BMW I4 vs Tesla Model 3

What's the difference?

The BMW i4 balances a solid, old-school feel with the beauty and stunning looks of high-end technology. It feels like the end of an era for the German brand before it leaps into the screen-heavy age of software-defined vehicles.

While BMW hasn’t publicly announced an end-date for i4 production just yet, the new i3 is bound to overshadow it once it arrives. It offers more than double the claimed range and will likely address a number of this car’s flaws.

In the meantime however, the i4 is definitely worth considering if you value driving dynamics and a quality feel in a car that you can drive daily.

Tesla has done enough with the introduction of this Premium Long Range RWD variant to keep the Model 3’s head well and truly above water in an increasingly competitive segment. After more than six years it still looks good, with a pleasant cabin environment, plenty of performance and leading energy efficiency. Safety is top-shelf and it stands up well in terms of practicality and driving dynamics. 

That said, the ownership proposition is average, the determination to make so many functions screen-based is frustrating and the optional Full Self-Driving system is unconvincing. With the Model S and Model Y now discontinued globally it will be interesting to see how the Model 3 continues to evolve.

The BMW i4 is firmly at the end of its lifecycle, however its exterior design is ageing like fine wine. This is apt given our tester was finished in delicious-looking 'Fire Red' metallic paint.

The overall proportions of this car are gorgeous, especially towards the rear where the roofline is drawn out, accentuating the liftback look.

This latest update only brought minor tweaks to the design, including refreshed headlight and tail-light signatures. As mentioned above, the M Sport package is now also standard which does give this car a subtly sporty look.

Inside the design marries together the best of the old and new worlds. A major highlight is the curved display housing not only the 12.3-inch digital instrument cluster, but also a 14.9-inch touchscreen multimedia display. It’s a stunning setup that looks ultra modern.

On the flipside however, there is still a lot of physical switchgear on the centre console, including a rotary iDrive controller that allows you to control the content on the screen. It’s a great setup if you like to avoid getting fingerprints on the touchscreen.

While there are a few applications of glossy piano black around the cabin, it’s balanced nicely with other metallic and matt finishes. You’re able to choose from a few different trim inlays, including aluminium and open-pore wood, for no extra cost.

Lastly, the new M Sport steering wheel looks great in this car and adds a lovely sporty touch to the interior.

After four years in market, a heavily upgraded version of the Model 3 arrived in Australia in 2023, the biggest visual changes being a reshaped bonnet, aero massaged overall profile and angular slimline headlights.

The boot lid now incorporates a lip spoiler and the tail-lights were remodelled to create a truncated, two-layer effect. And in true Tesla fashion, the standard 18-inch alloy rims are fitted with matt black-finish aero elements filling the gaps between the satin black wheel spokes. Two new body colours - ‘Stealth Grey’ and ‘Ultra Red’ - were recently added to the available palette. For reference, our test car's finish is 'Quicksilver'. 

It’s still clearly recognisable as a Model 3, but these relatively minor design changes have helped the mid-sizer keep up with the slew of sleek newcomers it now faces.

The interior was also given a substantial makeover, the expansive 15.4-inch central display screen backgrounded by an all-new wrap-around dash and revised console treatment, the former featuring a raised insert and the latter a two-device wireless charging station.

Introduction of this Premium Long Range RWD model also brought the small but significant addition of a physical indicator stalk on the left-hand side of the steering column, replacing buttons on the steering wheel. Big ergonomic tick for that.

Customisable ambient lighting lifts the tone, soft materials look and feel good and the doorcards, bins and armrests have been reprofiled into a more sophisticated arrangement.

Our test car’s dark grey and white synthetic leather trim combination lifts the mood as does light from the huge, two-panel glass roof. But beware, while white trim looks dazzling on the showroom floor it takes some extra work to maintain its schmick appearance in the day-to-day grind.

After seven years in market the Model 3 has aged well and still looks sleek and contemporary.

Hopping into the i4, it’s clear you’re getting into a low-slung vehicle. If you’ve got poor mobility, it may be worth looking elsewhere.

Once you’re in though, the cockpit is a lovely space to spend time. The driver’s seat is beautifully comfortable and offers plenty of adjustment, including extendable thigh support.

