced safety features.

Specifically, autonomous emergency braking, lane-keep assist, adaptive cruise control, traffic sign recognition, high-beam assist, a surround-view camera, parking assist, blind-spot monitoring and rear cross-traffic alert are all included at no extra cost.

Audi offers its standard five-year/unlimited kilometre warranty for the three e-tron GT variants, but the battery gets a specific eight year/160,000km warranty. The five years of coverage is fairly standard for the luxury car segment, but short of the increasingly common seven-year warranties for mainstream brands.

As for the servicing, that’s included in the cost of the car, with Audi covering the first six years of maintenance for no additional charge. It helps that service intervals, without a complicated and oily engine, are stretched to two years or 30,000km.

Like all BMWs sold in Australia, the i4 comes with a three-year/unlimited kilometre warranty with roadside assist over that period.

This falls short of the now-standard five-year assurance periods offered by premium rivals Audi, Genesis, Jaguar, Lexus and Mercedes-Benz.

Scheduled servicing intervals for the i4 are every 20,000km/24 months, at least in overseas materials.

Australian intervals are yet to be confirmed, but BMW is offering service price plans covering four- and six-year periods in 'Basic' and 'Plus' forms.

The Basic plan for four and six years is set at $1240 and $1765 respectively, while the Plus package is $4805 and $5500.