Volkswagen ID.3 – At the wheel of the electrical Wolfsburg

The two pedals of the Volkswagen ID.3 are extremely representative. For charity, the shape is always the same and function as well. But the fact that they are identified by a triangle and two bars, which is the universally known “play” and “pause” symbolizes to perfection the turning point in philosophical and industrial which is facing the Volkswagen group. That is why, before going behind the wheel of the ID.3, I linger more than usual to weigh up what I have before. This is not the first electricity generated by the brand in Wolfsburg, and to think about it, not even something extraordinarily revolutionary than other machines in the battery are already on the market. However, I am aware of the fact that I’m going to drive an object that will have a heavy historical significance. Without calling again dance in the Beetle or the Golf, the mythological figures of German production, the ID.3 is in fact the first model of the series based on the platform of the Meb, the one that will give life to a new family of electrical products that fall under a total investment of 34 billion euro at the group level, necessary to churn out, by 2029, the seventy-five models, the battery provided for the various brands.

A Meb for all. A real “all in”, in other words, with the Meb ready to be shared with cousins Audi, Seat and Skoda, but even with the Ford, because the intention is to sell the architecture to third parties. In any case, the ID.3 is finally here, despite having had to face some difficulties in adolescence , which however did not compromise his path: the car is already ordered and the first deliveries will take place in the first quarter of 2021, with a range of seven versions. That are distinguished primarily by the level of equipment (are pre-configured with all the things that the customer usually wants, to speed up production and delivery), sharing the same technical layout: the electric motor of 204 HP fitted in the rear (so the traction is there) and the battery 58 kWh to 420 km of autonomy in the cycle Wltp. Then there is only one preparation that adopts the battery pack from 77 kWh (550 km planned), while in 2021 will be the future version of the base, the promise from thirty thousand euros, with the engine at 146 HP and battery from 45 kWh to 330 km range.

Outside of Golf, inside the Passat. I look at the ID.3 from the outside and the aspect ratio are promising: the supply, as long as a Golf 8, or two centimetres lower (4,28 metres), but has fluctuations in the short and the very long wheelbase (277 cm, almost like the Passat). Spells of the electrical architecture, which allows an optimal use of the interior spaces. The rear area, in fact, can comfortably accommodate three people (there is the obstacle of the central tunnel), and the space for the legs, to the eye, is higher than the average of segment C. only Sin that there is no rear vents, but the smartphone will be charged up thanks to two Usb sockets-C. baule, then, is similar to that of a Golf: 385 litres and the same shape, perfectly usable.

A little soft. The bridge has a linear design, almost minimalist, and the hand immediately falls on the coating materials. Except for the band on which rest the two screens, soft to the touch and pleasant to see, all the other plastics are of the rigid type, from the door panels to the front pillars, as well as the bottom of the dashboard and the central tunnel. Somewhere, in short, costs were contained. And invested, perhaps in other sectors, such as, for example, one digital. Noticeably, in this sense, the effectiveness and the functionality of the two screens. The smaller, 5.3-inch screen, is in front of the eyes of the driver, and it is integrated with the steering column, and then always well visible. The information are only those necessary (Adas, tachometer, autonomy, and navigation), and can be enlarged with the view button on the steering wheel, which returns a tactile feedback. At the centre, oriented towards the left, there is the 10.1-inch display a deputy to all other functions. In essence, it is the system of the latest generation, which also fits the Golf 8, with an interface that is clear and understandable, some physical buttons for quick access to most used functions (including temperature) and a good narrator with which to interact without taking their hands off the steering wheel.

Pushes as you would like. Just to his right, there is the command to the satellite for transmission, which, for its shape resembles that of the BMW i3. And it is equally practical, as you just need to rotate it forward or backward to move. Inserted the D, with your foot on the pedal of the Play, the thrust is that you expect from an electric with 204 HP and 310 Nm: snapshot and full-bodied, but never brutal, move easily (0-60 km/h in 3.5 seconds, 0-100 in 7.3). In fact, the ID.3 it arrives at maximum speed (160 km/h (limited) without a drop in performance, the progression is really good. Moving then to the command of the transmission in the mode “B”, you get the higher level of regeneration at the time of release (0.3 g deceleration), which allows you to do almost unless the brake pedal. When you need to slow down seriously, braking is well modulated and adapted to the ID.3, even in the presence of simple drums in the rear.

Shape enviable. The appearance, most noticeably, however, is the balance, guaranteed by an equal distribution of the mass of the battery pack in the centre and the engine behind guarantee an enviable 50-50 weights on the two axes. The compact electrical unit placed behind, then offers a great advantage: the front wheels are more free, having only to steer the vehicle and not begun pulling it, and benefit both the diameter of the time (or 10.2 meters, just like a Polo shirt), and the steering, much more “clean”. Between the curves, in short, the ID.3 returns pleasant sensations.

And autonomy? If you are instead wondering how much the road is the ID.3, at the moment I can rely on the data in the trip computer read after a course of about 240 km, made mostly on the highway and in the road (which are not the ideal terrain for an electric): autonomy in the initial of about 330 km, with the battery at 95% and average consumption equal to 15.3 kWh/100 km.

Loads where you want. In the chapter on charging, nothing was left to chance. Who has the ability to manage the operation in-home can install the wallbox ID. Charger (price to be around 400) and in a couple of hours you put in the farmhouse, about 100 km of autonomy (at 6 kW, the car can accept 11 in alternating current); the night, however, is sufficient for the full. If, instead, we turn to the gas pumps fast from 50 kW, enough for a quarter of an hour to catch 100 km, while a full restore takes a little more than an hour. The ID.3, however, accepts 100 kW (125 for the version with the battery 77 kWh), therefore at a distributor Ionity times fall dramatically: 125 kW, in a quarter of an hour will earn you 250 miles of range in half an hour, well 400. With regard to public charging, customers can include service WeCharge, a card (or an app) that gives you access to 10,000 columns on the Italian territory and about 150,000 in the whole of Europe.

From 38.900 euro. Finally, the prices. As mentioned, the range of the ID.3 consists of seven versions. Six of these share the cutting of the battery 58 kWh: it is fitting presets that already include a comprehensive range of accessories. All, in fact, includes standard equipment rather important, from the headlights full Led navigation Discover Pro and infotaiment 10″, from the speed controller active the auto-braking and an assistant to the maintenance of the lane. It starts with the Life 38.900 euro and from here to go up in price and amenities: Business and Style (42.900 euros), Family (43.900 euros), Tech (45.900 euro) and Max (48.200 euro). At the apex there is the Tour (48.900 euros) with the battery 77 kWh.

Source: Quattroruote.en – Edited by Anthon K.