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Volkswagen ID.3, first test

2020-08-03T15:58:52.987Z


TEST - With the compact sedan ID.3, the German group is finally ready to take up the challenge of the zero emission car.


You don't have to believe it. The Volkswagen Group plans to sell at least 26 million electric vehicles by the end of this decade, building on an offensive of 75 models spread across its various brands. It has invested 33 billion euros in this vast electromobility program which should enable it to restore its reputation damaged by the dieselgate scandal. Following the example of what had been done for models with thermal engines, most of the volumes will be provided by vehicles developed around a dedicated modular platform - MEB. Even Ford has decided to use this structure for some of its zero-emission models.

The template is similar to that of a Golf; the habitability of a Passat. Ingo Barenschee

Flag bearer of this strategy, the Volkswagen ID.3 is finally reaching the end of its hood after a few months of delay attributable as much to the health crisis as to a new electrical architecture difficult to develop. This is how the first ID.3s delivered to customers in September - the First Edition versions with a 58 kWh battery - are deprived of the augmented reality head-up display and the “Connect App” system ensuring the connection of smartphones ( Apple and Android). Pending the update scheduled for early 2021, to pass the pill, the manufacturer has offered three months of rent and € 600 of recharge.

The large rear spoiler does not contribute to the fluidity of the line. VW

With the ID.3, VW wants to initiate its third cultural revolution after those created by the Beetle and then the Golf. From the concept ID of the Paris Motor Show 2016, we find an air of Golf and the general silhouette typed minivan with a large windshield and windows but the volumes have lost fluidity, especially at the rear decked out with a huge bezel cap. This does not preclude claiming an aerodynamic CX of 0.27. Like the first Beetle, the ID.3 dispenses with the radiator grille. One way to highlight the installation of the synchronous electric motor on the rear axle. It is one of the benefits of electric propulsion to offer more freedom in terms of architecture than a thermal car.

The ID.3 revolutionizes the usual canons with a minimalist atmosphere. Ingo Barenschee

While the length and width are similar to that of a Golf, the wheelbase (2,765 mm) is that of a Passat Variant. This is true with a rear space as generous as that of a road. Only the central square, despite the absence of a transmission tunnel, is not welcoming. As for the trunk, it approaches that of a Golf with a volume varying from 385 to 1,267 liters, rear seat folded down. In the front seats, the atmosphere is much more refined than on board a Golf. The instrumentation is based on a 5.3-inch digital screen attached to the steering wheel and housed to its right, as on the BMW i3, the rotary control gear lever.

The central 10-inch touchscreen can receive an optional white shell. Hardy Mutschler / Volkswagen AG

In the middle of the board sits the driver-oriented 10-inch infotainment tablet whose menu has eight entries. The navigation is very easy and we will appreciate the icon of access to driving aids which allows, for example, to deactivate the assistant in the really very intrusive lane. The ergonomics could be more neat: the tactile buttons on the steering wheel allowing to personalize the screen but also to increase the sound volume of the radio are not very pleasant; for four electric windows, for reasons of economy, are based on an inverter. The presentation is a bit Lego and the color harmonies are not always very tasteful, especially with the orange finish. We may also regret that the designers did not choose more dapper shades.

The rotary knob on the right side of the 5.3-inch screen manages the transmission. Hardy Mutschler / Volkswagen AG

Apart from the hardly refined turquoise blue, the five other exterior colors are, like the park, monotonous. The optional white screen covers really give the impression of returning to the world of smartphones. A sign that we have switched to the next world, the led optics blink when we approach the ID.3 with the key in the pocket and the ID Light system, a luminous band at the windshield base, assists the driver. It signals that the car is ready to start, warns of an imminent change of direction or of a danger. Next year, the augmented reality head-up display will also contribute to safety by projecting 3D information onto the windshield. It's not yet autonomous driving but the ID.3 takes a further step towards assisted driving.

The ID.3 pays particular attention to the silence on board. Ingo Barenschee

We do not sulk our pleasure. Like all electric vehicles, the ID.3 moves silently and responds tit for tat to the slightest pressure on the accelerator. The compact VW tears off the asphalt as quickly as a large scooter and fits as easily as a large saloon on the autobahn between Hanover and Wolfsburg thanks to its 204 hp and 310 Nm. km / h are reached in 7.3 seconds; the top speed of 160 km / h in about twenty 20 seconds. The times are also far from being ridiculous: 5 seconds from 50 to 100 km / h or 80 to 120 km / h. The highway highlights the soundproofing and really neat air noises. A detour via the secondary network confirms the excellent provisions of ID.3. Of course, the dynamism must deal with a weight of 1.8 tons but the installation of the batteries under the floor compensates for being overweight by lowering the center of gravity to a level hitherto unknown for a compact sedan. Sitting almost as high as in a Golf Sportsvan, you can savor the performance of this new kind of vehicle. To be checked during a future test on French roads, the damping appeared to us to be firm and subject to impact on degraded roads. Autonomy remains, the sinews of war of an electric vehicle. With the 58 kWh battery, VW announces 418 to 426 km, depending on the five versions of a somewhat complex range starting at € 37,990 excluding bonus (ID.3 Life) and going up to € 49,990 with the 1st Max version. To drop below € 30,000 with the bonus, we will have to wait for a future version of 107 kW (145 hp). If with the large 77 kWh battery marketed next year (€ 48,990), VW claims a range of 549 km, with the 58 kWh battery, the on-board computer indicated 340 km of range at the start of the test. After 64 km of a route alternating track limited to 100 km / h and built-up area, it showed a consumption of 13.2 kWh / 100 km. For 1000 km, it increased to 17.9 kWh / 100 km, which seems much more plausible. It is possible to restore the battery capacity in 32 hours on a domestic socket, 5 hours on a public terminal or 80% in 30 minutes on a 100 kW fast terminal. Note that the heat pump, which reduces the consumption of on-board equipment, is optional (€ 1,250). Switching to the charging station can be delayed by activating mode B on the gear selector. It does not dispense with having to use the brake pedal to stop but offers a deceleration of 0.3 G, contributing to a peaceful driving. How often in the case of an electric vehicle, the differences in consistency of the brake pedal do not facilitate the dosage.

Our opinion

Despite a delay in ignition due to electronic bugs in the process of being resolved, Volkswagen has not missed its entry into the world of tomorrow. The first contact at the wheel of the model that inaugurates the MEB platform and the ID family is exciting. Too bad the range lacks simplicity, the price is high and the fast charging network is still in its infancy because the ID.3 has all the qualities to become the main vehicle for households.

Source: lefigaro

All news articles on 2020-08-03

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