2024 volkswagen id.3 tour

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Volkswagen ID.3 review

Gorgeously relaxing and refined, now has proper VW quality, roomy for four

Not that engaging, still some driver-interface annoyances

What is it?

This is Volkswagen 's mainstream electric family hatch, given an early facelift. Which it rather needed.

First because having arrived among the vanguard of hatches this size, it inevitably found itself surrounded by newer rivals stealing some of its thunder. And second because the original ID.3 just wasn't quite Volkswagen  enough. It didn't have the necessary feeling of interior quality. Plus it was in many ways quirky or just plain irritating. This is the fix.

Those new hatchback rivals? The Renault Megane electric , MG4 , Vauxhall Astra Electric and Peugeot e-308. An all-new Nissan Leaf will be along shortly. You might also be cross-shopping with any number of compact-ish electric crossovers such as the Kia Niro EV  and Hyundai Kona electric , both on their second generations, and Honda e:Ny-1 . 

WHAT ARE THE CHANGES?

The facelift makes the ID.3 slightly less oddball. VW pitched the first ID.3 as the car to pick up the baton from the Golf . But it wasn't that. Whereas a Golf always feels comfortingly conventional, the ID.3 looked a bit radical and its operation took a bit of learning. You could imagine people taking half an hour's headscratching before they managed to drive a rentacar ID out of the airport multi-storey.

The bonnet now looks longer, because its old half-black split paint treatment has gone. So the ID.3 looks more like a car and less like a future spacepod. Changes to the front bumper make it look wider as well as helping some air slip past the wheels more easily. The front wings look longer because they're no longer broken up by a badge plaque. The tail lights are wider and more detailed.

The original ID.3 was sparse inside, with acres of angular and hard-surfaced plastics. Maybe this was VW telling us we'd arrived in a new world. Maybe it couldn't afford soft mouldings in the aftermath of the diesel scandal.

But whatever, VW's customers rose up with one voice: if this was supposed to replace the Golf, they wanted the same sense of premium quality please. VW has now acquiesced. The dash and doors are now clad in soft-touch and stitched surfaces. And much nicer it is in here too.

Like the furniture, the original screens and software felt like they'd been done in a rush. Software updates have improved the screen systems. Although perhaps not enough.

AND WHAT'S THE SAME?

It's a purpose-built electric platform. Unusually, it's rear-drive, the motor and its inverter being tucked under the boot floor. 'Rear-engined like a Beetle', as they say in Wolfsburg.

This means a long wheelbase, with the slab battery tucked under the passenger cell. Thus the roof is taller than you'd expect. Still, it's a roomy family car, more so than a Megane or electric Astra, thanks to better leg space for the back passengers.

RWD means a tightish turning circle, but it also means the regenerative braking is fairly meek, to avoid the danger of rear-wheel skids on slippery surfaces. That's why FWD or AWD e-cars can extract more regeneration and have the potential to be more efficient in variable-speed driving.

Useable battery sizes are 58kWh (ID.3 Pro) and 77kWh (ID.3 Pro S). A smaller 45kWh battery option has been dropped, as has a less powerful motor. Both versions of the post-facelift car have the same 204bhp.

Which means the cheaper one is slightly quicker – 7.4 sec 0-62 instead of 7.9 – because it's 100kg lighter. Frankly, compared with the Renault Megane electric, both are too heavy.

The WLTP range figures are 266 miles for the smaller battery and an impressive 347 for the bigger one. That's a likely four hours motorway driving (240 miles) on the 77kWh car, and more miles than that in any other UK condition. For extra info on range, charging and energy consumption, click the 'buying' tab.

HOW IS IT TO DRIVE?

A Golf is comfy and refined, but also has a gently amusing side. You might expect the ID.3 to be similar, especially as rear-drive has the potential to add a little cheekiness.

But no. VW has doubled down on the comfort and refinement. It's stable, smooth-riding and wonderfully quiet – not just in its absence of engine sound of course, but also the limo-like hush of tyres, suspension and wind.

It's stable, relaxed and precise in its steering, accelerator and brakes. But there's no feedback or engagement. The Megane, MG4 and Astra are all more fun. For more details click the 'driving' tab.

Want to know what the best electric cars are? Click here for the top 20

Our choice from the range

What's the verdict?

Although the Nissan Leaf was a decade ahead of it, the ID.3 was quite a radical car for VW. The shape, software and interior were admirably brave, but in hindsight maybe a bit too much. It was a massive engineering effort, but shoved on sale in a tearing rush as an atonement for dieselgate. The cutting of corners – cheap cabin furniture and rough-edged software – was painfully obvious.

The facelifted car's control systems can still be infuriating, but their actual logic and graphics have been steadily improving with OTA software updates.

The facelift addresses the too-radical-for-some exterior, and bare cabin. It's a nice place to sit now.

The ID.3's best qualities haven't been messed with. It's roomy, quiet, comfortable and soothing. It's efficient and has a good range. It's satisfying to drive, just not much fun for a hatchback. Albeit more fun than the crossovers you might be cross-shopping with.

All of which gives it a definite character and likeability among an increasingly busy lineup of rivals.

How does it compare?

Volkswagen ID.3 150kW Life Pro Perform 58kWh 5dr Auto [120kW Ch]

Nissan Leaf 160kW e+ N-Connecta 59kWh 5dr Auto

Hyundai Kona Electric 160kW N Line S 65kWh 5dr Auto

Kia e-Niro 150kW 4 64kWh 5dr Auto

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Here are 12 electric pickups you need to know about

Tesla Cybertruck

Top Gear's top 20 electric cars

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Volkswagen ID.3 long-term test

Written by Keith Adams Published: 24 May 2024 Updated: 24 May 2024

Murray Scullion  on living with VW’s hugely important ID.3. This review is broken down into chapters – use the links below to navigate between them if you don’t fancy reading the whole article.

Update 1: Welcome Update 2: Performance and handling Update 3: Comfort and interior Update 4: Practicality Update 5: Head-to-head Update 6: Would I recommend one?

Update 1: Welcome

According to VW, the ID.3 will become the third landmark in the company’s history, behind the Beetle and the Golf .

It’s VW’s first attempt at a purpose-built electric car, and reassuringly, the company has come up with a fresh-sheet design. It feels like it too. It’s…very futuristic, both inside and out. Will this begin to grate? Only time will tell.

The way I see it, there are two big questions to answer during my six months with the car. The first; is it the best electric hatchback on sale? The second? Would I choose one over a Golf? Two big questions with big answers.

VW is all-in with the ID.3 and it needs to be best in class in order to be a success in my eyes.

Electric car sales are ramping up, and there are thousands of customers out there on the verge of making the switch. If you want a reliable VW hatchback, do you go with the Golf or ID.3?

What about the spec?

We’ve gone with the Max Pro Performance 58kWh. In English, that’s second from top spec, with the 58kWh battery. There’s loads of interesting tech included, which we’ll go into detail later. Highlights include:

> Augmented reality head-up display > ID.Light > ‘Natural’ voice control > Fast charging

The WLTP-backed range is 260 miles (it’ll be interesting to see how close to that I can get), the motor makes 204hp, and it’ll cover the 0-62mph dart in 7.3 seconds.

Official charging time from a 7.2kW charger (think street parking or one you’d have installed at home ) is 9hr 30 minutes all-in. On the 100kW rapid chargers (the ones found at service stations) it’ll gain 180 miles in 30 minutes.

Any extras?

I’ve kept extras pretty slim. First up is the heat pump. It takes care of warming up the car, meaning less energy is needed from the battery. It cost £1,000 and VW promises it improves range.

The only other extra is the excellent  Makena Turquoise  paint. That was £645 and not everyone agrees with how brilliant it is.

How’s it going so far?

So far, so good. A month in and it still feels very, very futuristic. Sitting down and not having to switch a button (or turn a key! Remember that!?) takes some getting used to. As does the gear selector.

It’s a rotary dial you twist (pic below), located behind the steering wheel. I love it. It frees up so much space around the centre console. But it seems like the way you pull/push to get drive/reverse is the opposite way round than would be natural to me. Nevertheless, I think I’ll get used to it.

I absolutely adore the seats too. They’re not leather (overrated) and you simply melt into them. Adjustable armrests for both front passengers are a touch too.

Problems? Only one minor one. The first time I got in it I couldn’t release the blind on the panoramic sunroof. It’s touch activated (like pretty much everything else in the car) and computer was just saying no. However, the next time I got in, it worked fine. And has ever since.

Update 2: Performance and handling

It’s about time we talked about performance. With internal combustion engine cars (petrol and diesel to you and me) the pertinent performance figures are usually 0-62mph times and top speeds.

But with electric cars, range is by far and away the most important indicator. According to the WLTP figures, my ID.3 should do 260 miles. My lifestyle is maybe slightly different from many electric car drivers. I live in London and the majority of my driving is on the motorway as I use public transport to get around the city (love a bev).

Range is around 200 miles. That’s in Eco mode (more on that later) with the regen braking on. This is around 23% down on WLTP. But it’s the same for most other electric cars (minus perhaps Tesla).

Batteries don’t perform as well in the cold. So in December, the range dropped to 190 miles. This isn’t a huge issue because of how well the range indicator performs. If it says 150 miles worth of battery, you’ll be able to do 150-ish.

Now, to get back to the traditional performance testing I mentioned earlier. The 0-62mph time is 7.3seconds and I can attest to this.

There’s also 229lb ft of torque on offer. This figure is largely meaningless to most people. But I can say that you benefit from those strange combo of letters and numbers off the line and on the move.

The 0-30mph sprint in the ID.3 is pretty strong for a sensible family hatch, while the 20-50mph sprint is also peppy. This offers great overtaking flexibility and it’s really handy for nipping in and out of lanes.

Drive modes

There are three different  drive modes  to choose from. In essence, this allows the car to alter suspension stiffness, urgency of power and weight of steering.

There are three modes. Eco, Comfort, and Sport. The differences are subtle.

