Tag Archives: electric car

2021 VW ID.4 AWD Pro S

Electric VW well thought out, well-executed crossover …

Electric car haters might as well tune out right now as this review of Volkswagen’s new ID.4 all-electric crossover/SUV might melt your battery pack and explode your motherboard.

That’s because the ID.4 is an extremely well-thought-out and executed EV that most families would enjoy. Like other crossovers and SUVs, it is roomy inside, offers a comfortable ride, a quiet (electrics are quiet by nature) interior, and for us Wisconsinites, there’s AWD.

RELATED: Paul Daniel navigates the electric car madness.

This was the top-level ID.4 AWD Pro S model in Dusk Blue, a mid- to deep metallic blue conjoined with silver roof pillars and a black roof thanks to the $1,500 Gradient package.

ID.4 comes as either a rear-drive Pro or AWD Pro S model. The difference, other than AWD, is that there’s an electric motor front and rear for the Pro S and that gives the ID.4 295 horsepower and 339 lb.-ft. of torque. The rear-drive model has just 201 horsepower and milder torque.

Another difference, the RWD model has a 260-mile range while the AWD’s range is rated 250 miles, although in our 20- to 40-degree weather the most I got on a full charge was 235 miles.

Under hood is still crowded, but with an electric motor and supporting wares.

For the technically inclined this new VW, which is just slightly smaller than VW’s gas-powered Tiguan, uses two 82 kW lithium ion battery packs with 288 pouch style cells that ride in an extruded aluminum case in the floor for power. One electric motor powers the front wheels, another the rear. The batteries are charged via a plug-in charger that neatly stores under the cargo bay’s floor. A standard 120-volt outlet as in my garage slowly adds about 1 to 1.5 miles per hour of charge. A 240-volt charger reportedly more than doubles that.

Naturally there’s range anxiety if one were planning an inter-state trip in the ID.4, but VW has an answer for that, free charging at Electrify America charging stations of which there are about 2,550 nationwide with nearly 5,500 charging stalls. Many are located in Walmart lots and an app will help you find them. A fast charge from 5% up to 80% takes about 40 minutes, just long enough to sample a Slurpy with a side of Slim Jims.

Related video: Shhhhh! Mark Savage reviews the 2021 VW ID 4 AWD Pro S – YouTube

VW says ID will be its sub-brand for electric vehicles and the German carmaker is pushing to have half its sales be all-electric by 2030 with close to 100% by 2040. Much of that is pushed by stricter emission rules in Europe than in the U.S.

ID.4 competes with the likes of Ford’s new Mustang Mach-E, although the VW is more family friendly whereas the Mustang is more performance oriented, not surprising considering its name.

The VW features better ride than Mach-E despite a considerably shorter 108.9-inch wheelbase. Handling is good, but only sporty in the Sport drive mode, one of five. Acceleration is smooth and quiet (some electric whine, naturally), but not rocket ship fast, just quick.

VW claims a 0-60 mph start of 5.4 seconds with the AWD and 7.6 seconds with the rear-drive model. Then again, this is a family crossover/SUV, so you’re likely not planning any dragstrip action. Let’s be honest, most Mach-E drivers aren’t either.

Check out the electronic fuel filler, just where a gas tank door might be located.

For the record the EPA rates the VW at 98 MPGe city, 88 highway. The big info screen readout told me I was getting about 2.5 miles per kWh. So 10 hours of charging should net me about 25 miles of charge. Cruising on the highway I saw the figure hit 2.7 kWh.

A closeup of the electric outlet’s plug.

The key for moms and dads is that the ID.4 is a useful crossover that easily caries four or five adults while offering oodles of storage room behind the second row seats. There’s a power hatch and under-floor storage there too.

VW’s interior is comfy and looks more Star Wars than Saved by the Bell, meaning digital to the max. With a few exceptions it’s quite functional.

First, there’s a small driver’s instrument pod with speedometer and battery mileage readout attached to the manual tilt/telescope steering wheel column. So adjusting the wheel never blocks a driver’s vision of the pod. Bravo!

VW’s instrument pod is delightfully simple.

