The Pro trim level is offered on the new Volkswagen ID.4, Volkswagen’s 100 percent electric SUV. A finish for a 77-kilowatt-hour battery. It has a fascinating link between pricing and equipment. Is it the range’s most well-balanced version? Discover all of the keys to it.
With the ID family of completely electric vehicles, Volkswagen‘s electric push has reached new heights. The new Volkswagen ID.4, a highly fascinating small SUV, has swiftly established itself as one of the German manufacturer’s flagships in the European market. It is one of the best-selling electric cars so far this year. It sold 41,270 units from January to October.
Volkswagen is committed to increasing ID.4 sales as much as possible and has been expanding the product line to do so. In this case, the quantity of finishes and engines is critical.
The Volkswagen ID.4 Pro, with a 77 kWh battery and a 128 kW (174 hp) motor, is positioned as one of the most intriguing models in the lineup.
The Volkswagen ID.4 Pro’s equipment
One of the secrets of the ID.4 Pro is the connection between equipment and pricing. We’ve compiled a list of the Volkswagen electric SUV’s most impressive basic features.
The Volkswagen ID.4 Pro’s autonomy
Two engines are available in the ID.4 Pro configuration. The most basic is positioned as a very appealing alternative owing to the vehicle’s advantages. It has a power output of 128 kW (177 horsepower). According to the WLTP cycle, it has a range of 511 kilometers. The Pro Performance model is a step forward, with a power output of 150 kW (204 hp) and a range of 514 kilometers.
After a lengthy wait, it’s time to get behind the wheel of the Volkswagen ID.4, a revolutionary vehicle. The ID.3’s big brother and the second model in the new family that will shape the company’s future.
It’s not the first time I’ve said something like this, but it’s true. The ID family is the one that will propel Volkswagen forward. Electrics are the focus of Germany’s whole product strategy. The Volkswagen ID.3 was the first to arrive, followed by the Volkswagen ID.4 according to the laws of mathematics. I met him while standing months ago, and now it’s time to go behind the wheel.
First and foremost, in case you’re wondering, the initials ID have no meaning. Many have suggested that the letters stand for Intelligent Drive, however Volkswagen has already said that the initials were not picked for that purpose. Which one is it? Well, I’m not sure, but it’s not something that should be questioned or debated. ID may also refer to a brand’s new identity once it has been relaunched following one of the industry’s most prominent scandals.
Volkswagen is looking for atonement, and it’s doing so with the help of electric technology. The Volkswagen ID.4 is not tasked with leading the market like the ID.3, but it is without a doubt the year’s most significant debut. But it isn’t the only one.
The electric family will grow in size as the months and years pass, eventually reaching 75 models by 2029. A extremely hazardous venture, because the automobile landscape must shift dramatically.
As I mentioned before, I got the pleasure to meet the Volkswagen ID.4 for the first time a few months ago. My attention was drawn to the size at first. It’s not a compact; it’s a saloon, and it’s rather large. The Germans want to call it an SUV because it’s fashionable, but the best way to describe it is as a crossover. A slightly elevated saloon (16 cm) with characteristic SUV black plastics.
4.58 m in length, 1.85 m in width, and 1.61 m in height A wheelbase of 2.77 meters must be added to these exterior measurements.
To give you an idea, this axle separation is nearly identical to what we see in a Volkswagen Passat or a Volkswagen Tiguan Allspace, and in both situations, we’re talking about bigger automobiles, with the saloon being up to 20 cm larger. One of the benefits of an electric vehicle and a platform created specifically for them. The MEB architecture, as it’s known.
Although there is nothing mentioned in terms of design, I would not describe the ID.4 as a lovely automobile. Yes, it’s unique, but it’s not that attractive. Of course, he adheres to the range’s complete design concept, which is the same as his younger brother’s and which we will see in the next years. True, it’s not horrible, but it’s more made to draw notice than to be very attractive. People obviously notice it and comment on it, but the fact that it is new has a greater impact. It might be a lot worse, like the Volkswagen ID.6.
The ID.4 is fairly large inside the doors, as predicted. The large wheelbase enables for a comfortable journey for up to five people.
Although the centre square is narrower and three children’s chairs do not fit, the entirely level floor makes it more habitable. In terms of cargo volume, the second row of seats may be folded down to provide 543 liters of lowest capacity and 1,575 liters of maximum capacity. The absence of a front trunk is the punishment. For storing charging wires, this is a great solution.
Electricity is now regarded as a technological paradigm. To be regarded a decent battery-powered car, you must fulfill a number of criteria, the most important of which is to outfit the cabin with displays. The Volkswagen ID.4 always has two digital panels: one for the instrument panel and one for the multimedia system’s main axis. The instrumentation features a 5.3-inch display with an easy-to-read system, although customization options are limited.
