BMW I4 vs Volkswagen ID. Buzz

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.

The only way to make this car cooler would be to add a split fold-out windscreen and a tube steel luggage rack on the roof.

It’s fast, super practical, comfortable and guaranteed to put a smile on the face of premium family buyers ready to go for something different. And that smile will extend to just about everyone who lays eyes on it. I love it.

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

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 ID.Buzz GTX is characterised by a unique front bumper with new integrated daytime running lights near its outer edges and a narrower black honeycomb grille. 

GTX badging and the exterior mirror housings are finished in high-gloss black, and 21-inch alloy wheels are standard.

The rich ‘Cherry Red’ solid paint finish of the launch test car is exclusive to the GTX and it’s a fair bet many buyers will stump up the extra $4K required for a two-tone treatment, in this case with ‘Mono Silver’ as the highlight colour.

The interior is familiar ID.Buzz territory, with the long, broad dashtop pushing the windscreen and small front windows beside it into a quintessentially Kombi ‘bay window’-style design.

A 12-inch central multimedia screen sits proud of the multi-layered dash, and a slick 5.3-inch LCD instrument and car data display is fixed in front of the driver.

A black headliner dials up the sporty feel, the electric front seats are a GTX-specific design and the synthetic diamond pattern microfleece trim is highlighted by red contrast stitching and piping. 

The red cross-stitching extends to the steering wheel and smile-inducing stainless steel ‘play’ and ‘pause’ symbols on the accelerator and brake pedals are retained.

The sub-zero cool exterior design manages to merge with a more restrained and practical interior perfectly. VW has solid retro form with the ‘New Beetle’ from the 1990s and this primo ID.Buzz looks amazing. It drew an instant crowd of curious onlookers every time we stopped. 

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.

The ID.Buzz GTX is offered in shorter wheelbase variants with five- and six-seat configurations for other markets, but here it’s seven seats and long-wheelbase only.

At close to five metres long and just under two metres wide, it’s road-trip ready with heaps of breathing room for all seven occupants.

Placement of the gearshift on the right-hand side of the steering column frees up extra space in the front and there’s heaps of storage including a moveable (and removable) centre console unit between the front seats with pull-out drawers at either end, two trays in each door (the lower one offering room for multiple large bottles), a decent glove box and a fold-out dual cupholder unit.

There’s also an oddments shelf in front of the passenger, a wireless device charging slot in the dash and adjustable fold-down armrests on both sides of the front seats.

Pull the handle on the power-opening sliding side doors and the second row opens up with three seating positions offering hectares of room in all directions. 

This row can be moved 200mm longitudinally if a turf war erupts with those in the third row. And storage is great with two pockets and a fold out table on each front seatback as well as huge door bins with waste baskets included. There are also adjustable vents with temperature control in the roof.

There’s enough head and legroom for adults in the third row although the backrest is relatively upright. Even access is straightforward and there are numerous storage trays, cupholders, air vents and storage slots back there.

Power across the cabin runs to two USB-C ports in the dash, another in the front passenger area and four USB-C charging sockets in the rear.

Boot space increases from a handy 306 litres with all seats up to 1340 litres with the 50/50 split-folding third row down, and 2469L with it and the 60/40 split second row lowered. That’s plenty.

And that 1.6-tonne braked trailer towing capacity means a jet ski, even a mid-size camper trailer, is within hauling range.

The power tailgate is welcome and the rear of the boot’s load platform sits above two storage boxes. But you won’t find a spare of any description back there; a repair-inflator kit is your only option. So beware, a flat could really suck the air out of this mobile family room.

The new ID.Buzz GTX 4Motion is priced at $109,990, before on-road costs, which puts it in the same price zone as a diverse range of large, primo people haulers.

On price, it competes with three-row EVs like the Kia EV9, LDV Mifa 9, and if you stretch the price equation a little further, the Zeekr 009. But in terms of style and personality, this machine lives in a world of its own.

Maybe its VW California Beach sibling comes closest, however that van’s traditional turbo-diesel powertrain stands in stark contrast to the ID.Buzz’s pure-electric vibe.

Once you’ve crested the $100K mark, it’s fair to expect a healthy list of included features and the ID.Buzz GTX doesn’t disappoint.

Aside from the performance and safety tech we’ll get to shortly, the highlights include adaptive cruise control, auto LED matrix headlights, 13-speaker (plus sub-woofer) Harman Kardon audio with digital radio, wireless Android Auto and Apple CarPlay, three-zone climate control, a panoramic (dimmable) glass roof, 30-colour ambient lighting, power-adjustable heated front seats, heated (outer) rear seats and 21-inch alloy rims. 

There’s also a head-up display, a heated steering wheel, rain-sensing wipers, microfleece seat trim, keyless entry and start, electric side doors and tailgate (the latter with hands-free functionality), ‘Ask IDA’ voice control and dark tinted windows.

That’s a strong, class-competitive value equation. Metallic or pearl effect paint will set you back $1890, the two-tone treatment is $4090 and black 21-inch alloys add $380.

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 GTX is a twin-motor AWD, the front unit generating 80kW/134Nm and the rear 210kW/560Nm. Total output is 250kW/590Nm which boosts towing capacity from 1.0-tonne in the single-motor ID.Buzz to 1600kg.