The other centrally mounted info screen controls virtually everything else and is a bit more than 12 inches. A 10-incher comes on the RWD model. Once you play with it a bit you’ll understand its levels, but there are a few fixes needed. First, there’s no dedicated radio button so you must access it by punching a square button on the left that apparently is Home. Beyond climate controls a radio is the second most used item, so requires a dedicated icon below the screen.

That’s where the climate controls are accessed, but sadly that includes the heated seats and steering wheel. Those should be on the console or steering wheel for easier access. That’s especially important because only the driver’s heated seat setting is remembered once the vehicle’s ignition is switched off. The heated wheel should be recalled too. A friend who adores VW agreed and also noted that the touchscreen was somewhat slow to respond to input too, resulting in double-punching some screen icons.

This odd little knob turns to engage the gears!

Another item that takes some getting used to, but becomes normal within a week’s drive, is the gear-shift selector, a knob attached to the right side of the instrument pod binnacle or hood. Rotate it forward for Drive and back for Reverse. Park requires pushing the end of the knob. Note too that rotating the knob forward twice shifts drive mode into one that allows more aggressive regenerative braking when the vehicle is coasting. Normally the ID.4 coasts like a standard car, but in this B mode the electric motor braking engages more aggressively to boost battery charge and you’ll find yourself using less brake pedal.

The upside of the shifter locations is that this allows for a wide-open console with oodles of storage space and a roll-top storage bin that includes the wireless phone charger. It’s easy to get at and to see, if you leave the bin opened.

The interior is two-toned and extremely elegant.

My test vehicle featured a brown leather dash top and door trim along with perforated black leatherette seats and satin chrome dash trim and door releases and side air vents. Trim on the screens, arm rests and console were piano gloss black. Front seats also come with captain’s chairs armrests that fold back.

Overhead is an absolutely massive panoramic sunroof and shade. The roof is fixed, so does not retract.

Here’s a good view of the simple, stylish dash and instrument pod.

Seating is well shaped and comfy with powered front seats, plus VW wisely goes with a flat-bottom steering wheel to create more knee room when entering and exiting the crossover. I should note that the ID.4 climate system heats extremely quickly too, a big plus in winter and ironic considering the bad ol’ days of the original Beetle’s horrible heater.

On a practical note, the plug-in port for the charger is located on the rear passenger’s side, much as you’d find with a standard fuel-filler door. That will work for some folks, but if your garage’s electrical sockets are on a driver’s side wall or front of the garage, as are mine, this requires you to back the ID.4 in for a charge. Not optimal, and all other EVs I’ve driven had their port in the nose or just in front of the driver’s door, both seem better locations.

That power rear hatch opens wide for cargo.

Pricing? First, remember there’s a $7,500 government tax incentive on most electric vehicles. Those will disappear as each manufacturer’s sales move behind the government-set maximums.

But the current base Pro model lists at $41,190 with delivery and the tested Pro S at $49,370 with delivery. With its Gradient package this hit $50,870.

Additionally the tester was built in Mosel, Germany, because it’s an early model. But future ID.4s are to be built at VW’s Chattanooga, Tenn., plant. VW reports it will make a lower-cost entry-level ID.4 there, with a starting price expected in the $35,000 range.

ID.4 proves that automakers are closing in on affordable electrics that meet family needs and offer reasonable range. This is just the start, more range and more models will be coming along in the next few years. Watch this space!

FAST STATS: 2021 VW ID.4 AWD Pro S

Hits: Smooth, quiet,comfy, plus AWD. Roomy crossover with good handling, ride and power, and 230-mile range in cold weather. Usual standard electronic safety features. Five drive modes, massive panoramic sunroof, heated seats and wheel, fast interior heating, power hatch, comfy seats, flat-bottom wheel, wireless phone charger.

Too much is accessed only through the info screen.

Misses: Climate controls accessed only through touchscreen, no dedicated radio entry to touchscreen, touchscreen somewhat slow to respond, heated wheel not included in climate memory when restarting crossover, odd shift knob by instrument pod, plug in on rear passenger’s side, not convenient for garage plugs.

Made in: Mosel, Germany

Engine: 2 electric motors, 82kWh lithium battery pack, 295 horsepower/339 torque

Transmission: 1-speed automatic

That’s its name, ID.4!

Weight: 4,559 lbs. (RWD), 4,884 lbs. (C&D*)

Length: 180.5 in.

