BMW I4 vs Mercedes-Benz Evito

What's the difference?

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.

It’s arguably the best-looking mid-size van on the market, particularly with the optional enhancements fitted to our example. And its longer (km-based) service intervals and capped-price servicing costs offer substantial savings compared to a diesel Vito equivalent.

However, the eVito has a much higher purchase price, smaller payload, shorter driving range, can’t tow a trailer and feels a tad under-powered at low speeds. Plus filling its battery with fresh charge takes much longer than filling a tank with diesel, which may or may not be an issue depending on planned usage.

Therefore, a buyer would need to have not only a sizeable purchasing budget but also very specific and resolute criteria for this vehicle to shine in a commercial role.

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.

The eVito’s front-mounted electric motor drives the front wheels. Its lithium-ion battery is located beneath the standard Vito floor to ensure load volume is not reduced. This substantial battery is as wide as the load floor and extends from just behind the front wheels to just ahead of the rears. Its charging port is located behind a spring-loaded body flap ahead of the left front wheel.

It rides on a 3200mm wheelbase with 5140mm overall length, 1928mm width and a kerb-to-kerb 13-metre turning circle, with 1916mm height allowing access to underground and multi-storey carparks. It’s equipped with strut-type front suspension, semi-trailing arm/coil spring rear suspension and four-wheel disc brakes.

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 its hefty 2318kg kerb weight and 3200kg GVM, the eVito has an 882kg payload rating. That is 183kg less than a diesel equivalent (119 Vito MWB RWD), given that the eVito is around 300kg heavier than the ICE version largely because of its battery.

And unlike the diesel alternative, which is legally rated to tow up to 2500kg of braked trailer, the eVito has no tow rating, which is consistent with other electric vans we’ve tested and a potential deal-breaker for tradies.

The cargo bay offers a competitive 6.0 cubic metres of load volume and is accessed through sliding doors on each side (822mm openings), with large internal assist-handles on the bulkhead. Rear cargo bay access is through a swing-up tailgate, which can limit the use of forklifts not fitted with extendable tynes. All doors and walls are internally lined.

The load area is 2678mm long, 1709mm wide and 1392mm high. With 1270mm between the rear-wheel housings, it can carry two 1165mm-square Aussie pallets or up to three 1200 x 800mm Euro pallets, secured by eight sturdy load-anchorage points.

The cabin bulkhead has a cavernous open storage area at its base which is handy for storing ropes, straps etc. The upper section of the bulkhead protrudes about 20cm into the openings of the side sliding doors which may obstruct loading of large items.

Cabin storage includes a large-bottle holder and bin in the base of each door, with smaller bins at mid-height. There’s also an overhead glasses holder, two cupholders and three open bins across the top of the dash, a single glovebox and a hidden compartment beneath the passenger seat which is handy for storing small items or valuables out of sight.

Our test vehicle is the eVito Panel Van MWB (Medium Wheel Base), which comes equipped with a single 85kW/360Nm electric motor and a 60kWh battery for an eyebrow-raising list price of $91,051 plus on-road costs.

Our sparkling example looks more upmarket than the standard offering, as it’s equipped with the optional $2779 Sport Package comprising metallic paint (Brilliant Silver on ours), body-coloured front and rear bumpers, black roof rails, fog lamps, black leatherette upholstery and a choice of 17-inch alloy wheels. These good-looking rims are fitted with 225/55R17C Dunlop Econodrive tyres and there’s a standard full-size steel spare.

Other options, including premium infotainment and electronic interface functions, cargo bay wood-flooring/LED lighting and more, raise the as-tested list price to $99,871 - which means you’re looking at six figures to drive away in this stylish two-seater.

So, what’s a $100K electric Mercedes-Benz van include as standard equipment? Let’s start with a conspicuously long (8.0 metres) charging cable stored in a vinyl bag. There’s also a chrome grille, tinted windows and heated door mirrors, but headlights/daytime running lights/tail-lights are halogen when you’d expect to see LEDs at this price.

