Volkswagen is launching its electric offensive in style. The new purely electric Volkswagen ID.4 is already the second model we are testing, built on the new MEB concern platform, developed from the beginning for electric cars. In contrast to the smaller ID.3, intended mainly for the European market, ID.4 is a global model. Volkswagen thus comes with a car that is a full-fledged replacement for a family vehicle and will provide sufficient range, fast charging and plenty of space for the crew and luggage. Thanks to these features, it can also be a very interesting choice for taxi services, which will finally be provided by a large-capacity electric car, which has been lacking on the market so far.
The great advantage of the new MEB platform is its modularity, which allows you to easily create several variants within one model with different battery sizes, rear-wheel drive or 4 × 4, different DC charging and AC charging powers. It comes with two battery versions with a usable capacity of 52 or 77 kWh. In addition to the introductory versions ID.4 1.st and ID.4 1.st Max, there are another 9 preconfigured versions with rear drive, two more GTX versions with 4 × 4 drive are to arrive during the year. With a smaller battery, it will be possible to get a 109 or 125 kW motor, a 50 or 100 kW DC charge and a 7.2 kW single-phase AC charger, depending on the version. The larger, 77 kWh battery is combined with DC charging with an output of 125 kW, a three-phase AC charger with an output of 11 kW and an electric motor with an output of 150 kW.
Volkswagen ID.4 is a compact SUV with electric drive. In our tested version ID.4 1.st it is equipped with a larger version of the battery with a usable capacity of 77 kW (total capacity 82 kWh). An electric motor with an output of 150 kW and a maximum torque of 310 Nm drives the rear wheels. Acceleration from 0 to 100 km / h is reached in 8.5 seconds, the maximum speed is limited to 160 km / h and in this version the range is 522 km according to WLTP. The charging equipment in our version offers DC charging with an output of 125 kW and a built-in three-phase AC charger with an output of 11 kW. Thanks to the increased ground clearance of up to 21 cm, it allows driving even on unpaved roads. Personally, it was a bit disappointing for me that we got a version with lower equipment for the test, which lacks several technological tweaks that ID.4 comes with, such as HUD with augmented reality, 3D LED lights at the back or matrix LED headlights. However, we could usually see these elements during the test of the smaller ID.3 1.st Max brother, and in the end it was interesting to see what all got into the basic equipment.
It is very gratifying that you will also find all the essential systems important for driving safety in this version. There is no predictive adaptive cruise control with automatic gearshift, lane keeping, even if only in the basic version, and an intelligent recuperation system. This is very important here, because ID.4 does not have manual recuperation control, you can only turn on increased recuperation by including mode B. In the tested version, there was also only a smaller 10 “display of the multimedia system. It has a high resolution and performs its role very well. The multimedia headlights and vehicle functions are touch-sensitive.Some functions can be controlled by voice.The headlights are in the case of the tested vehicle LED with full automation.The rear LED headlights are in our version simple, connected by a light strip and entrusted with LED technology.Due to the family purpose of the vehicle are ID4 can be towed by a trailer weighing 750 to 1200 kg, which is far from standard on electric cars, but the towing device can only be ordered when purchased, then the roof rails are available to secure the transport box and you can even have a retractable towbar. Comfort is also provided by the optional heat pump, which is standard on the Max standard I recommend not to save money, the heat pump in the winter significantly affects the consumption and thus, of course, the range.
As I mentioned, Volkswagen relied on touch controls and the only mechanical elements in the cab are the levers under the steering wheel and the driving mode selector located on the right side of the instrument panel. It consists of a 5.4 “display that shows basic information about driving, navigation and assistance systems. The instrument panel and mode selector are connected to the steering wheel, so they can be adjusted with it. Below the 10” multimedia display, the touch grooves are divided into three sections. , extreme controls the interior temperature and heated seats, medium volume or two-finger zooming of the map. Due to the fact that the surfaces are shaped into a groove, they are well controlled. It’s a pity that they are not illuminated and you find it harder to feel at night. Below are five touch buttons to enter the menu for controlling parking cameras, air conditioning, assistants and driving modes. In the middle is the warning light button. Touch or touch-mechanical buttons are also on the steering wheel. To the left under the steering wheel is a touch panel for light control and glass heating. The lights work in full automation, but can also be controlled manually. There is a window and mirror control panel on the door. The windows have only two switches, if you want to control the rear, you have to turn on the touch button REAR.