Ahead of the driver the steering wheel is rather thick in classic BMW fashion. I appreciate the physical buttons and scroll wheels as they’re easy to understand and use on the fly.

The curved display not only looks stunning, but is functional and easy to use. The digital instrument cluster has a number of layouts you can choose from and it can be paired with the head-up display, which is great to refer to at a glance.

Moving across, there is a lot going on with the central multimedia system. It can feel overwhelming with the amount of content and information to begin with, but once you start poking around, things are logically sorted.

Thankfully there are also a series of shortcut buttons always at the bottom of the screen to take you to key menus.

Adding to this, there is the flexibility of having the iDrive controller. Reaching the far side of the screen from the driver’s seat can be a bit of a stretch and being able to use the rotary dial on the move is much easier.

There is wireless Apple CarPlay and Android Auto as standard. It takes up the full touchscreen display, which looks great.

Looking around the cabin, storage space is fine but not amazing. There are two cupholders plus a wireless charger tucked behind them on the centre console, plus a shallow centre storage area under the central armrest.

Hopping into the second row, it’s clear the focus for this car is on the occupants up front. The door aperture is rather narrow, making it tricky to get in and out gracefully.

In the second row space is nothing more than adequate. At a leggy 182cm tall, my legs almost touch the seat in front when it’s set to my driving position and my head almost brushes the roofliner. I’d struggle to spend a lot of time back here.

This is compounded by the massive hump in the centre that’s a carryover from the combustion platform this car is based on.

Second-row amenities include climate control with air vents mounted on the back of the centre console, two USB-C ports, as well as a fold-down armrest with cupholders.

At the back there is a large liftback that opens and closes electronically. With the rear seats upright there is 470L of boot space, which expands to 1290L when folded.

While this is not massive in terms of outright capacity over a similarly sized sedan, the envelope is much more open and usable.

There’s also a section under the boot floor that’s generously sized for power cables, among other odds and ends.

At just over 4.7m long, more than 1.8m wide and a bit over 1.4m tall (with a 2875mm wheelbase) the Tesla Model 3 is a low-slung medium-size sedan. 

There’s plenty of space up front, a feeling enhanced by the standard panoramic glass roof and our test car’s white trim brightening up the cabin.

There are long, wide bins on the front doors with enough room for large bottles, a slim glove box (which opens only via an on-screen button, which is annoying) and a generous lidded storage box between the seats that doubles as a centre armrest.

The console houses two cupholders with another storage cubby ahead of them (both with sliding covers over the top) and the dual device wireless charging bay on the lower part of the dash under the media screen.

Switching to the rear, at 183cm I have a surprising amount of foot, leg and headroom when sitting behind the driver’s seat set to my position. The rear door aperture is surprisingly large which helps entry and egress.

Technically able to accommodate three passengers, the back seat is best for two full-size adults on anything other than a mid-length journey, although the flat rear floor helps ease pressure on the centre occupant.

There's a well-hidden fold-down centre armrest with cupholders, there are useful bins in the doors and hard shell map pockets on the front seatbacks.

The crisp 8.0-inch rear screen is a welcome entertainment option for back-seaters and there are adjustable air vents underneath it.

For power and connectivity there are two USB-C ports and a 12-volt socket in the front compartment, a USB-A in the glove box (mainly for dash cam and ‘Sentry Mode’ data storage) and two USB-C ports in the rear under the vents.

Boot space is a ample at 682 litres (the bootlid is adjustable for opening height) with an 88L ‘frunk’ in the nose. And if you need to tow a relatively light load like a box trailer or Jet Ski (or two) you can hook up a 1.0-tonne braked trailer (750kg unbraked).

While we understand it helps maximise battery space and reduce weight, we’re not on board with Tesla’s policy of providing a repair/inflator kit rather than a physical spare tyre. Even though this is likely to be a primarily urban cruiser, it’s not good enough. 

Then, there’s the Tesla app, an electronic Swiss Army Knife that facilitates everything from remote vehicle access and cabin ‘preconditioning’ to planning your route (complete with charging stops) and monitoring Sentry Mode (checking the vehicle’s surroundings and receiving alerts of potential threats).

The list of functions goes on and on, but suffice it to say the app is hugely handy. For example, ‘Dog Mode’ keeps the air con on with the car locked for the benefit of your four-legged friend and lets passers by know the doggo is safe via a bold message on the central screen. An internal camera, accessible via the app, lets you check-in remotely, too. Nice. 

