Volkswagen’s IDs from behind the wheel

VOLKSWAGEN is set to embark on an epic EV rollout in Australia in 2024, and GoAuto was invited to partake in an extensive electric road trip in Europe to get a feel for a few key new models that will be part of that product onslaught.

We spent two frenetic days and covered more than 500 kilometres of driving in the alps of Austria in three key ID electric vehicles — the ID 3 hatchback, the ID 5 GTX midsize SUV, and the ID Buzz family van.

Mountain passes are not the typical location you would imagine for such testing, but we weren’t alone in enjoying the views from the Grossglockner pass while piloting zero-tailpipe-emission vehicles; there were dozens of electric cars and SUVs also on the road, and the proximity to fast charging locations leaves Australia feeling like we’re really in the infancy stage of the EVolution.

Each of the models we drove featured satnav with integrated charge locations, and amazingly, the readout on the screen included the maximum charging capacity of said recharge spots. It’s very strange to be driving in a mountain village with a population of 3000 people, and yet have a choice of 22kW, 50kW and 150kW chargers.

While Australia has its own Infrastructure battles, VW’s local arm will roll out these models in the second half of 2024, with mid-sized SUVs in the form of the ID 4, ID 4 GTX, ID 5 and ID 5 GTX confirmed for a July arrival.

The GTX, in case you’re wondering, signifies that this is the all-wheel drive, performance-oriented version of the car, and when it comes to 4 vs 5, the latter is a coupe-style SUV, the former a more conventional round-back model. The versions sold in Australia won’t necessarily be the same as what is currently available in Europe, with new, more powerful ID 4 and ID 5 rear-drive base models (210kW/545Nm) expected to offer customers in excess of 500km of EV driving range.

The GTX is set to see a power bump, too, up to 250kW, though the current model's twin-motor layout with 220kW and 460Nm is hardly a slouch. A 0-100/h time in the six-second range is good for a conventional model, but slow based on the benchmark Tesla Model Y’s times. And that US brand’s Chinese-made big-selling SUV is what Volkswagen is aiming to steal customers from — keep in mind the Group will also have Skoda Enyaq, Audi Q4 e-tron and Cupra Tavascan offering alternate options, as well.

Exact details and specifications for all models are still to be locked in, and the pricing and standard equipment lists are also to be confirmed. But reading between the lines, all models will have a strong level of standard equipment, with highlights including LED lighting, large alloy wheels, classy interior trims and large touchscreen instrument displays with Apple CarPlay and Android Auto.

However, it is expected that buyers will see pricing for ID 4 and ID 5 models to be over and above high-grade versions of the petrol-powered Tiguan (also set to be refreshed late in 2024), while the GTX performance versions – which gain different chassis elements to enhance their driving behaviour, larger wheels, sportier styling and different interior trim – will be “in the realm of the step from GTI to R models”, so a $10,000 to $15,000 premium over base models.

However, it remains unclear if the ID 4 and ID 5 GTX models will be positioned as highly as the Model Y Performance, which is almost $100,000 before on-road costs. The exact details on driving range, battery capacity and powertrain specs will be revealed closer to launch.

Australia will likely only see a single ID 3 hatchback trim grade locally, and as with the closely-related Cupra Born, it is likely we will get a long-range battery option only – though the appeal of a more affordable short-range battery pack could also see the ID 3 arrive at a more acceptable price point, considering the plethora of new affordable EVs on sale in the market.

The model we tested was a high-grade Pro S model, with a 77kWh battery pack with up to 546km (WLTP) driving range. The lesser Pro version in Europe runs a 58kWh battery with 426km (WLTP) range. It is arguable that a lower-spec battery could offer a lot of appeal locally, especially if it results in a price point closer to $50,000 than $60,000. Notably, the Pro S is considerably heavier and therefore slower than the Pro – the 0-100km/h is 7.3sec vs 7.9sec.