The multimedia system is also equipped with navigation. When planning a route, it automatically marks the charging stations along the route on which it recommends charging, even with the planned stop time, which is included in the travel time. It prefers ultra-fast charging stations, if available. If the built-in navigation does not suit you, you can use Android Auto. I have to praise that the system works wirelessly, so after pairing the phone via bluetooth, it will automatically offer you cooperation with Android Auto. The advantage of the system is that in addition to Google Maps, it also allows the use of other navigation systems such as Waze or, most recently, Sygic. In addition, all the mentioned systems worked very reliably and without problems. This gives you a choice of a variety of services and ways to play content and display information in other applications.
As I mentioned in the introduction, despite the fact that it is a lower equipment, safety was not spared. Predictive adaptive cruise control uses sensors and a database to control the speed so that there is no rapid entry into bends or junctions, or on sections with speed limits. It takes over speeds automatically, so except for intersections where you have to give priority, it can handle virtually the entire route without intervention. If the adaptive cruise control is not switched on, the intelligent recuperation system works, which analyzes the situation in front of you according to the conditions, the profile of the track or the vehicle in front of you and controls the recuperation so that the ride is as efficient as possible. If it is advantageous, it also includes a sailing mode, i.e. with recuperation disabled, so that the vehicle has as little resistance as possible. The lane keeping system was a simpler version in our equipment, so it only intervenes when approaching the guide line, but does not drive the vehicle itself. The car was also equipped with an obstacle detection system with automatic braking or blind spot monitoring. In this context, I also appreciate the very good view from the driver’s seat, so the blind spots are not as large as with some other models. The lower equipment, of course, has the most effect on the comfort elements, so the adjustment of the seats is only manual, as well as the opening of the fifth door, and you won’t find keyless access here. On the other hand, the vehicle’s automatic switching on and off remains, so after getting on and off, all you have to do is apply the brake, change direction and you can start. At the end of the journey, press P, which also applies the automatic parking brake and everything is switched off when exiting. Perhaps a bit of a rarity is that the ID.4 has drum brakes on the rear wheels. But you don’t have to worry, the car still brakes very well. Since the engine is on the rear axle, most of the braking effect is provided by recuperation and the drum brake only complements it appropriately. In addition, the manufacturer relied on experience with the style of using electric cars. Much of the braking takes place by recuperation and the mechanical brakes get the word out significantly less than in ordinary cars. If the vehicle is parked outside, the wheels often corrode. Drum brakes with their more closed design are less prone to corrosion. Many potential users often point to the rear-wheel drive and are concerned about using it on slippery surfaces in winter. In this respect, we were able to see, as before with ID.3, that the drive system is well developed and safe thanks to the possibility of very fine regulation of the electric motor. Getting the car into a skid or some extreme situation is quite difficult and you really have to try very hard. During the rides, we didn’t even realize we had rear wheel drive. At the same time, we had the opportunity to drive on a partially snowy road or on a slippery muddy surface.
With its ID.4, Volkswagen brings a new category of electric cars at this price level, which are able to fully replace the family combustion vehicle with range, driving characteristics and spaciousness. It will also be a very interesting choice for taxi drivers, where such vehicles have been lacking so far. During the test, we drove more than 1500 km with a total consumption of 20 kWh / 100 km. We used partly heating and about 40% of the rides were highways, so this is a very decent consumption. In tests within the city and districts without the use of heating, consumption was around 14.8 – 15.2 kWh / 100 km, so achieving a range of over 500 km is quite realistic. In our testing within 40% of the highway and with heating, the range was still around an excellent 360 km when fully charged. Charging from 5 to 80% took us 48 minutes, while we charged 60.6 kWh and the maximum charging power reached 126 kW. These are very good parameters.
• Consumption in the test (kWh / 100 km): 14.8-20.0
• Range in the test (km): 360-490
• AC charging power on 11 kW 3f charger (kW): 11
• AC charging power on 22 kW 3f charger (kW): 11
• Max. DC charging power, charger 50 kW (kW): 49
• Charging time 10-80% (min): 71
• Max. DC charging power UFC charger 350 kW (kW): 126
• Charging time 10-80% (min): 35
• Battery capacity 82 kWh (usable 77 kWh), driven rear axle, engine power 150 kW, 310 Nm, DC charging max. 125 kW, AC 11 kW 3f, CCS socket, acceleration from 0 to 100 km / h 8.5 s, max. speed 160 km / h, range WLTP 360 – 520 km
+ Range, space in the cabin and in the trunk, charging options, driving characteristics
– Incomplete infotainment for electric car
Price from 31 990 EUR, test vehicle: 46 120 EUR
Source: Nextech by www.nextech.sk.
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