Eco dials everything back, sets the climate control to be less wasteful and dulls throttle response. This is all in the aid of maximising your range and minimising your consumption.

Comfort is the middle ground in all of this, with suspension set to its most pliant mode. Sport dials up the throttle response and stiffens everything.

You’d be hard pushed to notice too much of a difference between the modes. Your right foot needs to exert less effort to achieve full acceleration in Sport. And in Eco you do use less electricity.

I keep it in Eco mode most of the time in order to maximise the all-important range. I suspect most ID.3 drivers do the same.

What about the handling?

I’ve recently driven the new Cupra Born . It’s mechanically similar to the ID.3 except that it’s supposed to have a bit more of a sporting twist. It gets harder, sportier suspension and bigger wheels.

What I found amazing is how little difference there was between it and my car.

I’d even go as far as saying the VW is pretty good fun for a family hatch. The acceleration is strong from the battery and the steering is goldilocks – in that it’s not too heavy or too light. On a B-road it flows nicely and it can get a shift on.

While on city streets it’s direct enough that manoeuvring between parked cars is easy. Good turning circle too, perfect for negotiating tricky mini roundabouts and driving around abandoned Ubers.

Update 3: Comfort and interior

I’ve been living with the ID.3 for three months now. And the interior (well along with the turquoise paint) is still the talking point for most passengers.

A fair few people have been in the front and rear now and none of them can quite get over how sparse it is for a £40k car. I think people have come to expect leather and buttons as premium, something the ID.3 is bereft of.

VW might have shot itself in the foot here. As a very boring car enthusiast, I appreciate the pared back aesthetic, huge amount of space in the front, and clever touches like the wireless phone charging compartment. I don’t like leather seats, so that’s another tick for the car.

For regular folk it all seems a little too less-than-premium. One passenger noted that it was ‘very grey in here’ before audibly sighing. Regular folk notice little things too. More than one person has commented on the lack of alloy wheels.

Another quick note about this car. VW has done some phenomenal cost savings. If you really look for them, you’ll find some cheap-feeling plastics. Like the door cards, for instance.

But the most annoying piece of penny pinching is the rear window controls. From the driver’s seat, rather than having four switches for four doors, you get two switches and a button to switch from front windows to rear. Whenever I need to lower a rear window, I always forget this.

What’s it like for passengers?

I’ve had zero complaints from passengers about space or comfort. In the front, thanks to no gearbox et al, there’s loads of space for passenger’s stuff.

In the rear, the floor is completely flat (once again, thanks to its electric layout). This ultimately means should you have three passengers back there, the person unlucky enough to be in the middle seat at least doesn’t have to awkwardly put their feet atop of a transmission.

The twin USB-C slots for charging phones in the rear is a nice touch. So far, none of my passengers have had a phone that uses a USB-C cable though.

Infotainment

Your understanding of the VW ID.3’s infotainment system is paramount to you enjoying it. Let’s start with its foibles. Occasionally it will take a while to ‘wake up’ as it were.

This means on a cold day, when you’d like to put the heating on, it might come up with a message that says: ‘Sorry this function is currently unavailable. Please wait.’ This is utterly infuriating even if it is only for a short amount of time.

Apple CarPlay is a massive thing for me. I don’t know if there’s been an innovation in the last 15-20 years that’s more important to the car buying public. The wireless system in this ID.3 is much like any other VW. For me personally, that means it works perfectly 90% of the time. About 5% of the time it simply does not work at all for the entirety of the journey, and the other 5% of time it’s horrendously slow.

The nav is dead fancy. It’s an augmented reality jobby. This means it relays instructions, such as which junction to take, on the windscreen via arrows. The arrows guide you specifically to the road you need to take, rather than simply a vague ‘go right here’ thing.

I think it’s genius. If you really like your tech I’d recommend it. If you think that sounds like a gimmick, I’d avoid it.

VW’s WeConnect ID app displays how much charge the car has, what speed it’s charging, allows you to search for charging stations, and to set the temperature. It’s refreshingly simple to use. Can be buggy though, and sometimes doesn’t allow me to turn the heating on remotely.

Update 4: Practicality

Practicality is a hugely important area when testing a car. After all, cars are mostly a means of transporting things and people to other things and people.

The ID.3 is a traditional hatchback shape. But it’s, of course, electric. Theoretically it should be more practical as it has lots of little batteries that are easier to package, rather than a huge engine up front like in a petrol or diesel powered car. Right?

What’s the bootspace like?

We’ll kick things off with a gripe. A petrol/diesel car has an engine in the front. Whereas the ID.3’s batteries are in the middle of the car, underneath the passengers. This means there should be a little front boot (or frunk as the Americans call it) like with the Ford Mustang Mach-e . Wrong.

This means you have just one boot, like a petrol/diesel car. It’s 385 litres in capacity. A Golf’s is 380 litres. You see what we’re getting at here? It’s not really any worse or any better.

The boot itself is flat, wide but a bit shallow. At least the underfloor storage is good for keeping the charging cables in.

And the space in general?

Once upon a time a medium-size hatchback was large enough transport for a small-ish family. Now, with huge prams, bags and child seats, this isn’t the case.

The truth is if you have a couple of kids an ID.3 probably isn’t practical enough for you. But dare we say it, it’s the same case for most cars this size.

Nevertheless, the ID.3 is certainly practical enough if you’re not blessed with the drip of multiple runny noses. Up front, because the gear selector is up next to the steering wheel, there’s loads of room. Two one litre bottles and two phones will easily fit into the central storage area.

In the rear there’s a flat floor. So the middle seat passenger doesn’t need to go legs akimbo. Two USB-C slots back there too.

It’s a doddle to park. The image from the rear camera is clear and sharp, plus it’s hidden in the VW badge. This means while it’s not in use it’s not exposed to the world, making it less likely to get caked in mud.

The view out the rear view isn’t brilliant because of the narrow windows, but it’s something you get used to.

One negative on the parking side comes courtesy of its big brain. It will slam on the brakes if it thinks it will hit something. A good safety feature, obviously. However it’s far too keen to kick in when parallel parking on a tight street. Especially as it knocks it into neutral. So it’ll abruptly stop, then you need to select Drive again. Annoying.

Update 5: Head-to-head with the VW Golf

On test: VW Golf Style eHybrid

TL;DR The Golf is a good halfway house (but not the best) if you can’t make electric work. But I’d choose the ID.3.

At the start of this long-term test I said that a true sign of the ID.3’s success would be making it better than a Golf. And I think VW has succeeded.

Let’s start with the most subjective subject first. The Golf is safe and understated, while the ID.3 is much funkier and youthful.

The ID.3 doesn’t have an engine, so doesn’t need a long bonnet. This means it can have a different shape to a conventionally powered car. Shorter bonnet = shorter, squarer, rounder design. This does make it look a bit blobby, but different nevertheless.

The Golf’s longer bonnet leads to a slightly more elegant shape. It looks a bit less podgy. But at the same time, it isn’t all that different to the previous-generation Golf. Or the one before that…

The interiors are fairly similar; you’ll notice more than a few shared parts. The ID.3’s is more pared back, has more room (thanks to the gear selector being near the steering wheel) and also feels a bit cheaper.

Some of the plastics (most notably the door cards) feel scratchier. But the ID.3 has more tech. The infotainment is as annoying in the Golf (buttons that aren’t really buttons, screens that take forever to boot, Apple CarPlay randomly cutting out) as it is in the ID.3.

Practicality

The ID.3 has a larger boot than a regular Golf. And a considerably bigger one than this eHybrid PHEV we have on test here.

Rear seat passengers won’t be able to tell much of a difference other than the Golf has a tunnel running down the centre of the car and the ID.3 doesn’t.

This is where the cars differ the most. The eHybrid is a plug-in hybrid and the most electrified Golf on offer. It utilises a 1.4-litre petrol engine and an electric motor that make 204hp, giving it an official 42-mile electric range and a fuel consumption rating of 313.9mpg.

You’ll really struggle to achieve those kinds of heady figures. However, on a 77-mile motorway stretch I achieved 69.9mpg with a full battery to start with and a few miles left on it at the end of the journey. I reckon 30 miles is a good guess at what electric-only range it can do.

To drive it’s effortless. VW’s engineers have done a great job at ensuring a fuss-free handover from electric to petrol. The six-speed automatic ‘box is rarely caught out and the 7.4second 0-62mph time is more than enough to make mincemeat of the motorway slog.

The ID.3 has a 7.3second 0-62mph. It feels much brawnier off the line but past 30mph the Golf really catches up. It feels heavier than the Golf, but oddly has lighter steering.

I won’t bang on about degrees of steering feel or inertness but I will say the ID.3 is quieter and more relaxing but the Golf feels a bit firmer and more involving.

Worth noting that I could rarely get more than 200 miles out of the ID.3 but the PHEV Golf could go for nearly 500 miles with a full tank and battery if driven carefully.

At time of writing; (20 April 2022) spec for spec there’s less than a grand in it. Or the Golf is around £25 per month cheaper.

Really makes you think. If you can charge from home at a lower rate while you’re asleep both make sense. But the waters become muddied if you’re charging from service stations or on the street where pricing is a lot higher.

For instance, to charge the ID.3 from 25-100% with Source London during the day, it’d usually cost me around £20. If I could charge from home off-peak it’d be more like £5.

Group test verdict

To me, the ID.3 has succeeded in succeeding the Golf. It’s incrementally better in most ways. A bit quieter, a bit more practical, a bit cheaper to run.

The only ‘if’ comes from the range. If you regularly cover more than 200 miles one-way in a day, or the infrastructure near you isn’t up to it, the Golf is the answer. For anyone else I’d suggest the ID.3.

Update 6: Would I recommend one?

After six months, 2,300 odd miles and lots and lots of mental maths mileage, my time with the ID.3 is up.