A single-speed transmission sends drive primarily to the rear wheels to maximise efficiency, the dual-motor set-up able to direct power to the front axle as required during acceleration or to manage available traction.

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.

The ID.Buzz GTX’s 86kWh lithium-ion battery delivers a claimed (WLTP) range of 473km and the car uses a CCS Type 3 socket. VW includes a Mode 2 and Mode 3 cable as standard.

The claimed 10-80 per cent 200kW DC fast charge time is 26 minutes, while the same top-up takes nine hours at a maximum 11.0kW AC capacity.

Claimed energy consumption on the combined (urban/extra-urban) cycle is 20.2kWh/100km (WLTP) and over several hundred kilometres of mainly B-road and freeway running on the launch we saw an average of 24.5kWh/100km, which isn’t out of order given the type of driving involved.

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.

Despite the fact that it weighs in at around 2.8 tonnes (2780kg), Volkswagen Australia says this dual-motor ID.Buzz accelerates from 0-100km/h in 6.4 seconds and on to a 160km/h maximum velocity, if you dare. 

And there is always some serious oomph lurking under your right foot. Trundle along at 65km/h, pin the accelerator, and in roughly two blinks of an eye you’re doing 95km/h. 

Proportionally, this car is like a loaf of bread on wheels - about as high as it is wide. And on the windy launch drive we were buffeted a bit, the car moving sideways slightly when hit with a gust. But overall, it remains stable despite its proportions. That said, some wind noise comes over the bluff nose on the freeway, but never to an alarming degree. 

The ID. Buzz rides on VW’s Modular Electric Drive (MEB) platform and there’s been past criticism of the short-wheelbase versions' ride quality, but there are no such issues here.

Suspension is by struts at the front and semi-trailing arms at the rear and this GTX has had a suspension retune with particular attention paid to key components, including the dampers.

On rural roads that have seen better days, dotted with potholes, bumps and thumps, a combination of that suspension retune and the longer wheelbase helped the GTX handle it well. 

There are five drive modes with Comfort the default. Eco smooths out acceleration, tapers the climate control and reduces overall power, while Sport dials up the powertrain, suspension and steering. Traction optimises the AWD system for loose or slippery surfaces and Individual allows you to cherry pick various attributes for a custom set-up.

Steering is progressive rate and you can feel it loading up nicely as you head into a corner. Not the last word in terms of road feel, but the car points accurately and turn-in is nice and progressive.

At the same time you’ve got the electric motors constantly shuffling drive between the front and rear axles, helping you out if you decide to explore the car’s sporty nature and have a crack in the corners.

Tyres are Hankook Ventus S1 Evo3 EV specials (235/45 fr - 265/40 rr) and in long, sweeping bends, taken at pretty decent speed, they grip hard. Even on coarse-chip B-road surfaces there’s a bit of rumble but it’s far from a roar.

Braking is by large (358mm) ventilated discs in the front and, believe it or not, drums at the back. A well-designed, modern drum brake can work effectively and the regenerative braking in an EV like this is a big factor in terms of washing off speed.

In terms of lower speed manoeuvres, you’ve got a 360-degree camera view as well as a reversing camera and front and rear parking sensors. If you really need some help, Park Assist Plus will get the job done for you.

In terms of ergonomics, we spent hours behind the wheel and the front seats remained comfortable and supportive in terms of lateral grip.

Speaking of grip, the steering wheel is nice to hold. And the cool little 5.3-inch instrument and car data display is clear as a bell, and the large 12-inch media screen is easy to use and working through the different screens is largely intuitive.

The current ID. Buzz range hasn’t been assessed by ANCAP although its sister organisation, Euro NCAP, awarded it a maximum five-star rating in 2022.

As you’d expect, a full suite of driver-assistance tech is onboard including highway-speed AEB with pedestrian and cyclist monitoring, adaptive cruise, lane-keeping assist, lane-change assist, blind-spot monitoring, rear cross-traffic alert, driver fatigue monitoring and tyre pressure monitoring.  

There’s also a 360-degree view and reversing camera, plus Park Distance Control incorporating front and rear proximity sensors.

The airbag count runs to seven - front, front side, curtains covering the second and third rows, as well as a front centre bag. And multi-collision brake minimises the chances of subsequent impacts after an initial crash

There are five top tethers for child restraints; three across the second row and two in the back row, with four ISOFIX anchors across both rows.

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 ID.Buzz GTX is covered by Volkswagen Australia’s five-year/unlimited-km warranty with two years’ roadside assistance included. On top of that, there’s an eight-year/160,000km warranty on the drive battery.

That general warranty is in line with the mainstream market, although it’s worth noting an increasing number are stepping up to longer terms, including 10 years.  

There’s a 12-year corrosion perforation warranty and keep servicing with an authorised VW dealer and that roadside assistance support will be rolled over for another two years each time.

The recommended maintenance interval is two years/30,000km. Standard scheduled service pricing is $687 for each of the first five workshop visits, while pre-paid plans covering six, eight or 10 years represent savings of between 30 and 35 per cent on that figure, which is pretty handy.