And finally, there’s the modern take on a retro classic - the VW ID Buzz. This electric van is available in both family-friendly passenger spec and also as a Cargo model in short-wheelbase guise, while the long-wheelbase model we will also get is exclusively a seven-seat people-mover van.

As with the other models, exact details are to be confirmed, but we drove the short-wheelbase ID Buzz Pro five-seat van, with a 77kWh battery, a single rear-mounted electric motor (150kW/310Nm, the same as the ID 3), and a claimed driving range of up to 423km (WLTP).

While the long-wheelbase model with three rows of seats will clearly be the more appealing for customers who are shopping for a Buzz as an EV alternative to the Multivan (again, which will also be revamped late in 2024), the short-wheelbase model offers an interesting context point, because at 4712mm long it’s shorter nose-to-tail than a Tesla Model Y (4750mm), yet its tall (1985mm) body, broad shoulders (2212mm including mirrors) and still a long wheelbase (2989mm, versus 3239mm for the LWB version).

Expect the LWB model to be priced over and above current high-grade Multivan models, which is $98,690 MSRP, but the pricing for the five-seater may be a little more approachable. Here’s hoping.

Driving impressions

Let’s start off in the ID Buzz, which was the most interesting and fun of the three to drive. A lot of that comes down to novelty factor, because this is an instant icon in terms of appearance.

It is eye-catching on the outside, and very pleasant on the inside too, though the version we drove didn’t have rear-seat air-vents or opening windows, which it appears are fitted standard to the LWB model.

But it is also a pretty good thing to drive, with accurate steering, good ride composure and a nice balance to the way it handles itself, too. Perhaps the biggest issue here is the 150kW/310Nm electric motor, which feels a little relaxed when it comes to acceleration, and will only feel the weight more when you add a family into the mix.

It should also be noted that the payload is not terrific, despite the cargo capacity being very generous. Boot capacity is 1121 litres, but the maximum payload for the version we drove is just 529 kilograms. So, a family of five will need to watch how much stuff they plan to take with them.

For further context, the Cargo version of the Buzz, which we’re also getting, will fall well below the expected standards for payload capacity as well, with a 648kg available. For context, the lowest payload for a T6.1 Transporter is 948kg.

The ID 3 was a bit more lively feeling in terms of the drive, though perhaps not as jumpy as the Cupra Born, which adds an extra 20kW compared to this model. Again, with 150kW/310Nm, there’s enough to make the ID 3 feel zippy, particularly at lower speeds in stop-start situations.

And it is a pretty fun little thing to drive at open road speed too, with competent balance and control in corners, sweet steering and the rear-wheel-drive feeling of pushing you towards the horizon rather than pulling you, it does offer a fair bit of fun and functionality, too.

The interior of the version we drove had a four-seat layout, as the Cupra Born also offers, but hopefully Australian buyers will have the choice of four or five seats. One downer for the ID 3 is the lack of rear-seat air vents, but otherwise it’s a pretty nice feeling cabin, though not without its infotainment quirks, as with all of the current ID models.

Those screens do take some learning, and the controls – haptic sliders for temperature and volume below the media system (not illuminated, either), and haptic ‘buttons’ on the steering wheel as well – are tedious. You must also go through the screen to turn off emergency lane keeping assistance every time you drive the vehicle. Annoying.

It’s almost not worth commenting on the ID 5 GTX, if the powertrain is going to see as dramatic a change as expected. Because in its current form, it’s suitable for family customers but hardly scintillating in its acceleration, as we know EVs can be.

What is great about the ID 5 GTX is that it feels quite naturally dynamic in corners, with a great level of power and poise on offer in the twisty stuff, and a decent level of comfort for freeway (or autobahn) cruising. One thing we noted was a slight bobbing of body when the adaptive suspension was set to the normal level, while softening off the dampers or firming them up made for a different kind of ride, as you’d expect.

Time will tell as to whether these competent and compelling electric vehicles will succeed in Australia, and a lot of that will come down to pricing, specifications and just what else happens in the market before these EVs arrive.