Inside, there’s a full steel bulkhead (with large window) separating the cabin from the cargo bay, a leather-wrapped and two-way adjustable multi-function steering wheel, two USB ports, high-gloss black trim appointments in the upper central console, and a chrome interior package including air-vents, air-con dials, door-handles and surrounds.

Also standard are ‘Comfort’ bucket seats for driver and passenger with heating, base-cushion length adjustment, fold-down inboard armrests and powered adjustments including height/reach lumbar support. The infotainment system has a relatively small 7.0-inch touchscreen, but there’s digital radio, voice command and multiple connectivity including Apple/Android devices.

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.

The eVito’s single electric motor drives the front wheels via a single-speed transmission. It produces 85kW of power and 360Nm of torque from the energy stored in its 60kWh battery.

Using the steering wheel paddles, drivers can switch between five energy-recuperation modes to optimise battery range and reduce manual brake use. These range from D- (strongest deceleration/recuperation) through D, D+ and D++ which progressively reduce these effects. DAuto uses a radar sensor to automatically adjust the recuperation level according to surrounding traffic.

There are also three switchable drive modes comprising E+, E and C, which allow drivers a choice of energy consumption/performance levels.

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.

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.

It’s easy to get comfortable given the height/reach adjustable leather-wrapped wheel and powered multiple seat adjustments, which include base cushion rake and height/reach lumbar support. The base cushion can also be manually extended for more under-thigh support by sliding the front section forward.

There’s good eyelines to the door mirrors and, thanks to the large window in the cabin bulkhead, the central rear-view mirror has an unobstructed view through the tailgate window. The passenger-side mirror’s wide-angle view, combined with active blind-spot monitoring, help to minimise the large blind-spot over the driver’s left shoulder that all solid-walled vans share.

Steering is nicely weighted and communicative, unladen ride quality is supple thanks to its four-coil suspension, and four-wheel disc brakes provided reassuringly strong braking response. However, there was also noticeable tyre noise intrusion at speeds above 60km/h on coarse bitumen surfaces.

Acceleration from standing starts feels leisurely at best, even when using full power. This is when the eVito’s 2.3-tonne kerb weight is noticeable, which is not surprising when you compare its weight-to-power and weight-to-torque ratios with a diesel Vito (MWB) equivalent.

For example, based on kerb weights, the 119 CDI Panel Van (140kW/440Nm) has to move 14.2kg/kW and 4.5kg/Nm compared to the eVito’s much heavier 27.3kg/kW and 6.4kg/Nm.

However, the power delivery is seamless and once up to cruising speeds the response noticeably improves, fortunately in the 60-80km/h range where much city and suburban travel occurs. The key to fluent progress in traffic is maintaining momentum.

To test its load-hauling ability, we inflated the tyres to the recommended pressures and forklifted 650kg into the cargo bay through the side doors. Combined with driver and equipment, this equalled a 750kg (three-quarter-tonne) payload which was about 130kg short of its maximum rating.

With the cargo bay load positioned well ahead of the rear wheels, the rear suspension only compressed 25mm with no risk of bottoming-out over bumps.

Our 50km test route comprised mostly city and suburban routes (for which this vehicle is tailored) plus some highway driving. There wasn’t a noticeable drop in handling, braking or ride quality with this payload, although standing-start acceleration felt more subdued as you'd expect.

There is currently no ANCAP rating. Even so, it comes with a suite of standard passive and active safety features including front, thorax and window airbags, AEB, blind-spot monitoring with rear cross-traffic alert, lane-keeping, active parking assist, crosswind assist, front/rear parking sensors, DRLs, active cruise control, reversing camera and more. There’s no speed sign recognition, though.

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.

The eVito has a five-year/250,000km vehicle warranty with an eight-year/160,000km battery warranty and a 24-hour roadside assist support package. Scheduled servicing is every 12 months/40,000km whichever occurs first. Capped pricing for first five scheduled services totals $2432 or an appealing average of $486 per service.