At the start of this long-term test I put forward the idea that the ID.3 would have to beat the Golf for me to be able to recommend it. And for me personally, I’d choose an ID.3 over a Golf. Therefore I would recommend one.

For me, as someone who has multiple street chargers within 500 metres of my flat and chargers at work, I very rarely had to make use of public infrastructure outside of my postcode. I imagine if I had access to a driveway and a charger, this would have been an even smoother process.

Of course, the ID.3 had its downsides. Broadly they’re all tech-based. The infotainment is a bit naff at times, especially the buttons that aren’t really buttons. And then there was the time it wouldn’t let me select the air conditioning menu. And the phone app and the car could never decide quite what the electric range was.

But over-the-air updates are forever bringing incremental improvements to the tech and the ID.3 did get less and less buggy.

The range for me is the single most important factor in an electric car. Before this test I’d have said the lowest real-world range I’d consider in an EV is 300 miles. After living with the ID.3, I’d now say it was 200.

Final thoughts

There are still a lot of questions to be answered about electric cars. How long the batteries last for, how much they’ll cost to change the battery once it does go, and of course the whole hydrogen debate. I think it’s very easy to get weighed down by this. 

So I’ll offer this one piece of advice. If you can make an electric car work for you logistically, I think you should go for one. They’re relaxing (super quiet), easy to drive (they’re all automatic) and produce zero local emissions. Let the future unravel at its own rate and don’t worry about the Betamax debate.

Review contents

Practicality & safety, interior, tech & comfort, engines & handling, ownership cost, long term test currently reading.

Volkswagen ID.3 review: range, battery & charging

The volkswagen id.3 currently offers a choice of two battery sizes – both promise enough range and charging capability to keep most buyers out of trouble.

• 2 Range, battery & charging - currently reading
• 3 Running costs & insurance
• 4 Performance, motor & drive
• 5 Interior, dashboard & infotainment
• 6 Boot space, seating & practicality
• 7 Reliability & safety rating

4.0 out of 5

At launch, the Volkswagen ID.3 was available with three battery options. But as of mid-2023, the smallest (45kWh) of those had been dropped. There are now just two powertrains available: the ID.3 Pro with the 58kWh battery, or the ID.3 Pro S with a larger 77kWh battery and a longer range. Both get a 201bhp rear-mounted electric motor.

There’s a smartphone app that you can use to control the car’s charging as well as the climate control, which allows for pre-heating on cold mornings or pre-cooling on hot ones. You can also check the level of the battery and how much range is left.

Volkswagen ID.3 range

You can’t currently order the ID.3 with the Pure Performance drivetrain; the 45kWh battery offered a range of around 215 miles, but was dropped shortly after launch.

The current cheapest ID.3 instead features the 58kWh battery; enough for around 265 miles on a charge, which beats the equivalent Nissan Leaf 's 239 miles but falls behind the Kia Niro EV (285 miles) and MG4 EV Long Range (up to 281 miles). We think the smaller battery will suit most ID.3 buyers and is therefore our pick of the range thanks to its lower list price.

To get more range, you'll need to go for the expensive Pro S range topper as this boosts range to 347 miles with its larger 77kWh battery. There’s an Eco Assistance driving mode that can use sat-nav data to help you maximise range – for example, by telling you to lift off when a lower speed limit is approaching, saving a small amount of energy each time. An energy-efficient heat pump is also available for £970 across the range.

Charge time

The ID.3 is capable of up to 11kW AC charging from standard  home wallboxes and up to 170kW charging from public rapid chargers , depending on the battery size you choose. Note that the 11kW figure for home charging is dependent on your premises having three-phase electrics – many UK properties don't.

In most cases, you'll be limited to a maximum home charging speed of 7.4kW, at which rate models fitted with a 58Wh battery will need just over nine hours to charge from empty to full, or around 12 hours for the 77kWh ID.3 Tour. 

As suggested, how quickly you can top-up at a public rapid charger will depend on which version of the ID.3 you go for. Pre-facelift models had charging speeds of between 100kW and 135kW, but the newer ID.3s can replenish their cells even faster. Go for the range-topping Pro S and you’ll get 170kW charging – meaning a 10-80% charge takes as little as 28 minutes. The cheaper Pro version tops out at 120kW, performing the same 10-80% top-up in around 32 minutes.

In This Review

Richard is editor of DrivingElectric, as well as sister site Carbuyer.co.uk , and a regular contributor to Auto Express . An electric and hybrid car advocate, he spent more than five years working on the news and reviews desk at Auto Express and has driven almost every new car currently on sale.

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The new volkswagen id.3 tour pro s comes with a bigger 77kwh battery, but is it worth the extra cash.

4.0 out of 5

If you’re sure you’ll regularly need the extra range, this flagship ID.3 could appeal. It delivers the extra miles with the same solid driving dynamics and excellent practicality as the rest of the line-up. What it can’t quite escape is the extra expense that comes with more cells. That keeps it comfortably north of the Plug-in Car Grant, so it looks a little costly compared with more modest versions.

Is this where the VW ID.3 gets serious? We’ve had 1st Edition models so far, and Pro Performance variants, all with a 58kWh battery. But now here is the 77kWh (usable) version installed in the ID.3 variant that really targets long range: the Tour Pro S.

The fundamentals do not really change, of course. This is a five-door family hatchback – Golf -sized, which is no coincidence – and it sits on MEB, the VW Group’s modular fully electric platform. But instead of that Pro battery pack, with up to 263 miles of range, this Tour has the Pro S, which VW claims can keep the ID.3 running for up to 336 miles.

For now at least, Tour trim is the only way you can get the Pro S powertrain, and you’ll pay for it. This car retails at £42,600 – no Plug-in Car Grant here, then – well over £10k up on the entry point to the ID.3 range.

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Aside from the extra distance between charges, though, you do at least get plenty of standard kit. There’s useful stuff, such as dual-zone air-con, keyless entry, a rear-view camera, matrix LED headlights, and electric adjustment on the front seats. There’s up to 125kW rapid charging as standard, too, allowing the car to get from five to 80 per cent of its charge in just under 40 minutes.

Then there are more, well, incidental additions to the equipment list – 19-inch alloys and 30 possible colours of interior ambient lighting, for example.

As you might expect, these trinkets have little effect on how the ID.3 behaves on the road. Unlike the cheaper but smaller-battery Max edition, the Tour Pro S doesn’t come with adaptive dampers – but it’s still far from unpleasant, even on 19-inch wheels.

Around town there’s enough compliance and you won’t hear any thunks or grumbles from the suspension – an important factor in a car that makes little more than a dull whine under hard acceleration.

At higher speeds the ID.3’s heft means it’s not exactly up for being thrown around, but you shouldn’t be troubled by most road surfaces. It’s a comfortable cruiser and swift enough, particularly when accelerating from rest. The 0-62mph dash takes 7.9 seconds – a modest figure for a pure-electric car, but then it’s worth remembering that the Tour Pro S has the same 201bhp rear-mounted electric motor as the bulk of the range, while carrying extra kilos due to its bigger battery. Its kerbweight is more than 1,900kg.

The rest of the dynamic make-up already feels familiar. This is a car that, in effect, replaces the e-Golf , and for all the snazzy cabin tech, it’s the sort of vehicle that would do a similarly good job of just melting into your everyday life. The extra practicality – strong rear legroom, to match the Golf-sized boot – helps further with this, too.

The extra range may help if you can plan your driving and identify situations where you know you’ll need it. Of course, you’re unlikely to hit the full 336 miles, but based on our (mainly urban) experience, just shy of 300 should be easily achievable.

This is also the first ID.3 we’ve tried with the much-touted augmented-reality head-up display system – deemed so important by the development team that accommodating its bulky projection box is said to have influenced the design of the MEB platform.

We’re not entirely convinced it’s worth the trouble – but it’s a neat enough bit of tech in practice. You get arrows pointing straight ahead when you’re following the in-built nav instructions; then as you approach a turning, the system points in the proposed direction of travel and these arrows grow in size until they are gesturing directly into the road in question.

It takes a little getting used to – to start with, it just seems like another thing to focus on, instead of a feature designed to make life easier. There’s an additional cue with a sweeping light across the dash in the direction of the sat-nav’s instruction, too.

Neither of these features can overcome the shortcomings of the ID.3’s cabin, though; some of the hardware (5.3-inch digital instrument panel and 10-inch infotainment screen) is impressive, but elements of the finish still feel a little cheap, and the removal of conventional controls for some key features, such as the heating and ventilation, still baffles us. The car may be a slow burner, but we’re struggling to see how this component will ever win us over.

• Electric cars

John started journalism reporting on motorsport – specifically rallying, which he had followed avidly since he was a boy. After a stint as editor of weekly motorsport bible Autosport, he moved across to testing road cars. He’s now been reviewing cars and writing news stories about them for almost 20 years.

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Volkswagen expands ID.3 electric offerings, with entry and performance variants

• June 3, 2024
• No comments
• 2 minute read
• Joshua S. Hill

German automaker Volkswagen is expanding the range of its top-selling ID.3 all-electric hatchback with a new entry-level Pure, enhanced Pro, and the more powerful GTX.

While the ID.3 has still yet to launch in Australia, Volkswagen is expanding the EV’s lineup overseas with three new versions designed to diversify the lineup and make it more appealing to more customers.

The new ID.3 GTX is the line’s sporty flagship model, boasting  an output of 210kW and 285 horsepower, maximum torque of 545Nm, and acceleration of 0-100km/h in just 5.9 seconds and combined WLTP range of 604km.

It features a 79kWh lithium-ion battery which can be charged at DC fast charging stations with up to 185kW, meaning the car can be charged from 10 to 80 per cent in as little as 26 minutes.

An individualised design sets the GTX apart from its siblings, with a GTX-specific front bumper featuring a new independent black air intake in a diamond-style design.

The left and right bumpers are limited by new daytime running lights that together form an X, while the wheels feature black-painted inner surfaces and bright diamond-cut outer surfaces. Available as an option, the 20-inch Skagen GTX wheel rim will also be available completely in black.