The multimedia system’s primary screen is available in two sizes: 10 inches for lesser finishes and 12 inches for better finishes. It broadcasts in high quality. It can be seen clearly regardless of whether the light is turned on or not, albeit the issue stems from the system’s speed and very intricate operation.
I say unusual because Volkswagen usually makes things extremely simple and straightforward, which is not the case this time.
The infotainment system is extremely close to what we see in Volkswagen’s most current vehicles, such as the Volkswagen Golf and Tiguan. There are too many menus, all of which are displayed in an illogical manner, and there are too many interactions to modify any function. For instance, while using air conditioning or navigation, you may find yourself spending more time than required with your hand on the screen rather than on the driving wheel, which is where it should be. It does not appeal to me at all, and I believe it should be improved.
However, when it comes to equipment, the fact is that they can’t be hit with anything. The ID.4’s equipment is organized into six tiers, ranging from the lowest to the highest endowment: City, Style, Pro, Life, Business, and Max. Based on the client’s demands or budget, an amplitude that raises or decreases the technical functionalities. There are several features to emphasize, some of which serve as active safety functions. Level 2 autonomous driving with state-of-the-art driving aids.
Sunroof, LED matrix headlights, rear camera, Head-Up Display, the aforementioned displays, connection for Android Auto and Apple CarPlay, voice control through Alexa, ambient lighting, access and keyless start, and much more are among the many features to highlight.
It’s also worth mentioning a three-zone air conditioning system that may be heated or cooled for an additional 1,275 euros (standard on the highest finishes).
The cabin, like the outside, is not in love. It lacks the flashiness of other electrics, which is partly due to the lower-than-expected quality. The ID.3’s interior disappointed me because of the excessive usage of harsh plastics. I was expecting the ID.4 would help with that, and it does, but not nearly as much as I had hoped. Hard plastic is once again the most extensively used component; certain surfaces are covered with a soft substance, and it is better both, but it cannot be compared to a Passat, for example. And we’re talking about a car with a basic price of 10,000 euros more.
Because one of the electrical issues is documented in the purchase invoice that they demand from us. The Volkswagen ID.4 has a starting price of 35,870 euros, which does not include any discounts, promotions, or government subsidies. An ID.4 with a Pure finish, 149 horsepower access mechanics, and a true 52 kWh battery costs that much. The most costly is the 204-horsepower ID.4 1st Max, which also has the biggest battery, with a true capacity of 77 kWh. At such costs, it’s only natural to include the charger. Thank goodness, the government just approved the MOVES III Plan, which contains critical buying assistance.
Not only do you have to consider the various finishes, but you also have to consider the various battery alternatives. V olkswagen provides two types of batteries, both pouch-type lithium-ion batteries.
The access one has a capacity of 58 kWh, a price of 52 reais, and nine modules with 24 cells apiece. The highest capacity is 82 kWh, or 77 actual, with a total of twelve modules and 24 cells each module.
We will have varying abilities depending on the battery we use. In the WLTP cycle, the small 52 kWh battery provides a range of up to 344 kilometers. It has two power levels: 149 horsepower with 220 Nm of torque and 170 horsepower with 310 Nm of torque. In the WLTP test, the 77 kWh battery gives a range of up to 520 kilometers when combined with a starting engine that produces 204 horsepower and 310 Nm of torque.
Each battery has a variable charge capacity, which affects recharging timeframes. The access battery can handle alternating current power of up to 7.2 kW and direct current power of up to 100 kW. The upper battery boosts those numbers, providing up to 11 kW alternating electricity and 125 kW direct current. That leaves us with recharge durations of up to 20 hours if we use a low-power household outlet and half an hour to get from 0 to 80 percent at 125 kW.
The Volkswagen ID.4 is in the driver’s seat.
It’s not the same as seeing an automobile that isn’t moving. The fact that I was one of the first to go behind the wheel of his car has helped me avoid having preconceived notions.
Months ago, I was left with a strong urge to check how things were progressing; my hopes were great, and I must say, it has not disappointed me. The Volkswagen ID.4 might be compared to a number of different electric vehicles.
It is not the same as the ID.3. for those who think about it. You can do a lot with your younger brother, but the ID.4 is a considerably more capable vehicle in every regard. It communicates a very high rolling quality. The cabin is effectively soundproofed, and the occupants are more comfortable as a result of the enhanced materials. Something that also expands the amount of room available within the vehicle.
Because Volkswagen has greatly reduced internal noise, it is quite easy to detect when you are beyond the permissible limits. We only sense the rolling while driving on a badly surfaced road.
Obviously, the engine contributes nothing, and the aerodynamics contribute very little. Those strange lines minimize air friction, which improves the drag coefficient while also giving the passengers the benefit of not disturbing anything.