Wheelbase: 108.9 in.

Cargo: 37.5-73.5 cu.ft.

MPGe: 98/88

Base Price: $49,370 (includes delivery)

Invoice: $47,443

Major Options:

Gradient package (20-inch alloy wheels, black roof, silver accents & roof rails & roof accents), $1,500

Test vehicle: $50,870

Sources: Volkswagen, kbb.com

*Car and Driver figs.

Photos: Mark Savage

2019 Nissan LEAF SL Plus

LEAF Plus: Better range, and exceeding expectations …

No matter how much good I have to say about Nissan’s new LEAF (and I have plenty to say), I’m not sure you’ll believe me.

That’s because the original LEAF, as revolutionary as it was as the first fully electric car to be marketed to the masses, was underwhelming, if for no other reason than its range was only about 80 miles. Certainly that would be fine for a city commuter, but not real practical for much more than that. Continue reading 2019 Nissan LEAF SL Plus

2013 Nissan Leaf SL

All-electric Nissan Leaf fun, functional and easy to recharge

I’ve driven my first all-electric car, Nissan’s latest Leaf, and I can assure you that if electric cars are to be our future, driving enthusiasts will still have fun behind the wheel.

A metallic slate Leaf, like I tested this summer.
A metallic slate Leaf, like I tested this summer.

Contrary to many perceptions the car isn’t slow, it isn’t cumbersome in any way and topping off the battery pack is as easy as plugging in your sweeper at home. In fact, the Leaf was enjoyable, earning praise from everyone who rode in it, even the driver.

First, put hybrids out of your mind when you think of the Leaf. This is 100% electric with an 80kw AC synchronous motor that generates 107 hp. Sure, that sounds flimsy, but it’s not. Electric motors generate monster torque from the get-go. Press the accelerator and the Leaf leaps to life, unless you put it in ECO mode. Don’t unless you need to extend your range a few miles in an emergency.

Linked up with what Nissan calls a 1-speed automatic transmission, basically a CVT as in so many other Nissan models these days, the power is delivered in one smooooth shot that keeps the mid-size Leaf (it rides on a 106.3-inch wheelbase similar to a Mazda CX-5 sport-ute like I drove last week, or a Chevy Cruze if you’re looking for something more mass market) moving relatively quickly.

This is not some Dinky or Tootsie toy car that feels like it’ll break if you hit a big pothole. It feels like a solid mid-size hatchback that’ll go the distance with its occupants cloaked in quiet comfort. Now that distance IS limited because Leaf, being Only electric, has a limited range. Driving it mid-summer (cold weather will further limit its lithium ion battery’s ability to hold a charge) I saw a 103-mile range after a full charge twice. Other days I had 98, 93 and 88 miles of range. Continue reading 2013 Nissan Leaf SL

2013 Chevrolet Volt (plug-in electric)

Smooth, quiet, but Volt  packs power too

Chevrolet’s Volt is the leader of the hybrid pack when it comes to performance.1volt

It’s quick and handles almost like a sports sedan. I know what you’re thinking, “No Way it’s quick!” Ah, but you’d be wrong.

The difference between the plug-in electric hybrid Volt and a gas-powered sedan is that there’s no engine grumble to give you a sense of speed. With Volt, you simply press a button on the center stack and change from Normal to Sport mode.

Next time you press the accelerator (not a gas pedal, right?) this 3,781-lb. car rips away from a stoplight, quietly, but with smooth seamless acceleration. Most cars are still slipping from second to third gear as you streak away.

Handling is borderline sporty too. No, it’s not a BMW, but steering is pretty darned precise and quick, so you can zip around corners with authority. Plus, its low-slung battery packs keep the Volt well balanced, aiding its cornering.

Ride is on the sporty side too, but still is pleasant and well controlled, the Volt’s 105.7-inch wheelbase making this ride like a mid-size sport sedan. But, since it’s a hatch, it’s more useful for carrying things than a standard sedan.

Now let’s face it, if you’re a prospective Volt buyer, the last thing you probably were even thinking about was performance. But the cool thing here is that you get performance along with all those great hybrid characteristics you’re likely aiming for. Continue reading 2013 Chevrolet Volt (plug-in electric)