Inside, a number of GTX-specific features dominate the styling, including premium sport seats as standard with red topstitching and perforated GTX lettering in the front seat backrests, while red stitching and GTX lettering also feature on the multi-function steering wheel.

The ID.3 Pro receives an upgrade with improved software and infotainment and the option of digitally upgrading the car’s output from 150kW and 203 horsepower to 170kW and 231 horsepower, which will improve acceleration from 0-100km/h to 6.6 seconds.

A 59kWh lithium-ion battery delivers a combined WLTP range of up to 434km, with maximum charging capacity increased from 120kW to 165kW.

Rounding out Volkswagen’s ID.3 lineup is a new entry-level model, the ID.3 Pure, which boasts 125kW and 170 horsepower and a 52kWh lithium-ion battery providing a combined WLTP range of up to 388km and maximum charging capacity of up to 145kW.

All ID.3 models will also come with Volkswagen’s new Wellness app which has been developed to provide increased “well-being” while driving or during breaks, utilising background lighting, sound, and air conditioning to optimise the driving atmosphere.

An optional 480-watt Harmon Kardon sound system will also be available across the ID.3 lineup, offering 12 channels and four preconfigured sound settings which can also be individually adjusted according to personal taste.

A new charging and thermal management function will also be included in all new ID.3 models which makes sure the battery is pre-conditioned ahead of the next DC charging stop, heating the battery to the optimum temperature so that it can be charged with maximum respective output.

Joshua S. Hill is a Melbourne-based journalist who has been writing about climate change, clean technology, and electric vehicles for over 15 years. He has been reporting on electric vehicles and clean technologies for Renew Economy and The Driven since 2012. His preferred mode of transport is his feet.

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Volkswagen ID 3 review

Category: Electric car

Electric family car is good to drive and the new facelifted version is a step up from the original

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Introduction, what car says....

The VW ID 3 might sound like a new counterpart of R2D2 and C3PO in Star Wars, but it’s actually a car, and a very important one at that. You see, it's Volkswagen’s first model based on a bespoke electric car platform.

The ID 3 replaced the VW e-Golf as its family-sized choice for those with a green conscience. It's so important that the 3 in its name represents its position as the manufacturer's third major launch of all time, after the original Beetle and the ever-popular VW Golf .

Unlike the Golf, which has various engines and trim levels to choose from, the ID 3 is available in just two different flavours. Performance doesn’t vary all that much between them, but one has a larger battery capacity so it can go further on a single charge.

Whichever version you choose, your ID 3 has something in common with the Beetle, because the 'engine' – which in this case, of course, is an electric motor – sits at the back of the car, driving the rear wheels. That, and the fact that the ID 3’s battery is below the floor for a low centre of gravity, should help its cornering prowess.

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All that sounds promising, but this isn't the only electric family car to choose from. For a start, there's the closely related Cupra Born  (a former category winner at our Car of the Year Awards ). Then there are cheaper rivals including the  MG4 EV , the Nissan Leaf and the Renault Zoe plus more expensive models such as the  Hyundai Kona Electric , the Kia Niro EV and the Tesla Model 3 . 

To keep it competitive, the VW ID 3 has been given a mid-life facelift, which has given it revised styling and fixed (hopefully) some weak points. So, does that mean it should be the next car on your driveway? That’s what we’ll tell you in this review, as we rate it in important areas including performance, battery range, practicality and running costs.

When you’re ready to buy your next car, we could save you a bundle of cash if you search our free New Car Buying service . It's where you'll find some of the best  new electric car deals .

Performance & drive

What it’s like to drive, and how quiet it is, engine, 0-60mph and gearbox.

Every VW ID 3 comes with a 150kW electric motor powering the rear wheels, and while performance is largely the same, the distance you’ll travel between charges depends on whether you go for the Pro 58kWh or the Pro S 77kWh.

With 201bhp, the Pro can sprint from 0-62mph in 7.4 seconds – quicker than the MG4 EV SE – while the heavier Pro S takes 7.9 seconds. Both feel quick enough off the line and make it easy to get up to motorway speeds without any issues. The thing is, the lower weight of the Pro means that it feels generally nippier around town.

Arguably more importantly, the Pro can travel up to 265 miles between charges, which is further than the Leaf and the Zoe but not as far as the Renault Megane E-Tech . Meanwhile, the Pro S has a longer range of 347 miles. That's further than any Niro EV and the entry-level Model 3, but not as far as the MG4 Extended Range.

Suspension and ride comfort

A heavy battery requires a stiff suspension set-up to support it, so don’t expect the ID 3 to offer Golf levels of ride comfort. The lighter Pro version is far from harsh, though, and manages to take most of the sting out of imperfections at speed. It only really gets a bit fidgety around town, especially over potholes.

The Pro S model is heavier and you can feel that as you drive along. Again, it's not uncomfortable, but it moves you around in your seat more than the Pro and gives a more pronounced thud as you drive over potholes. The firmness does mean it never feels floaty over undulations though.

You can add adaptive suspension to either version by ticking the Exterior Pack Plus option box, and that allows you to soften or stiffen the suspension through the driving modes. While it makes it feel noticeably firmer or softer, it doesn't really affect comfort. The softer Niro EV is comfier.

With its light steering and excellent turning circle (10.2m – about the same as in the VW Up ), manoeuvring the ID 3 around town is a breeze. Beyond the urban sprawl, the steering is accurate and sensibly geared, but it doesn't give much finger-tingling communication or weight build-up when cornering in the default Comfort driving mode. Sport mode adds a bit of useful extra heft to the steering.

Grip is decent, and for an everyday electric car designed to get you from A to B with little drama, the ID 3 handles very well indeed. There's more driver engagement than you’ll find in the Kona Electric and the Zoe.

It will twitch at the rear if you back off the accelerator abruptly mid corner or apply a bit too much power on the way out of a tight, damp bend, but a lighter non-electric hatchback – the Seat Leon for example – is far more entertaining to drive.

Noise and vibration

Even by electric car standards, the ID 3's motor and gearbox are ultra-mute, which is amazing around town but does mean you can hear everything else that's going on at speed. It generates a smattering of suspension and road noise, but loud wind noise – much of it whistling through the climate control vents – is the most noticeable breach of the peace.

The car stops smoothly enough when you’re driving carefully, which is always good. That's not something every electric car can do, because some regenerative braking systems are better than others (the Zoe, for example, has quite a snatchy brake pedal). You can turn up the regen effect up enough that the car slows down to a near stop when you lift off the accelerator, but there's no one-pedal driving setting, as there is on the Leaf and the Model 3.

The ID 3's brake pedal does have a very long travel, making emergency stops a bit unnerving. The Kona Electric is much better in that respect.

Driving overview

Strengths Very quiet as you drive along; quite fun to drive through corners; accurate steering

Weaknesses Brake pedal can be quite unnerving; 77kWh version feels heavy

The interior layout, fit and finish

Driving position and dashboard.

The interior of the VW ID 3 has a futuristic feel without being so revolutionary that it’ll scare anyone with an acute fear of change. It's a spartan affair, with little more than a small but clear 5.3in display behind the steering wheel, which shows the speed, range and sat-nav instructions, and a rotary-style gear selector on the side. 

In terms of layout, the position of the driver’s seat in relation to the steering wheel and pedals is very good, leaving you sitting relaxed at the wheel. Height and reach adjustment for the wheel is standard. If you want front seats with adjustable lumbar support, you’ll need to splash out on the range-topping Pro S trim or add the optional Interior Comfort Pack though.

We will grumble at the lack of 'real' buttons (a problem in the related Born too) – all the controls are touch-sensitive. Worst of all, the temperature controls below the infotainment screen are not backlit, making them impossible to see at night ( Volkswagen says lit ones will be introduced in 2024). Everything else is operated from the infotainment touchscreen. Proper physical buttons and knobs – as found in rival electric cars including the Niro EV, the Leaf and the Zoe – are so much easier to use.

Visibility, parking sensors and cameras

Seeing out of the front of the ID 3 is pretty easy overall, and its deep windscreen and slim front pillars afford you a largely unobstructed view of the road ahead. They're heavily angled though, so despite the large glass cut-out to reduce the size of your front blind-spot, taller individuals might find that they get in the way a little at T-junctions.

The rear pillars are thicker and the rear screen a little shallow, making it a bit harder to see what’s over your shoulder or out of the back. To make parking easier, front and rear parking sensors are fitted as standard. If you want a rear-view camera, you have to add it as an option. 

For increased visibility at night, you get full LED headlights with high-beam assist, and you can add matrix LED headlights as an option. The matrix versions can be left on full beam at all times without dazzling oncoming drivers.

Sat nav and infotainment

All ID 3s come with a 10.0in infotainment touchscreen, which is a similar size to many of its rivals, but quite a bit smaller than the 15.0in display in the Model 3. What’s more, the infotainment software is nothing like as slick as that rival’s. 

It looks good, but it’s all style over substance, proving laggy and confusingly lay out – the system in the Niro EV is far more straightforward. Next year, to hopefully fix the issues, VW is introducing a new infotainment system to the ID 3, which includes a larger 12.9in touchscreen and new software.

Until then, all models get a natural-speech voice control to call out commands to, but it's hit and miss whether it’ll do what you ask especially if you have noisy children in the car. Sat-nav is standard across the range, along with Android Auto and Apple CarPlay smartphone mirroring. Handily, that means you can bypass many of the infotainment system’s confusing menus.

Quality was once a VW byword, but in the past the ID 3 made it seem that it had taken a back seat in the company’s priorities. Fortunately, its 2023 mid-life facelift has improved on the original car, adding soft materials to pretty much every surface you’ll touch often.

Still, it doesn’t take much prodding around to find lots of materials that feel a bit cheap. The biggest culprit is the centre console, which is obviously made from cheap scratchy plastics. 

