VW invited Electrek to visit their Chattanooga factory to see the new AWD ID.4, which increases the electric SUV's horsepower from around 200 to 300 with a front-wheel-drive motor. Even better, North American versions of the car will be made locally next year at the huge Volkswagen factory in Chattanooga, Tennessee, which we saw...
Last year, I had a few days to look at the RWD 200 horsepower ID.4 in March, just before a blizzard, and found it to be a good car, but not for my steep, unplowed driveway in a winter. For me, the most important lesson was that this was an EV that anyone could get into and drive right away. There are no unusual doors like the Mach-E, and no spartan cabin like the Tesla Model Y. Simply put, it's a fantastic car for ICE converts who don't necessarily read electric car websites on a regular basis.
My complaints, on the other hand, were divided into a few categories...
- AWD isn't available.
- Power that is mediocre
- Software in the centre stack is slow and buggy.
- There is no charging via Plug and Charge.
The AWD ID.4 is essentially equal on the outside and inside. There's no frunk to make way for the extra motor, and it looks just like the original RWD cars save for the AWD logo on the sides and 0.6-inch more ground clearance. Oh, and the VW logo on the front lights, which isn't true for all RWD models or in Europe.
Because the electric drive train is silent, it easily performs VW's two main ICE competitors, the Toyota RAV 4 and Honda CR-V. I can't picture somebody taking these three autos for a test drive and then leaving without the ID. On driving alone, 4 was in a distant first place. In additional, it offers a 36.4-foot turning radius.
ID.4 off-road?
We were happy enough that a glitch in the car's native navigation system brought us to a dirt road in the Chattanooga mountains, where we were able to put the suspension and all-wheel drive to the test.
I'm happy to report that it went very smoothly. I'm not sure if it was the large 20-inch wheels or the suspension, but this is a road I wouldn't have felt safe driving in my Model Y on, at least at high speeds.
While we weren't able to put the ID.4's towing capacity to the test, it's rated for 2700 pounds and came complete with a tow hitch.
Over-the-air updates for ID.4 are needed!
The native navigation issue was just one of many irritating centre stack issues that are a pain in this car's side. On the plus side, once you're in CarPlay or Android Auto, all of the problems disappear. CarPlay or Android Auto is nearly always preferred over the vehicle's native navigation and entertainment systems by the majority of people I know. It's quite simple to get into CarPlay and stay there, thanks to wireless CarPlay and USB-C and wireless charging choices.
VW says it will continue to update the centre stack over the air to make it faster and more dependable, but it's been about a year since launch, and I believe we're definitely behind. The navigation system, which I believe is powered by Nokia's Here Maps, seemed to want to transport us to the world of Deliverance.
When it comes to lagging OTAs, the Plug and Charge standard for EV charging is the gold standard and something that every EV engineer should have on their to-do list. The Ford Mustang Mach-E and VW's sister brand, the Porsche Taycan, can simply plug into an Electrify America station (as can all Teslas at their own proprietary stations). VW presently requires the use of an app or an RFID transaction.
We asked again this time, as we did in the winter, when Plug and Charge will be available, and we were advised that feature would be in an upcoming OTA.
Volkswagen USA has more questions.
VW made it possible. I had the opportunity to ask US CEO Scott Keogh, Product Manager of EVs Jeffrey Lear, and Dustin Krause, former Tesla executive and VW e-Mobility Director, and I was able to do so.
When should I plug in and charge?
Jeff: It's a high priority for us, but getting the ID.4 and now the AWD ID.4 out the door was clearly our top priority. We've completed that, and now we're working on the details. We're even working on bi-directional charging for future models, but nothing to share today.
What are your thoughts on the new Democratic government law that says that automakers with unions will receive larger subsidies on EVs than those without, such as VW, Tesla, Nissan, and others?
Scott: Why should workers in Detroit be given preference over those in Tennessee? We don't think it's fair, and we want to work to make the playing field more even.
Who decided not to put the ID.3 to the United States, and why? Are the Golf and GTI still popular in the United States?
Scott: The decision was taken in cooperation with the US team and German HQ, with the goal of releasing the ID.4 with the wood behind it. In the United States, the trend was toward larger cars and SUVs (not to mention Europe and China that are seeing the same trend). Indeed, we believe that the ID.4 will outsell the ID.3 in Europe.
Would you have made a different decision if you had known that Chevy Bolt sales would *fall out of the sky*?
No, Scott.
What can we expect from VW in terms of electrification in the United States?
Dustin: The return of the classic Microbus in the ID is next for the US. The form factor that creates buzz. This will be a 7-8-seat transporter that will be available in late 2023 or early 2024. This will be three rows long and even [6'3′′?] Because the front row is closer to the front of the car than in SUVs, adults like myself can easily fit in the back row. Then there's the car from our presentation that looks like a sedan.
The Factory is a business that produces goods.
VW also welcomed us to tour the facility and see the battery assembly line, where they will pack cells from SK Innovation in Georgia. The final assembly takes place outside of Chattanooga, at a vast factory complex close to the city. It's a sight to behold, and the photos I was allowed to take (many areas, including battery assembly, were off-limits) don't do it justice:
0 Comments