Given its overall size and despite its conventional sedan configuration, the Tesla Model 3 offers efficient packaging and a heap of thoughtful features to enhance everyday practicality.

At $61,900, before on-road costs in NSW ($67,329, drive-away), the Tesla Model 3 Premium Long Range RWD sits in the same price ballpark as other pure-electric mid-size sedans like the BYD Seal Premium RWD ($58,798, BOC), Hyundai Ioniq 6 2WD ($67,300, BOC), MG IM5 Platinum RWD ($69,990, drive-away) and Polestar 2 Standard range Single motor ($62,400, BOC).

Broaden the consideration set to include medium EV SUVs and a dozen other options including the BYD Sealion 7, Kia EV5, Skoda Enyaq and Zeekr 7X enter the picture, many with a price-tag around $10K lower than the Model 3’s.

But price is one thing, value is another. Aside from the performance and safety tech we’ll get to shortly, let’s look at the Model 3 Premium Long Range RWD’s included features.

Standard spec highlights include LED exterior lighting, new design 18-inch alloy wheels, a 15.4-inch central display screen, synthetic leather seat trim, power-adjustable ventilated and heated front seats, tri-zone climate control, adaptive cruise control and nine-speaker audio.

There’s also ambient interior lighting, navigation (with real-time traffic updates), an 8.0-inch rear touchscreen for back seat climate and entertainment, a power boot lid, dual wireless phone chargers, surround parking sensors, keyless entry and start (plus a lot more through the Tesla app, which we’ll cover in the Practicality section) and 360-degree acoustic glass (including the standard glass roof). Still no Android Auto or Apple CarPlay, though.

Add in less obvious improvements like the extension of soft-touch materials throughout the cabin and this Model 3 stacks up well in terms of value relative to its cost-of-entry and direct competitors.

The i4 eDrive35 continues to be powered by a single, rear-mounted electric motor that produces an unchanged 210kW and 400Nm.

This is nothing revolutionary in terms of the powertrain, though it’s nice it retains a rear-wheel drive-layout like the discontinued 4 Series Gran Coupe this car is based on.

BMW claims the i4 eDrive35 can do the 0-100km/h sprint in 6.0 seconds and the top speed is 190km/h.

The Tesla Model 3 Premium Long Range RWD is powered by a single permanent magnet synchronous electric motor producing a handy 235kW and in excess of 400Nm.

It sends drive to the rear wheels only via a single-speed, direct-drive automatic transmission. 

Kerb weight is 1747kg and Tesla claims 0-100km/h acceleration in a rapid 5.2 seconds.

The electric motor is fed by a 70kWh lithium-ion battery pack that allows for up to 448km of claimed range, according to ADR 81/02 testing.

This is 18km more than the pre-update car thanks to silicon carbide semiconductor components which are claimed to reduce energy consumption and increase range.

However, the Tesla Model 3 and Polestar 2 both still offer more range for less money.

BMW claims the i4 eDrive35 consumes an average of 16.3kWh/100km, according to ADR 81/02 testing. Over my 200km of urban testing I saw an average of 17.5kWh/100km, which isn’t fantastic as EVs are predominantly more efficient in the city.

Using my as-tested consumption, this means you have a theoretical range of 379km. That’s not great, though this range issue will be addressed with the forthcoming i3 electric sedan.

AC charging is available at rates up to 11kW, whereas DC fast-charging is offered at rates up to 180kW, allowing for a 10 to 80 per cent charge in 32 minutes.

Tesla claims a WLTP range of up to 750km for the Model 3 Premium Long Range RWD, the official EV term for which is… a lot. 

As mentioned earlier, at the time of the car’s local launch in October last year Tesla claimed it as the longest-range EV in Australia and at the time of writing nothing had arrived to change that.

Unlike the standard Model 3, which is powered by a CATL-sourced LFP battery, the Long Range RWD is fitted with a lighter, more energy dense NMC pack from LG with a total capacity of 82kWh (78kWh usable).

In terms of energy consumption, Tesla claims 12.5kWh/100km on the combined (urban/extra-urban) cycle and on test we experimented with liberal use of the accelerator pedal, higher than average freeway running and keeping the car constantly chilled during extremely hot weather, which resulted in an average of 15.7kWh/100km. 