That’s disappointing when you consider that even the entry-level Pro version costs almost as much as the entry-level BMW 3 Series . Now, don’t get us wrong, the Tesla Model 3 isn’t exactly great when it comes to material and build quality, but it is better than the ID 3.

Interior overview

Strengths  Good forward visibility; fundamentally sound driving position

Weaknesses  Laggy and confusing infotainment system; disappointing material quality; fiddly touch-sensitive buttons

Passenger & boot space

How it copes with people and clutter, front space.

There’s more than enough space in the front of the VW ID 3. If you’re six feet tall, or even a bit taller, you should have enough head and leg room.

There’s pretty good storage space available. A large chunk of that is in the centre console, which has various cubbies and cup-holders. The glovebox is a decent size, as are the door bins.

The ID 3 is roughly the same length as the Golf and is about as roomy as the Golf in the back. There’s space for taller passengers to sit behind anyone equally tall without feeling squished, but there's not a lot of head or leg room going spare. For some context, the Kia Soul EV and the Model 3 are both roomier

Those in the middle seat get the rawest deal of the lot. Even those measuring just under six feet tall will find that the raised middle seat robs them of all head room. With three adults in the back, there won’t be much shoulder room to spare, but at least there’s a totally flat floor with no central tunnel. If you opt for the Pro S model with the 77kWh battery, you're actively discouraged from carrying three in the back, because there are only two rear seats.

Storage amenities in the rear are pretty sparse, with rear-seat occupants given smallish door bins to play with and nothing else.

Seat folding and flexibility

There’s not a huge amount to report here. You get 60/40-split rear seats as standard, which are not as useful as 40/20/40 seats, but the addition of a ski hatch does give you more options for carrying longer loads with passengers.

There's no option of sliding or reclining rear seats, which you can get in a family SUV of an equivalent price.

The ID 3 has a 385-litre boot, which is five litres bigger than the Golf’s, and is fine for fitting in a buggy, the weekly shopping or a couple of suitcases. The Leaf's boot is bigger and the Model 3’s is in a different league for cargo capacity.

The boot is a usefully square shape, making packing easier.

We’d suggest adding the optional height-adjustable boot floor, because it doesn’t cost very much but reduces the load lip and gives you a flat floor if the rear seats are folded. Better still, it provides somewhere to stow the charging cables without encroaching on boot space.

Practicality overview

Strengths  Loads of boot space; lots of front head and leg room

Weaknesses  Pro S only has four seats; rear head room is tight, especially in the middle

Buying & owning

Everyday costs, plus how reliable and safe it is, costs, insurance groups, mpg and co2.

As a cash purchase, the cheapest VW ID 3 Pro will set you back about the same as the entry-level Niro EV and the top-spec MG4 EV Trophy Extended Range, but more than the Leaf and the Zoe. Meanwhile, the more expensive ID 3 Pro S costs almost as much as the Model 3.

As a company car , the ID 3 will save you a heap of cash over a petrol or diesel because electric car benefit-in-kind (BIK) tax is very low. The ID 3 should look after private buyers too, thanks to very slow predicted depreciation (strong resale values mean competitive PCP finance rates).

The ID 3 Pro can fast charge at up to 120kW and the Pro S 170kW. As a result, the Pro should charge from 5-80% in around 35 mins, while the faster charging Pro S should do the same charge in around 30 mins. On an 11kW public charger , the Pro will go from 0-100% in 6hr 15mins, while the Pro S will take 7hr 30mins. The Model 3 can charge even faster, and the Tesla Supercharger network is the best at the moment in terms of reliability and proliferation.

Equipment, options and extras

No matter which of the ID 3 versions you go for, you get plenty of standard kit to help justify the price tag. The entry-level Pro has 18in alloy wheels, wireless phone-charging, electrically heated and folding side mirrors, heated windscreen washer jets, heated front seats, a heated steering wheel, adaptive cruise control and dual-zone air conditioning. 

Upgrading to the Pro S trim gets you the 77kWh battery, 19in alloy wheels and upgraded leatherette seats with electric adjustment. 

If you want more kit, there are plenty of options packs you can add, including the Exterior Pack Plus and a heat pump that makes heating the interior more efficient.

Reliability

The ID 3 had a middling performance in the 2022 What Car? Reliability Survey  and finished below the MG ZS EV and the Model 3.

As a brand, Volkswagen came 22nd out of 32 manufacturers ranked in the survey. That was below Hyundai, Kia, MG and Tesla, but above Nissan and Peugeot.

VW gives you a three years/60,000 miles warranty. That’s fairly average in the class, but doesn’t come close to Kia's seven-year cover. The ID 3's battery is guaranteed to maintain at least 70% of its energy capacity for eight years and 100,000 miles.

Safety and security

There's an extensive suite of safety kit fitted as standard, including automatic emergency braking ( AEB ) with pedestrian and cyclist monitoring, lane-keeping assistance, adaptive cruise control, a driver fatigue monitor and traffic-sign recognition, which shows the speed limit on the driver display. 

The ID 3 scored the full five stars when it was tested by the safety experts at Euro NCAP in 2020. The Niro EV with a safety pack scored five stars, but that was in 2022 when the tests were tougher, so it’s impossible to directly compare. Likewise, the Model 3 holds five stars, but they date back to 2019. 

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Costs overview

Strengths Lots of standard equipment; loads of safety kit; competitive resale values

Weaknesses Pro S version is expensive; reliability could be better; average warranty

The official range of the entry-level Pro, which has a 58kWh battery, is 265 miles. For the Pro S, with its larger 77kWh battery, it's 347 miles.

No. While the ID 3 electric car  is similar to the VW Golf in many ways, including size, it doesn’t replace it, and they are sold side by side. From 2014 to 2020,  Volkswagen sold an electric version of the Golf, called the VW e-Golf .

If you go for the entry-level ID 3 Pro, you can expect to pay about the same as the Kia Niro EV or the top-spec MG4 EV Trophy Extended Range. If you want the Pro S, with its 77kWh battery, you can expect to pay almost as much as the Tesla Model 3 .

If you're using an 11kW home charger the Pro version should take about six hours and 15 minutes to charge up fully, while the Pro S (which has a bigger battery capacity) should take about seven and a half hours. A three-pin wall plug will take more than 30 hours.

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• Volkswagen ID.3

Volkswagen ID.3 gains three new models adding more spunk, power, and a lower price

Volkswagen added three new ID.3 trims, including a more sporty, a more powerful, and a lower-priced model. The small all-electric car has been updated with more tech, software, and spunk.

The ID.3 was introduced to the world in 2019 as Volkswagen’s first fully electric vehicle based on the MEB platform.

Last year, 140,800 ID.3 models were sold, making it the VW Group’s second best-selling EV with combined ID.4/ ID.5 sales reaching 223,100. Through the first three months of 2024, over 26,000 ID.3’s have been delivered.

With newer, more advanced EVs hitting the market, Volkswagen launched the new ID.3 earlier this month.

The “major” upgrades include new software and infotainment (with ChatGPT). VW’s new system features a larger touchscreen with an improved design.

With a stronger and more efficient motor, the new ID.3 (Pro S) delivers 228 hp (170 kW) as standard with up to 347 miles (550 km) WLTP range. The upgraded model also features faster charging speeds with up to 175 kW DC charging capacity and added battery pre-conditioning.

Volkswagen ID.3 model line gains three new trims

Volkswagen launched three new ID.3 variants with the electric hatch offering more power, a sleek, sporty design, and a lower-priced option.

Following the launch of the ID.3 GTX in March and the ID.3 Pro S earlier this month, Volkswagen launched pre-sales of the new entry-level ID.3 Pure model this week. While the ID.3 GTX is VW’s new sporty flagship, the Pro S version is the most powerful variant yet.

Top comment by JD

The ID4 in Germany in Euros is actually more expensive than our ID4 in USD. So our prices would likely be lower than the given Euro amount here, not more. And the WLTP drops the range by almost 15% for EPA.

Such resulting numbers would actually put an ID3, at worst, above the Leaf Plus; very much on par with the Ioniq 5 RWD models; and closer than you'd think to the Equinox 2LT. (With the latter being FWD, 600lbs heavier, 15hp less, with only 20 or so miles greater range than the comparable ID3 Pro S.) So actually not that bad.

I think it turns out that the only thing that makes any of these EVs palatable right now is still the free money. With it they're tempting, without it they're not. The Bolt that we so adored had an actual Monroney of $44k in just 2021. It was only the $7500 gov't money and GM dropping it another $6k for the final year that made it seem like a cheap car in hindsight. But much like this ID3, it was not.

The new entry-level ID.3 Pure rounds off the lineup as its most affordable model. With a 125 kW (168 hp) motor and 52 kWh lithium-ion battery, the new Pure variant offers up to 241 mi (388 km) WLTP range.

All new ID.3 trims are equipped with Volkswagen’s next-gen software and infotainment system.

Other optional features include an enhanced augmented reality head-up display, a redesigned Wellness app, and a premium Harman Kardon sound system are available.

The new ID.3 Pure is the new base model, starting at around $40,000 (€36,900) in Germany (including VAT). Meanwhile, the Pro S starts at roughly $51,550 (€47,595), while the sporty GTX will cost at least $55,000 (€50,795), including VAT.

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Peter Johnson is covering the auto industry’s step-by-step transformation to electric vehicles. He is an experienced investor, financial writer, and EV enthusiast. His enthusiasm for electric vehicles, primarily Tesla, is a significant reason he pursued a career in investments. If he isn’t telling you about his latest 10K findings, you can find him enjoying the outdoors or exercising

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• Company / Production and locations

ID.3 starts series production: The Transparent Factory in Dresden to become the home of the Volkswagen ID.

• Start of ID.3 serial production today is a milestone of the strategic realignment
• Fourth Volkswagen MEB site in the world
• From advice to co-construction to delivery of the ID. family: Focus on holistic customer experience
• Additional focus: Innovation site for automation and digitalization solutions for Volkswagen
• Site manager Danny Auerswald says: “We are a production plant, tourist attraction, event location, test lab and delivery center – all in one.”

