Road test | Volkswagen ID.4: the people’s (electric) vehicle

How to make all-electric alluring for customers who don’t have a real interest in the thing? While manufacturers will gradually face a barrage of regulations to stimulate the electric supply, the question is proving fundamental and is forcing them to completely rethink their approach. At Volkswagen, the ID.4 seeks to respond with its compact SUV physique, a popular segment. But what is it really?

Charles Rene
The Press

Design

Stretching over 4.6 m, the Volkswagen ID.4 is slightly shorter than a Volkswagen Tiguan, confirming the positioning at the heart of its very popular segment. Carved by the wind to offer the least resistance, it has a rather organic posture with curved lines predominating. The top of the beltline, which lowers in relation to the front fender and then rises towards the rear, reflects this. Like modern electric vehicles, its face has little opening, an advantage of the simpler thermal management of these electric motors. In the evening, the manufacturer’s logo lights up higher, surmounted by a line of diodes that links the two headlights, a visual element that sets this ID.4 apart. The rear takes up this idea of ​​continuity with a block of lights that runs the width of the vehicle. There is nothing revolutionary overall, but we perceive a desire for well-balanced modernity and refinement.

On board

The passenger compartment is entered by means of fixed door handles which are operated from below. It’s a bit confusing, but you get used to it. The futuristic theme is well anchored, but without excess. The idea here is to have the most refined configuration possible by hunting down physical keys, which requires integrating many controls into the infotainment system. We will come back to this last point, but it is impossible not to have a critical look at this decision. The complexity of tasks that one could consider as usual is increased tenfold, if only to adjust the temperature in the cabin, and the responsiveness of the touch keys is not constant. That said, when you look at the physical space offered by this cabin, it’s rather exceptional. Front legroom, enhanced by the absence of a large center console, is unequaled among gas-powered competitors. Ditto in the rear, due to the fact that the battery is placed under the floor.

Under the hood

Volkswagen offers here two mechanical arrangements according to a formula now established in the world of modern electric vehicles. The standard livery has 201 hp produced by a single electric motor. The optional, all-wheel drive, gains 94 hp, for 295 hp, a gain provided by an additional engine placed on the front axle. This last variant confirms a good speed in the test, but cannot really match the Hyundai Ioniq 5 with all-wheel drive of 320 hp. A little over half a second separates the two in the 0-100 km/h stopwatch, according to the figures given by the manufacturers (5.8 s compared to 5.1 s). An 82 kWh battery acts as an energy reserve, providing 394 km of theoretical autonomy for this twin-engine livery. It’s 355 km which was displayed at full load in spring conditions, and the energy consumption was around 23.6 kWh/100 km, which is acceptable for the size, but a little less well than the Korean competitor. .

Behind the wheel

No need to press a button to turn on the ID.4. Just have the key in your pocket and rotate a sort of horizontal lever placed to the right of the instrumentation block. The vehicle then activates, emitting a slight flicker halfway between a starting jet engine and a subway. Based on a modular electric chassis (MEB), it receives a traditional combination with regard to its suspension: struts at the front and a multi-link configuration at the rear. Its low center of gravity ensures good cornering, but the safety stands intervene very quickly to pinch the discs and constantly straighten the vehicle. The behavior is therefore very neutral and devoid of flavor, which is consistent with its family mission. The steering, a little heavy, does not present any obvious gaps and guides this ID.4 well. The braking, for its part, lacks a bit of progressiveness and the adjustment of the regenerative system is not possible, a weak point.

Embedded technologies

Result of a reform also introduced in the new Golf GTI and R, the infotainment system impresses in the foreword with its large 12-inch screen (10-inch standard) of very good definition and well placed. However, we become disillusioned quite quickly. It very often goes numb when an icon is pressed. When you try to change the menu by making a horizontal line with your finger, its limited means greatly slow down navigation. Add to that a non-illuminated touch bar to adjust the temperature and sound volume. Unlike the Golfs, this ID.4 has a very basic instrumentation block, which also limits the information that can be obtained outside of this system. Another source of frustration: all active safety elements are reactivated on each restart and there are no buttons for quick access to the traction control/stability control system. Finally, the sound of the audio system is fundamentally unpleasant as it lacks texture.

The verdict

We must obviously welcome the arrival of Volkswagen in the integral electric. The German giant remains a striking force of exceptional eloquence when it makes use of its numerous engineers and its manufacturing power. The fact remains that this ID.4 gives the impression of a product that is not entirely up to date. Its soundproofing could probably be better, as could the assembly, which leaked creaks from the glass roof during the test. There is also, and above all, the infotainment system, which demands far too much attention when driving. However, the basics are solid. The interior gratifies us with a modern and refined presentation. It is also very spacious, taking advantage of the technical advantages of an electric platform. Its ride is balanced and comfort makes the highway its natural habitat. In short, there is good and bad here, which puts it in the middle of an increasingly crowded pack.