It’s amusing how certain electric cars are marketed as pure performance vehicles, but accelerating in a vehicle when each kilometer of autonomy is worth its weight in gold is not a good idea. The Volkswagen ID.4 doesn’t have a lot of power, on the contrary. The replies are gradual, and the acceleration is not dizzying. In ideal conditions, the 0 to 100 km/h sprint takes 8.5 seconds. Being an electrician is an universe in itself.
The access one has a capacity of 58 kWh, a price of 52 reais, and nine modules with 24 cells apiece. The highest capacity is 82 kWh, or 77 actual, with a total of twelve modules and 24 cells each module.
We will have varying abilities depending on the battery we use. In the WLTP cycle, the small 52 kWh battery provides a range of up to 344 kilometers. It has two power levels: 149 horsepower with 220 Nm of torque and 170 horsepower with 310 Nm of torque. In the WLTP test, the 77 kWh battery gives a range of up to 520 kilometers when combined with a starting engine that produces 204 horsepower and 310 Nm of torque.
However, I want to underline that it is not a bad statement. It has enough power to accelerate and perform high-speed incorporations, but it is not as explosive as other electrics. After all, we’re talking about a substantial amount of weight. The electric motor, gearbox, and control module weigh 90 kg, which is added to the 52 kWh battery’s 344 kg or the 77 kWh battery’s 493 kg. Without passengers or goods, the ID.4 weighs at least 1,966 kilograms, but with occupants and parcels, it may easily weigh about 2,300 kilograms.
Although there is a lot of mass, it is concentrated in a small region. To reduce the car’s center of gravity, batteries are put across the bottom. We’re looking at a pretty dynamic automobile if we add rear-wheel drive to it.
When you travel around a curve, you’ll be amazed at how far you can go. The driving responds immediately, and the automobile, despite appearances, approaches the bend with far more comfort than its female passengers. It’s also not a car for going on stage.
The rear drum brakes are the one element that, in my opinion, affects the dynamics. For the purpose of greater safety, I believe it is preferable to utilize disc brakes on both axles, since while an electric vehicle may not require as much rear brake, a disc is far safer than a drum if you need it quickly. It does include automatic regenerative braking via the front proximity radar, which is a plus. The automobile calculates how much retention to apply based on the distance between us and the vehicle ahead of us.
In neither scenario is the retention excessive; in fact, the ID.4 does not behave like a single pedal automobile. The gear lever has two retention positions: D and B. Selecting mode B causes the system to apply more brakes, allowing us to recover energy in a more aggressive manner, but it does not stop simply by removing pressure on the accelerator pedal. Other models on the market, in my opinion, achieve this in a more efficient manner, while it is true that they are more sophisticated.
The Volkswagen ID.4 is intended to be a one-car household. Unlike the ID.3, its autonomy and capacities allow a family to consider it a one-of-a-kind vehicle. Despite its size, it is perfect for urban situations. It has a small turning radius of 10.2 meters, which allows it to move quickly. When it leaves the city, it goes without difficulty, however the autonomy must be monitored in case of flies.
During our almost 200-kilometer test with the 204-horsepower iD.4 and 77-kWh battery, on all sorts of roads and in completely regular operation, the ID.4 consumed 18.5 kWh per 100 kilometers. It’s somewhat more than the authorized figure and, in my opinion, extremely good when performance and, especially, weight are taken into account.
Despite this, it’s impossible to accept VW’s claim of formal autonomy. If we include in that consumption and assume that the arithmetic is correct, the true autonomy will be approximately 450 kilometers.
The ID.4 has a long path ahead of it, one that will be disclosed over time. The competition that develops is intense and difficult to deal with. The Tesla Model 3, Ford Mustang Mach-e, Ioniq 5, KIA EV6, Skoda Enyaq, and a slew of other vehicles are among its natural adversaries. The first to arrive has an advantage, but as we all know, being the first to hit does not always mean being the strongest.
The ID.4 is one of those vehicles that will usher electric mobility into a new era of commercial viability. It isn’t an awful automobile, to be sure. It’s everything you’d expect from a professional electrician. Comfortable, soft, roomy, and comfortable. His image may not be the best of him, at least in my opinion, but he has many more positive attributes than negative ones. We’re all aware of the electric car’s drawbacks, but putting them aside, it’s hard to find fault with it.
The worst part for me is the lack of quality in several areas, the cumbersome multimedia system, which is sluggish and invasive, and the lack of true autonomy. Although consumption is low, true autonomous levels differ significantly from official ones. Despite this, neither the price nor the quality can be considered a disadvantage. I realize it’s not cheap, but for what it provides, it’s excellent.
Electric automobiles that are really commercial are gradually becoming available. Hopefully, the wave will continue since the tendency is unstoppable.
Keyword: Volkswagen ID.4 Pro, Reached New Levels