The Transparent Factory in Dresden began series production of the fully electric ID.3 today. This makes it the second production site for the ID.3 and already the fourth site in the world producing Volkswagen models based on the Modular Electric Drive Toolkit (MEB). At the same time, Volkswagen is opening a new chapter in the Saxon capital: Over the coming years, the former “Center of Future Mobility” will steadily transform into the “Home of the ID.”

The central goal: To act as a beacon for Volkswagen in Germany, offering customers, visitors and guests a holistic experience of the ID. family – from initial advice and test drives, to production visits, co-constructing the ID.3 and modern event formats, up to the handover of electric vehicles. An additional focus of the strategic realignment is the development of a research and innovation site that drives innovative projects on a pilot scale for later use in large capacity sites at Volkswagen.

Thomas Ulbrich, Member of the Board of Management for Electric Mobility at Volkswagen, says: “Volkswagen is continuing to pursue its electric offensive. In addition to new electric models, this also includes the transformation of the global production network. At Dresden we are already converting the fourth Volkswagen site to the new ID. family and the MEB. At the same time we are ramping up volume production in the Zwickau electric car plant and in our two Chinese MEB plants every week. In doing so we reaffirm our ambitions to take on a role as global leaders in electric mobility.”

Danny Auerswald, Site Manager of the Transparent Factory, says: “The Transparent Factory plays an important role within the Volkswagen brand: Here, visitors, customers and guests come into direct contact with the mobility of tomorrow. We are a production plant, tourist attraction, event location, test lab and delivery center – all in one. With the start of the production of the ID.3 , we are giving the green light for our strategic realignment.”

Thomas Aehlig, Chairman of the Works Council of the Transparent Factory, says: “In 2017 we were the first site to completely transform in the direction of electric mobility. As the works council, it was – and is – very important to continue to secure employment here in Dresden. We guarantee added value for the brand and the Group from the new areas of business. From a technical standpoint, we are now capable of producing additional MEB models in the Transparent Factory.”

The first ID.3 rolled off the assembly line in the presence of Saxony’s Minister of Economy and Transport Martin Dulig, mayor of Dresden Dirk Hilbert, the management of Volkswagen Sachsen, with Dr. Stefan Loth (Technology & Logistics), Karen Kutzner (Finance & Controlling) and Dirk Coers (Human Resources), and the Chairman of the General Works Council of Volkswagen Saxony, Jens Rothe.

MEB production network growing around the world

The Transparent Factory is already the fourth site in the world producing Volkswagen electric cars based on the Modular Electric Drive Toolkit. The first site, the Zwickau plant, kicked off MEB production. At the end of 2020, the Chinese sites in Anting and Foshan also started production of MEB vehicles. Together, these four plants have a maximum production capacity of more than 900,000 vehicles a year. The next sites in Emden, Hanover and Chattanooga (USA) are also preparing for MEB production.

As with the start-up of the e-Golf in 2017, the production of the ID.3 will also start with one shift and 35 vehicles from Monday to Friday. The regular visiting times for tours remain the same: Monday to Saturday from 9:30 am to 6:30 pm, Sunday from 9:30 am to 5:00 pm.

New areas of business secure employment at the site

In addition to production, this will create new or expanded areas of business. There are currently 380 employees working at Volkswagen’s Dresden site.

In future, significantly more vehicles will be handed over to customers in the Transparent Factory. To that end, a second delivery point was recently set up in the factory – which is unique in the automobile industry. The number of vehicle handovers to customers is expected to increase from 1,301 in 2019 and 3,296 in 2020 to more than 5,000 vehicles in 2021. The goal is around 9,700 deliveries a year by 2022.

The Functional Testing station in Dresden is being further expanded. It is an integral part of the worldwide network of testing stations for the overall vehicle development. Its focal points: The testing of assistance systems, mobile online services, engines and chassis.

In the Technical Vehicle Service , used vehicles will be inspected and repaired. Electric vehicles will also be prepared for delivery at the Transparent Factory. The goal is to deliver vehicles produced in Dresden primarily in Dresden.

Moreover, the topic of Production 4.0 will be driven forward in the Transparent Factory. The guiding principle is the automation and digitalization of complex operations within assembly and logistics. Specifically, the factory will act as a planned pilot plant in the Company for the development and application of new technologies in real series processes.

Technical equipment for the ID.3 in two waves

At the beginning of 2021, the production area of the Transparent Factory was converted to meet the requirements of the Modular Electric Drive Toolkit (MEB). The first conversions for the ID.3 already took place in summer 2020. As one of seven stations, the "marriage", where the body and chassis are bolted together, was adapted. The conversion measures in winter include, for example, the installation of a system on which the panoramic roof is fitted and for the adaptation of the gripping devices for installing the cockpit and seat system.

Dresden Transparent Factory: Electric site since 2017 and showcase for electric mobility

Since opening in 2001, the luxury sedan Phaeton (84,235 units, 2001-2016), the Bentley Flying Spur (2,186 units, 2005/2006 and 2013/2014) and, since 2017, the e-Golf (50,401 units) have rolled off the production line at the Transparent Factory.

The launch of the e-Golf also marked the strategic realignment of the company into a “Centre of Future Mobility.” Innovative business areas such as the “Future Mobility Incubator,” Volkswagen’s start-up program, and the “Future Mobility Campus,” a learning laboratory for training and further education, the expansion of vehicle delivery and as a test field for Production 4.0, have made the location fit for the future. This successful transformation will continue at full speed with the series production of the ID.3 and the strategic realignment to the “Home of ID.”

Video: ID.3 starts series production: The Transparent Factory in Dresden to become the home of the Volkswagen ID.

Story: E-car production for the world

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The specified fuel consumption and emission data does not refer to a single vehicle and is not part of the offer but is only intended for comparison between different types of vehicles. Additional equipment and accessories (additional components, tyre formats, etc.) can alter relevant vehicle parameters such as weight, rolling resistance and aerodynamics, affecting the vehicle's fuel consumption, power consumption, CO 2 emissions and driving performance values in addition to weather and traffic conditions and individual driving behavior.

Further information on official fuel consumption data and official specific CO 2 emissions for new passenger cars can be found in the "Guide to fuel economy, CO 2 emissions and power consumption for new passenger car models", which is available free of charge from all sales dealerships and from DAT Deutsche Automobil Treuhand GmbH, Hellmuth-Hirth-Str. 1, D-73760 Ostfildern, Germany and at www.dat.de/co2 .

The ID.3 More, more, more with Volkswagen Match

The next evolution in electric driving  .

The new ID.3 keeps the future of electric mobility driving forwards. The clear lines of the exterior give the   ID.3  a more mature look, while the interior is elegantly finished with quality materials. There is also a generous collection of Driver Assist systems to give you a helping hand on the road.

Built on the modular electric drive matrix (MEB), the ID.3 comes with ID. Software installed. It upgrades charging functions, including Plug & Charge, and keeps your ID.3 up to date with post-purchase upgrades.

The new ID.3 Pro and Pro S Match

ID.3 Match, provides the next evolution in electric driving . Now with more thought out assistance equipment, making your drive effortless.

Memory function for Park Assist Plus

Now you can teach your ID.3 to perform recurring parking manoeuvres. Learn more to see the video of it in action .

Augmented Reality Head up Display

Now you have the directions displayed directly within your field of vision .

Details about the new ID.3

• Infotainment ( 2 )
• Design ( 8 )
• IQ.DRIVE & assistance systems ( 7 )
• Technical Features ( 2 )

ID.3 upgrades  via We Connect

Details of the new exterior, details of the panoramic glass roof, wheel details, details about the exterior packages, details on interior, details on the comfortable seats, details on the sustainable materials used, details on ambient lighting, details on travel assist, details on emergency assist, details on traffic hazard alert (car2x), details on area view, details on adaptive cruise control acc and front assist, details on lane keeping and lane change assistants, details on park assist plus, details on the iq.light, details on charging with plug & charge, details on voice assistant.

The new ID.3 GTX More.Dynamic.

Electric mobility continues to pick up speed with the new ID.3 GTX : with enhanced performance as well as a sporty design. The result? All - electric mobility at the cutting edge of technology . Experience electric performance that inspires.

Easy, accessible charging, wherever you are

There are many ways you can charge your id.3 , giving you the convenience and flexibility you need to keep your car running.

Ohme Wall Box

Volkswagen recommends Ohme as our preferred wall box supplier. Your local Volkswagen Retailer can help you order a Ohme home charger and even guide you through the process of applying for a grant. You may be also eligible for the EV chargepoint grant⁠ ⁠ 3 if you own or rent a flat (you can get either £350 or 75% off the cost to buy and install a socket, whichever amount is lower.).

Octopus energy

Octopus have designed a smart, green tariff especially for Volkswagen ’s electric vehicle drivers , Octopus Go Green.

We Charge subscriptions

E-mobility can be simple and fun – after all, you should be able to get anywhere in your electric car with ease. Simply open the We Connect ID. app and check the location of the nearest charging station – and you can charge your vehicle and get great prices according to your We Charge plan.

Build and compare

Available from stock only.

Electrically on the move with all the design and comfort elements for a well-rounded choice. From £37,430.00

Battery Range up to*: 269mi Capacity: 58kWh Acceleration 0-62 mph: 7.4s

Equipment Highlights:

• Alloy wheels 18" 'East Derry' Black
• High Beam Assist, automatic sensing for switching between dipped and main beam
• Wireless smartphone charger
• 10 colour ambient lighting
• Remote electrically foldable door mirrors, puddle lights and reverse activated passenger's door mirror
• 2 USB-C ports in the front, 2 USB-C charging sockets on the centre console in rear, charging capacity up to 45 W

Find a retailer

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The car that goes further, the Pro S 77kWh will get you on your way. Available with 4 seats only. From £43,185

Battery Range up to*: 356mi Capacity: 77kWh Acceleration 0-62 mph: 7.9s

• Alloy wheels 19" 'Wellington'
• Bi-colour concept , Silver exterior roof trim and rear pillar, styling pack
• ergoActive seats in front with power adjustment, memory feature and adjustable thigh support

ID.3 Stock Available Now

You could drive away in a new   ID.3 sooner than you think! 

