our range and consumption measurements of the compact electric SUV

Zapping Autonews Green The car concepts of the year 2022 in video

When turning to electric with the aim of a total conversion, decided before Europe set a definitive date for the end of the sale of new thermal vehicles (in 2035), Volkswagen had to think about creating a new product line. (the gamma ID), but also about renewing or agreeing to the disappearance of some acronyms that contribute to its notoriety and reinforce its brand image. So, although one can imagine a redistribution of the letters “R”, even “GTE”, for models that run entirely on battery, it will be necessary to cross the mythical “GTI” with the famous red stripe on the calendars.

The German brand then tried to introduce a new name “GTX” on its 100% electric compact SUV ID.4, with an “X” evoking its mechanics with two engines, one on each axle, to obtain all-wheel drive and superior power intended for to style the range. The ID.4 GTX develops 299 horsepower in total this way, but maintains its look and its generous dimensions for the category (4.58 m in length).

Black “GTX” lettering is added to the front fenders and replaces the model name in the center of the tailgate. The shields are reworked and new daytime running lights with three vertical dots are integrated into them at the front. Evolutions that are discreet. The on-board battery is the one installed in the “classic” ID.4s with the highest capacity, ie 77 kWh net. With an additional engine, the range is necessarily revised downwards, but it is announced up to 499 km according to the WLTP mixed cycle.

The Volkswagen ID.4 GTX is on sale from €57,900 with top-of-the-range versions available. Various optional packages can complete this level of equipment, including the “Top Sport GTX” interior with massager sports front seats in Alcantara with integrated headrests, assistance packs with blind spot warning, level 2 autonomous driving or parking assistance. with 360° camera, a “Comfort Plus” package including, inter alia, three-zone air conditioning, heated front seats and practical equipment, a “Design Plus” package with fixed panoramic roof and laminated front windows, “Infotainment Plus” with the addition of a screen central 12″ (instead of 10″), augmented reality head-up display, induction charging and the Dynaudio audio system, or even the “Sport Plus” package and its controlled suspensions configurable in 15 levels.

Our test version was an ID.4 GTX equipped with all the options and packs offered in the catalogue, including the surplus metallic red color, the charging cable for domestic sockets and the detachable tow hitch, with the exception of the 21″ rims. (20 inches as standard), for a total price of €71,570.

During our measurements, the outside temperature was between 26°C and 29°C and the air conditioning was set to 21°C. Normal driving mode has been activated.

Life aboard the ID.4 GTX

Volkswagen ID.4 GTXPhoto Credit – Autonews

The sportier atmosphere on board is suggested by the red stitching on the upper part of the dashboard and on the door panels, as well as the red insert at the level of the lower spoke of the steering wheel, with the inscription “GTX”. The latest models produced add red stitching to the seats, while our version was distinguished by a blue upper part of the dashboard and a central part of the door panels. With the enveloping sports seats, the presentation gains in dynamism but remains sober. The assembly is serious and the general level of manufacture correct, with the presence of hard plastics up to the mid-height of the cabin.

Touch controls on the doors, to control the headlights or on the steering wheel are still impractical for quick use while driving. It is easy to click on the wrong function or open a rear window with the intention of opening a front window or vice versa. The center screen isn’t necessarily the most fluid, but it’s easy to handle.

GTX or not, the ID.4 stands out above all for welcoming passengers. Especially with the large and shiny glazed surface that covers the pavilion. The flat floor and the space separating the rear seat from the front row offers three comfortable rear seats. The middle one is, as usual, less well-groomed, but its flat seat is relatively soft and wide enough for its type. Its backrest is firmer, without excesses, and the three headrests are comfortable. Headroom and elbow are also no problem. In the trunk, the loading area is large, well cut out with a shallow double bottom, but with the same area as the upper level. Its 543 liters looks good.

the crossing of Paris

Volkswagen ID.4 GTXPhoto Credit – Autonews

Chassis level, nothing changes and the ID.4 GTX is just as comfortable as its siblings in the range, with an optional piloted suspension that works wonders whatever the tire mount. Tightening it allows you to lock the box a little more, reducing filtration at the same time when the softer mode moves a little more without really losing stability. With its power transmission to all four wheels, traction is assured, but a slight tendency to understeer remains noticeable, as its increased weight, by the addition of an engine, bends a heavier front axle to lead.