Aside from that, more typical stop-start urban driving with occasional use of the ‘Chill’ (eco-focused) mode brings the number down to 13.1kWh/100km.

That’s an impressive performance, with even the upper test figure more than acceptable for a 1.75-tonne electric sedan.

Capable of accepting a 250kW fast charge, Tesla says the Model 3 Long Range RWD can take on 311km of range in 15 minutes, at that speed.

On a 150kW pylon we saw capacity go from 15-85 per cent (theoretically, 600km of range) in roughly 50min, although the charger fluctuated below peak output throughout.

BMW has positioned itself as creating vehicles that are the ‘ultimate driving machine’ for decades now and this i4 is no exception.

While it’s not an outright performance powerhouse, it doesn’t need to be in order to feel engaging to drive.

The rear-mounted electric motor produces a decent 210kW/400Nm and it’s enough to get moving in frenetic urban traffic with ease. You’ll rarely want any more out on the open road either as rolling acceleration is decent.

The regenerative braking system in this car feels natural and transitions to the friction brakes with no awkward lurching or inconsistencies.

I like how you can drive this car like a regular combustion car using both the accelerator and brake pedals, or with an extra flick of the gear selector you can activate one-pedal driving. During my loan I played around with both and didn’t have a favourite as both feel well tuned and easy to adapt to.

The steering is direct and on the lighter side, making the car feel agile and nimble on the move. However, in low-speed situations you realise the turning circle isn’t fantastic…

I appreciate that BMW opted for standard 18-inch alloy wheels that are paired with tyres that have chubby sidewalls as this keeps the ride from being harsh and jittery, especially over firmer bumps.

Don’t worry if 18 inches aren’t enough though, BMW offers alloy wheel options that go all the way up to 22 inches.

This is the type of car that suits a long-distance road trip as it’s such an easy and fun car to cruise around in. That's why it’s so unfortunate that the range limits how you can travel before recharges.

In terms of noise, vibration and harshness (NVH) in the cabin, the i4 is naturally quiet given it’s an EV. However, it feels like there’s extra insulation because even at high speeds tyre and wind noise are virtually nonexistent, creating a hushed and tranquil interior ambience.

So, surprise, surprise, the Tesla Model 3 Premium Long Range RWD is quiet. But it’s quiet, even in the context of other EVs in this part of the market.

That’s thanks in part to acoustic glass in the front, rear and side windows as well as the dual-pane glass roof and the Bridgestone Turanza T005 EV tyres (235/45x18) featuring ‘B-Silent’ technology. Corny, but it works.

A kerb weight under 1.8 tonnes is relatively lightweight for an EV of this size and the Model 3 RWD is quick with 0-100km/h acceleration in a fraction over five seconds. There’s always plenty of pulling power under your right foot. 

Suspension is double wishbone front, multi-link rear and ride comfort is respectable rather than exceptional. Smaller bumps and irregularities find their way into the cabin but never to an alarming degree.

Steering sits in the middle-of-the-road between tactile and wooden, which is par for the EV course, although it's accurate and pleasingly progressive. Body roll, even in enthusiastic cornering, is modest. 

The physical brakes are ventilated discs front and rear although they don’t come into play all that often because the Model 3’s regenerative braking system is so good. Single-pedal operation soon becomes the norm. 

Our test car’s optional ‘Full Self-Driving (Supervised)’ will set you back $10,100 as a one-off payment, or $149 per month and Tesla says when using it, “Under your supervision, your car will be able to drive itself almost anywhere with minimal driver intervention”.

We engaged it for a 30km trip through suburbia, across the Sydney Harbour Bridge and into the city’s inner south. 

A rainbow-coloured magic carpet in front of the car graphic on the nav map tells you the system is engaged and although things went smoothly at first we soon sliced a bit off the inner oncoming lane as we turned right at a T-intersection, which was alarming. 

The system also has a consistent tendency to stick to the far right-hand side of the lane, stay five to 10km/h under the signposted speed limit and it continued to operate without my hands on the wheel, although I kept them there for 99.9 per cent of the drive (which is tiring when you’re not doing the steering).