We have ID.3 stock available immediately with stock discounts up for grabs too. Please contact your local retailer to check what they have in stock and what offers are available.

Browse available ID.3 stock

Book an id.3 test drive ..

Experience the future of driving with an all - electric ID.3 ! An expert will be with you to answer any questions you may have on charging, range, safety , or anything else you’re unsure about. They’ll introduce you to everything you need to know from wall boxes to energy providers, ensuring your transition to a life electric is as seamless as possible. 

Pricing, offers and finance

Below you’ll see an example of a Solutions Personal Contract Plan, complete with all the costs you need to know. To calculate your own plan, select the ‘Customise this offer ’ button below and use it to edit the mileage and plan duration as well as your deposit and monthly repayments. Alternatively, select the 'Choose another trim' where you can view all available trims, batteries and then customise your selection.

ID.3 Charge Offers

Get your choice of a free 7kW Ohme home charger or £500 We Charge by Elli credit when purchasing an ID.3   3

Ohme Home Charger 4  

Loaded with smart technology to help you manage charging scedules, monitor progress and keep track of electricity usage and costs. 

During your purchase let the Retailer know you'd like the charger and we'll arrange for an Ohme home charger with standard installation  4  

How to redeem this offer

We Charge by Elli Credit 4

Get £500 worth of charging credit with Volkswagen We Charge by Elli, giving you access to thousands of public charging points all across the UK.

When collecting your ID.3 , contact Volkswagen Customer Service to obtain your voucher code.  4

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See the id.3 dimensions.

Here you’ll find all the   dimensions  for both the exterior and interior of the ID.3 . 

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Whether you’d prefer to book a test drive or have an appointment, your local retailer is here to help you find your perfect ID.3 .

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ID. software update Benefit from over-the-Air Updates to ensure that your ID. remains up-to-date

Explore our other pure Electric cars   Discover our range of incredible all - electric cars that feature everything you love about   Volkswagen

Most popular ID.3 accessories

Discover care products and charging solutions for your volkswagen.

3-pin domestic chargers

With our charging cables you can charge your electric vehicle at home, via the wallbox or any domestic socket.

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With our transport solutions, you’ll create more space for yourself and for your stuff.

Whether you're travelling far, or on a summer staycation, our luaggage solutions ensure that the interior of your Volkswagen stays clean and protected.

*All vehicles are tested according to WLTP technical procedures. Figures shown are for comparability purposes; only compare fuel consumption, CO2 and equivalent electric range figures with other vehicles tested to the same technical procedures. These figures may not reflect real life driving results, which will depend upon a number of factors including the accessories fitted (post-registration), variations in weather, driving styles, speed, vehicle age, vehicle load (and, for battery electric vehicles 5  and plug-in hybrid vehicles, the starting charge of the battery and battery age).

Figures for plug-in hybrid vehicles were obtained using a combination of battery power and fuel. Plug-in hybrid vehicles require mains electricity for charging. Figures for battery electric vehicles were obtained after the battery had been fully charged. Battery electric vehicles require mains electricity for charging. Zero emissions while driving . Figures quoted are subject to change due to ongoing approvals/changes. Please consult your retailer for further information and range figures may include   options  not available in the UK. Data correct at March 2024.

Volkswagen ID.3 Pro

58.0 kWh Useable Battery

350 km Real Range

166 Wh/km Efficiency

Available to Order

Real range between 250 - 520 km, performance, home / destination, fast charging, plug & charge, bidirectional charging (v2x / bpt), vehicle-to-load (v2l), vehicle-to-home (v2h), vehicle-to-grid (v2g), energy consumption, evdb real range, wltp ratings, real energy consumption between 112 - 232 wh/km, safety (euro ncap), dimensions and weight, miscellaneous, home and destination charging (0 -> 100%).

Charging is possible by using a regular wall plug or a charging station. Public charging is always done through a charging station. How fast the EV can charge depends on the charging station (EVSE) used and the maximum charging capacity of the EV. The table below shows all possible options for charging the Volkswagen ID.3 Pro. Each option shows how fast the battery can be charged from empty to full.

Charging an EV in Europe differs by country. Some European countries primarily use 1-phase connections to the grid, while other countries are almost exclusively using a 3-phase connection. The table below shows all possible ways the Volkswagen ID.3 Pro can be charged, but some modes of charging might not be widely available in certain countries.

† = Limited by on-board charger, vehicle cannot charge faster.

Fast Charging (10 -> 80%)

Rapid charging enables longer journeys by adding as much range as possible in the shortest amount of time. Charging power will decrease significantly after 80% state-of-charge has been reached. A typical rapid charge therefore rarely exceeds 80% SoC. The rapid charge rate of an EV depends on the charger used and the maximum charging power the EV can handle. The table below shows all details for rapid charging the Volkswagen ID.3 Pro.

• Max. Power: maximum power provided by charge point
• Avg. Power: average power provided by charge point over a session from 10% to 80%
• Time: time needed to charge from 10% to 80%
• Rate: average charging speed over a session from 10% to 80%

† = Limited by charging capabilities of vehicle

Autocharge: allows for automatic initiation of a charging session at supported CCS charging stations.

Plug & Charge: allows for automatic initiation of a charging session at supported CCS charging stations in accordance with ISO 15118.

Actual charging rates may differ from data shown due to factors like outside temperature, state of the battery and driving style.

Preceding model

The model shown on this page is the successor of the Volkswagen ID.3 Pro, which was available to order from July 2021 until December 2022. The previous model had similar range, 32% slower acceleration and was similar in energy consumption.

The model shown on this page is the successor of the Volkswagen ID.3 Pro Performance, which was available to order from July 2021 until March 2023. The previous model had similar range, same acceleration and was similar in energy consumption.

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Volkswagen ID.GTI debuts in 2026, on sale in 2027

Drivable prototypes already built, but will it come to the u.s..

The battery-electric Volkswagen ID.GTI is three years away. We're talking about the hot hatch that will be based on the coming ID.2all supermini said to arrive in 2025, the automaker targeting a price around 25,000 euros ($27,544 U.S.). Andreas Mindt, VW's head of design, posted a sketch of the ID.GTI alongside the vintage GTI with the caption, "The Golf GTI was first unveiled at the 1975 Frankfurt Motor Show with a production run of 5000 units. To date, we have sold more than 2.8 million. In 2026, we will introduce an electric version of this iconic model." That's likely for a debut, however. As for when it goes on the market, brand CEO Thomas Schäfer told Autocar the ID.GTI won't come to market until early 2027, roughly priced somewhere around 30,000 euros ($33,029 U.S.).

          View this post on Instagram                       A post shared by Andreas Mindt (@andreas_mindt_2023)

VW hasn't said a word about U.S. availability. The specs aren't far off something we could see coming this way, and better than some new offerings in the market now or soon. The concept's length of 160.4 inches and wheelbase of 100.7 are virtually identical to the VW Polo GTI sold in Europe and elsewhere — but never sold here — although it's actually 1.4 inches taller than the Golf-based GTI sold here. Cargo space is similarly a little smaller than the Golf GTI at 17.3 cubic-feet versus 19.9. There's a little more space overall, perhaps due to its greater height, at 47 cubic feet with the back seat folded. The VW R&D team is already behind the wheel of a drivable prototype, team lead Kai Grunitz telling Autocar the prototype is a tiny bit smaller than the show car. If the prototype were 160 inches long, that's 8.8 inches shorter than a 2023 VW GTI , 3.2 inches shorter than a 2023 Chevrolet Bolt. On the other hand, that's 15 inches longer than the 2024 Fiat 500e .

As for range, the standard ID.2all is expected to offer two batteries of either 38 kWh or 56 kWh, the larger one returning a predicted range of 280 miles on Europe's WLTP cycle. Let's say that's 240 miles in the U.S., a distance we'd expect to some thanks to the ID.GTI's more powerful motors. That could put the ID.GTI a few dozen clicks down on the Bolt's 259 miles, but still beyond the 149-mile range of the 500e and the base Nissan Leaf S. The ID.GTI is sounding more like a foil for the coming 2025 Mini Cooper SE John Cooper Works , which is rated at 250 miles of range from its 54.2-kWh battery on the European cycle, could land in the mid-$30,000s for MSRP, and would also be roughly 12 inches shorter than the ID.GTI. So it's anyone's guess as to whether VW will bring it here, but we know VW USA wants it.  

The few details we have on it predict more than the 223 hp in the ID2.all, front-wheel-drive only, a locking front differential, a "GTI Experience Control" mode selector shaped like a golf ball between the seats and able to tweak steering and throttle responses as well as manufactured sounds, and wireless charging pads that feature magnetic locking. 

If none of this tantalizes you, the Golf is making the electric transition, too. Although it might lose its rights to the GTI name, we know VW has plans for tuning. The R division's been dreaming up all-electric scenarios for a while now, and the GTX nameplate is reserved for all-wheel-drive performance trims, a perfect way for the Golf to differentiate itself.

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Roadtrippin’ 2024: Sports team strikes it rich at Gold Dredge 8

ANCHORAGE, Alaska (KTUU) - When sports reporters think of Alaska Goldpanners, we think of the summer collegiate baseball team in Fairbanks. But just over 10 miles from Growden Park ballfield lies the former hub for real gold panners, brave souls who came to the Golden Heart City during the gold rush of the early 1900s.

Gold Dredge 8 — experienced by thousands each year — explains that and more, beginning alongside the Trans-Alaska Pipeline where “black” or “liquid gold” has been flowing since 1977.

