The VW ID.3 - Is driver efficiency at risk of replacing driver engagement?
I was recently invited to a couple of end-of-year press fleet drive events. These are days where car manufacturers assemble their existing fleet of press cars for journalists, writers and content creators to try out and (then hopefully) write about and feature soon afterwards in articles and reviews.
Volkswagon kindly invited me to one such event, which took place in November. It had been a little while since I had driven anything with a VW badge, so I was keen to have a play with the range and, most of all, experience the new electric ID range consisting of the ID.3, ID.4 and ID.5.
VW's ID range is very clever; it's essentially one EV platform that can be adapted for multiple shapes and sizes of vehicles ranging from the smallest in the range - the ID.3 to the largest, the ID.Buzz.
As you would expect, with the different sizes of cars and platforms comes different offerings of EV-range - the bigger the battery, the more extensive the electric range. VW has been clever with their engineering of the ID cars and has designed the different vehicles to suit the expected demand and usage. The interior layout is variable according to what the car is most likely to be used for, with extra storage space and practicality features in the larger vehicles that are most likely destined to be family cars.
It was the ID.3 that I was most interested in trying; after all, it's a small but spacious car that looks smart and is reasonably priced. For many generations, VW has been exceptionally good at the small, smart and well-priced format. The ID.3 is the new age comparison to perhaps a VW Golf. Prices start from £36,990, and VW state that the EV-range is around 265 miles on a full charge or if you're on the go, charging for 30 mins on a 58KWh charger can reward up to 180 miles.
As is the new norm with EVs, the ID.3 has a futuristic look about it both inside and out. It also has unique features to assist with driver comfort and satellite navigation. Some of these features were great, and some I'm not sure about; the massaging seats (an option) were a very nice feature, and the general look and feel of the cabin made the ID.3 a genuinely enjoyable place to be. Still, a few things left me feeling a little confused and, at times, frustrated.
The infotainment screen felt slightly clunky, with delayed response times to touch input when doing simple tasks like finding a radio station or setting the climate temperature. Hopefully, this can (and will) be sorted with software updates or upgrades. My biggest frustration came from the steering wheel controls, all of which are haptic touch buttons.
I'm yet to learn of anyone that likes haptic buttons, yet many car manufacturers are now deciding to opt for them over physical push buttons and switches. My issue with haptics is that there is often little-to-no feedback when pressing the 'buttons'. In theory, the volume buttons for the infotainment can be adjusted by tapping on the plus or minus; alternatively, you can slide your finger from left to right to increase or decrease the audio levels. This is great (in theory), but I couldn't get used to it at all. For me, the volume either shot up to a barmy level when trying to increase it slightly, or nothing happened at all. And once I had accidentally raised Jeremy Vines' voice to unwelcome 87db - could I turn it down again? Of course, I couldn't.
Then there's the haptics button panels' location - right where you place your hands. This means the slightest brush with a palm whilst turning or simply holding the wheel caused me to inadvertently turn on the heated steering wheel without realising or skip forward through audio tracks or radio stations. I'd like to think it might be something I would get used to as a driver, but I fear I might struggle and sadly can't imagine how it could be fixed or adjusted through software updates; this feels like a clunky design.
One feature that left me undecided was VW's new augmented reality GPS Navigation which incorporates heads-up display arrows which assist by pointing out which corner to take or lane to drive in. The arrows reflect from a projector on the dashboard onto the windscreen and somehow work out your head's location to position them correctly. I cannot deny that this is a very clever system, but the arrows are, in a word, enormous, and, at first, they caught me by surprise. I think this is something you would get used to with time - some people may take more time than others.
Quirks and frustrations aside, the ID.3 is, on the whole, a very pleasant place to be, and in terms of comfort, storage and space, I couldn't find any faults. It has a spacious boot comparable to a Golf, and the rear seats fold flat for the occasions you need to transport bulky items.
I was keen to try the larger cars, too and did so with the ID.4 and then the ID.5.
The ID.4 is priced from £38,710 and, with slightly more battery capacity, rewards a higher electric range of up to 328 miles on a full charge. The ID.5 was the largest car I drove on the day, boasting a similar electric range to the 4. All vehicles are available in a variance of trim, spec and with comprehensive option lists, including larger power outputs in the GTX models (for the ID.4 & 5), which VW currently pushes as the performance cars, describing them as 'extremely sporty'. Their words, not mine.
Overall, VW has produced a clever range of cars that seem sensibly priced compared to competitors. As cars, they do all of the things you would want your car to do, but I can't say I walked away from the drives with any sense of reward or enjoyment, and this is where I feel car manufacturers have the most significant present-day challenge when it comes to selling EVs to drivers that love driving.
A large part of me fears the future of motoring will involve hearing sentences like, "We used to look forward to driving!" and this comes down to fundamental physics. EVs can be clever, intuitive and even quirky, but from a driving point of view, there is a long way to go to make them truly fun. The main reason for this is the weight, which completely transforms a car's driving dynamics.
A petrol-powered VW Golf weighs as little as 1,264kg making it spritely and light. The smallest ID.3 weighs 1,813kg. And the ID.5 is in a whole new ballpark at 2,167kg. Small cars that weigh this much need to do something very impressive to feel fun and engaging to drive, and I think that, unfortunately, the ID range isn't quite there yet.
For many, perhaps the majority, this won't matter as the ID.3, ID.4 and ID.5 will be purchased as nothing more than 'a car', and a very good car at that - minor niggles aside. Still, I feel VW desperately needs to produce something considerably more fun and engaging soon to keep its fan base of drivers who have grown to love the GTi models since the 1980s loyal to the brand.
words: John Marcar
pictures: John Marcar