Having been squeezed to the point where we couldn’t merge safely into a particular arterial road the nav took us on what’s known in the trade as a wild goose chase that had to be nipped in the bud. If I hadn’t known my way around it could have been a huge waste of time and (vehicle) energy. As much a nav issue as an FSD one, but overall, let’s just say, I’m not convinced.

Under the heading of miscellaneous observations, I’m not a fan of the on-screen gear position slider in place of a physical control. It’s needlessly fussy, although its ability to automatically switch between D to R (and back) during slow-speed manoeuvres is helpful. 

The software behind the car’s multitude of functions is exceptionally good, as is the ability to swipe in the vicinity of the temp and audio volume screen sliders, rather than having to hit them bang on and the blind-spot camera view which pops up on the screen when indicating on either side is handy.

The Model 3 has a maximum five-star ANCAP rating from assessment in 2025, with outstanding scores across the independent body’s four key pillars: Adult Occupant Protection - 90 per cent, Child Occupant Protection - 95 per cent, Vulnerable Road User Protection - 89 per cent and Safety Assist - 88 per cent. Wow.

Active (crash avoidance) safety ticks a heap of boxes including AEB (operational from one to 150km/h with forward collision warning covering cars, cyclists, pedestrians and motorcycles) as well as rear AEB, lane keeping assist (car-to-car and car-to-motorcycle), lane departure warning, blind-spot monitoring, a 360-degree camera view, driver fatigue detection and more. None of them are overly intrusive in operation.

The airbag count runs to seven - front head and front side as well as full-length curtains, and a front centre bag to minimise head clash injuries between driver and co-pilot in a side collision. There’s also multi-collision brake (to reduce the chances of subsequent impacts after an initial crash).

For baby capsules or child seats there are three top-tether points across the second row with ISOFIX anchors on the two outer positions.

A super-impressive safety package that matches or betters anything in the category.

Worth noting our test car features Tesla’s ‘Full Self-Driving (Supervised)’ functionality which we’re positioning as a convenience feature rather than an outright safety factor. So, its performance is covered in the Driving section.

Like all electric BMWs, the i4 is covered by a five-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered for eight years or 160,000km.

A five-year warranty has been commonplace within the premium space for a few years now, whereas many mainstream brands have since moved up to seven years of coverage, or longer in some cases. It’s far from competitive.

Owners also receive three years of complimentary roadside assistance.

BMW offers a six-year pre-paid service package priced at $2420, which averages out to just over $400 per year.

From January 1, 2026 all new Teslas sold in Australia have been covered by a five-year, unlimited kilometre warranty (including roadside assistance for the duration), up from four years/80,000km, previously.

A big step forward, no doubt, but that just gets Tesla to a base, mainstream market level with a dozen brands now at seven years, several at eight and three at 10 years (conditional).

The drive battery is covered for eight years/192,000km, which is in line with the category norm. And a Body Rust Limited Warranty covers rust perforation for 12 years, unlimited kilometres, which is reassuring.

Tesla servicing is condition-based, so there’s no fixed schedule, with a summary on the car’s touchscreen providing a record of when vehicle maintenance was last carried out and prompts for when they should be performed next.

In the absence of a combustion powertrain the emphasis is on things like wheel rotation, balancing and alignment, brake fluid testing, air-con servicing, camera precision, radiator cleaning and high-voltage battery maintenance.

Theoretically, if a workshop visit is flagged in the car’s system, it could include actions like a ‘Vehicle Health Check’ ($270), ‘General Diagnosis’ (270 per hour), brake fluid flush ($240.80) and replacement of both cabin air filters ($106.60).

Things like air-con desiccant bag replacement ($89.18), tyre rotation ($81.00), a wheels check - if tyre wear is abnormal ($81) and a wheel alignment ($225) are also set inspection and service items. All prices exclusive of GST.

In the States, the brand provides a range of estimated annual service pricing of between US$257 - US$499 ($367-$712), based on data collected by car buying specialist CarEdge. The suggested service range is around 20,000km and the first five annual estimates are at US$300 ($430) or less.

Tesla has 25 stores in Australia, not surprisingly covering mainly urban and larger regional centres, including four each in Melbourne and Sydney, three in Canberra, two each in Adelaide, Brisbane and Perth as well as one in Hobart.