”It is like gold mining, the pipeline is the lifeline of Alaska,” Gold Dredge 8 President Jayson Kowalchuk said. “We are happy to have it here as part of the story.”

That story tells of the many parallels between the gold rush and pipeline boom.

“In 1977, right off the pipeline, I started gold mining,” recalled Gold Dredge 8 tour guide Dexter Clark. “In one way or another, right up until 2015 when I retired off of Fox Creek, I’ve either had a toe or a finger in the mine.”

Clark recalls the moment he became hooked on gold mining.

”On Sept. 26, 1977, at 5 to 5 in the afternoon, it was 28 degrees Fahrenheit, light snow falling, this piece of gold right here changed my life,” he said as he pointed to a 1-ounce gold nugget.

The tour through time continues via train, a narrated journey through the fields of gold where bits of history remain.

”The Tanana Valley Railroad, the little train that we take you on, it actually used to run out through this valley here and that is how the gold dredge was actually brought into this valley,” Kowalchuk said. “There was 110 flat cars that came into this valley with Gold Dredge 8 on it in 1927 and they erected it and started it in ‘28.”

Gold Dredge 8 went on to dredge millions of ounces of gold between 1928 and 1959.

”We’re telling the story here of how the miners did it back in the ‘30s,” Kowalchuk added. “The Gold Dredge itself is a huge hit, people can walk onboard it, they actually get to touch it, they get to see it.”

The dredge, listed on the U.S. National Register of Historic Places, uses a mechanical method to extract earth material, take it down the “bucketline” and sift it with water so the heavier gold settles to the bottom and dirt washes away.

After a brief gold panning demonstration from Dexter the Expert, it is time to put on the suspenders and mine some gold yourself. With a pan, a “poke full of pay dirt” and a little guidance, guests take home real flakes of Alaskan gold after the process.

”Everybody finds gold but there was one individual that found $328 in one pan,” Kowalchuk said.

As far as what the sports team came away with, Jordan panned $13 worth of gold and Tyler Lane about $7, so they won’t be retiring anytime soon but will use the funds towards their next Roadtrippin’ adventure.

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The 2024 Volkswagen ID.4 review: This electric small SUV keeps getting better

• Roomy cabin
• Competitive pricing
• Reassuring safety scores
• So-so range of cheapest model

What’s new?

• Power and range increases
• Updated tech

The Volkswagen ID.4 is an effective and attractive all-electric small SUV, and it gets even better for 2024. Pricing starts at $41,160.

The ID.4 is an accomplished and well-considered electric SUV, and has been since its launch for the 2021 model year. Volkswagen  got a lot of things right with the ID.4 and has been improving it steadily ever since. Rivals like the Hyundai Ioniq 5, Kia EV6, and Ford Mustang Mach-E raised expectations in terms of power and range, and the ID.4 sees improvement on both of those fronts for 2024. Consistent with our own time behind the wheel — and with what we see and hear as common themes across most electric vehicles — owners praise the ID.4 as smooth, quiet, and enjoyable to drive.

We’ve logged hundreds of hours driving and evaluating this generation of  electric SUVs , including the Volkswagen ID.4.

What’s new for 2024 :

Most of the changes this year focus on the ID.4 Pro models, which have a larger battery. That’s okay, because the Pro models are by far the most popular. Key improvements for 2024 include more power, better range, a bigger infotainment touchscreen, improved audio and climate controls (thank goodness), and a relocated transmission selector.

2024 Volkswagen ID.4 pricing

The 2024 Volkswagen ID.4 starts at $41,160. That’s for the base model with a range of 209 miles, the ID.4’s shortest. The most popular version, however, is the all-wheel-drive Pro S, starting at just over $55K, now with more power and a range expanded to 263 miles. To help navigate the ID.4’s trim soup, all “Pro” models feature the bigger batter with longer range, while “S” and “Plus” designations denote higher levels of equipment.

Volkswagen adds three years of free fast charging using the Electrify America network.

These figures include both the manufacturer’s suggested retail price (MSRP) and the $1,425 factory-to-dealer delivery fee (destination charge).

This class of electric SUVs also includes the Hyundai Ioniq 5 (from $41.6K), Kia EV6 (from $42.6K),  Nissan Ariya  (from $43K), and the Ford Mustang Mach-E (from $43.5K). Those looking for the competitor with the best range might also want to check out the Tesla Model Y, starting at around $44K.

See: Why the innovative 2024 Hyundai Ioniq 5 is such a great buy

The ID.4 is made in Tennessee, so buyers may be eligible for a federal tax credit of up to $7,500 —  see if you qualify .

Before buying a new ID.4, check the Kelley Blue Book Fair Purchase Price to know what you should be paying. Tesla enjoys the strongest resale values of this crowd, while ID.4 models are a bit below average. Recouping more money when you sell a vehicle can mean a bigger down payment and lower monthly payments on your next one.

Power, ride, and handling

As is the case with most of the competition, the bigger-battery and dual-motor all-wheel-drive models are the best-sellers in the ID.4 lineup. So equipped, the newly fortified ID.4 zips from zero to 60 mph in 4.9 seconds. That’s quick enough to delight unsuspecting passengers. Single-motor/rear-drive 2024 ID.4 Pro models (Pro = bigger battery) hit 60 mph in under six seconds, which still qualifies as quick enough for confident merging and passing. We’ve found the ID.4 to be responsive and fluid around town, smooth and quiet on the highway. Outward vision is excellent, and we’ve appreciated the shorter-than-average wheelbase that makes the ID.4 maneuverable in parking lots. Overall, we’ve found that the ID.4 delivers just about everything we want and expect from an electric vehicle in this price range.

Range and charging

This year’s battery improvements increase the ID.4’s maximum range. The Pro models with all-wheel drive achieve 263 miles, up from 255. The rear-drive Pro runs for 291 miles (up from 275). Keep in mind, though, that the maximum ranges of several rivals reach past the 300-mile mark. For example, the Tesla Model Y Long Range is rated at 330 miles.

It takes about 30 minutes for an ID.4 to go from 10% to 80% capacity using a DC fast charger. That qualifies as about typical. For reference, the Ioniq 5 goes from 10% to 80% in 18 minutes, and a few other rivals are in that same ballpark.

Elevated interior

People who love the raised driving position of SUVs will be happy in the ID.4 — along with all the other folks who appreciate easy entries and exits, or not having to bend much when strapping a kid into their child seat. The dashboard keeps clutter to a minimum and the infotainment screen takes pride of place. One other little change this year is that ID.4 variants with the bigger battery also have a revised interface for the climate control system, which we’ve found much easier to use. Cabin space is good for the class, with decent headroom in both rows and a useful 37.6 inches of rear legroom (although the Ioniq 5 has nearly 2 inches more). The luggage area behind the rear seats measures 30.3 cubic feet, expanding to 64.2 cubic feet when they’re folded down. That beats the Ioniq 5 convincingly. We’d say the only minor gripe here is the somewhat high floor.

Understated exterior

The ID.4 is similar in size to the Hyundai Ioniq 5 and Kia EV6 — big enough to be accommodating, small enough to be easy in town. Its visual impact is understated, which is fine by us. Those LED strips going across the nose and tail with the illuminated VW badges give the right amount of flair at night. This year, the Standard version with all-wheel drive gains 20-inch alloy wheels, and S Plus models now roll on 21-inch alloys.

Our favorite features and tech

Infotainment system

Versions of the 2024 ID.4 with the bigger battery also come with a larger infotainment touchscreen, now measuring 12.9 inches. The rest of the lineup sticks with the usual 12-inch version. We’ve found this system easy to use. We also appreciate the standard wireless phone integration, wireless phone charging, and its ability to understand voice commands given in natural speech.

It’s to be expected at this point in automotive technology, especially with an EV, but a digital driver information display is always cool (in our opinion) and gives the cabin a tech-y feel.

Another tech addition to the interior is the LED strip across the top of the dash that pulses when the ID.4 is ready to drive, and helps give navigation directions.

Park Assist Plus w/memory parking

We always welcome self-parking features, but this system has something extra — it can remember up to five specific parking maneuvers. Say you always have to make the same specific moves to park at home; it will be able to repeat those actions. And it’s standard.

This is the name of VW’s standard array of driver aids, including forward collision warning with automatic emergency braking, blind-spot monitoring with rear cross-traffic alert, and adaptive cruise control.

Battery and efficiency

The standard battery in the ID.4 is rated at 62 kilowatt-hours (kWh), delivering an unimpressive 209 miles of range.

An 82-kWh battery comes in the Pro variants, which sparks off some changes for 2024. In combination with a single motor, output is raised significantly from 201 to 282 horsepower; all-wheel-drive versions go from 295 to 335 horsepower. In combined city/highway driving, the rear-drive Pro returns the equivalent of 113 mpg (MPGe). With all-wheel drive, the Pro and Pro S can manage 102 MPGe combined. The base ID.4 is rated for 107 MPGe combined.

For a little context, the Hyundai Ioniq 5 has similar efficiency ratings: 114 MPGe combined for long-range, all-wheel drive models, and 110 MPGe for the base version.

Also see: If you’re thinking of a new electric car, take a serious look at the 2023 Kia EV6

4-year/50,000-mile warranty

Volkswagen’s new-vehicle warranty, including powertrain coverage, lasts four years or 50,000 miles, whichever happens first. That’s a bit better than the 3-year/36,o0o-mile bumper-to-bumper warranty coverage more common among mainstream brands, and a bit worse than the typical 5-year/60,ooo-mile powertrain coverage. And nobody beats Hyundai and Kia warranties. The ID.4’s battery is covered for eight years or 100,000 miles.

Safety ratings

The ID.4 has taken the highest accolade of Top Safety Pick+ from the Insurance Institute for Highway Safety ( IIHS ) as well as a maximum 5-Star overall score from the National Highway Traffic Safety Administration ( NHTSA ).

KBB’s car review  methodology .

This story originally ran on KBB.com.

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