At least the evolution in the city is as pleasant as in the other versions. Except in terms of manoeuvrability, where the steering angle of the front wheels reduced by the engine increases the turning radius from 10.2 m to 11.6 m. From very good, it goes to average in this area. The prominent front fenders still get in the way of appreciating the size while driving, but the cameras and light steering in comfort mode help with maneuvering and the German SUV is therefore doing pretty well overall.

Last point that does not benefit from this additional engine, consumption, which was raised to 21.1 kWh/100 km during our crossing of the capital. That would give 365 km of autonomy, enough but not much in the face of the large battery capacity, while the manufacturer advertises up to 598 km in the city.

Energy recovery is, in any case, simple to understand, as it only manages the force it applies to the deceleration according to the traffic and road course, with smoothness in its interventions. With no one in front of you, the vehicle goes into “freewheeling” mode and deceleration can gradually increase so as to limit your braking action without seeming too intrusive to drive. A “B” mode is manually activated for more powerful deceleration on demand. To do this, you must turn the travel steering control forward, behind the steering wheel, according to the digital instrument’s small screen (5.3″).

data in the city

  • Average consumption: 21.1 kWh/100 km
  • Average speed: 22.9 km/h
  • Estimated range in the city: 365 km

Highway

Volkswagen ID.4 GTXPhoto Credit – Autonews

Consumption on expressways is of the same order of magnitude as in urban areas, but it is more expected on this type of road, with average values, therefore, penalized by the additional engine. 20.3 kWh / 100 km on average at 110 km / h is not too bad and the maximum range can reach 379 km. The difference is clearest at 130 km/h, with 24.9 kWh/100 km, reducing the distance possibly achievable on a charge to 309 km.

Quiet with its double glazing, yet so pleasant in damping and powerful, the journey is pleasant aboard the ID.4 GTX. It is in the performances that the dual engine finally shows interest. Without transfiguring the model’s homologation, it allows acceleration from 0 to 100 km/h in 6.2 seconds and limits its speed to 180 km/h, when the other ID.4s do not exceed 160 km/h. The powerful single-engine version reaches 0 to 100 km/h in a further two seconds (8.5 sec.).

fast lane data

At 110 km/h:

  • Average consumption: 20.3 kWh/100 km
  • Estimated range at 110 km/h: 379 km

At 130 km/h:

  • Average consumption: 24.9 kWh/100 km
  • Estimated range at 130 km/h: 309 km

Question refills

Volkswagen ID.4 GTXPhoto Credit – Autonews

The Volkswagen ID.4 GTX positions its charging socket on its right rear wing, Type 2 + CCS combo, connected to an on-board charger limiting charging power to 11 kW in alternating current and 135 kW in direct current for fast charging. Only the cable for Wallbox and public terminals (Mode 3) is present as standard. The one for domestic sockets (Mode 2) is offered as an option for €200.

  • With 77 kWh of net capacity, it will take around 39 hours* for a 0-100% charge from a domestic outlet (2.3 kW).
  • On 3.7 kW and 7.4 kW single-phase wallboxes, you will need approximately 23:45** and 11:50** respectively.
  • On a three-phase (three-phase electrical installation required) Wallbox of 11 kW, you will need approximately 8 hours**.
  • On a 135 kW fast charging station, it will take you approximately 30+ minutes to go from 5% to 80%.

Between very high average consumptions and a significant net capacity, the minimum equipment needed in the home for comfortable use is an 11 kW Wallbox, if the electrical installation is planned accordingly. Otherwise, you will have to resort to a 7.4 kW terminal and better anticipate your possible long-distance trips.

On the highway, with a power of 135 kW, the wait to go from 5% to 80% requires a period that meets the norm. Respecting this range of load levels and according to our recorded consumption, after the first stop, it would be necessary to stop approximately every 284 km (110 km/h) and 232 km (130 km/h) approximately.

*Manufacturer data

** Estimates based on only available manufacturer data (2.3 kW)

balance sheet

Volkswagen ID.4 GTXPhoto Credit – Autonews

Sounds almost the same to the ear, the acronym “GTX” should be for electric what the “GTI” is for thermal Volkswagens. The philosophy of the new brand, however, is not the same, less visually marked, more discreet. The result is a little more dynamic in form, but there’s nothing really sporty about it.

An electric GTX is above all a high-end version that delivers power, which justifies a second engine. But the sportiness would have been greater with a single engine more powerful than the weight that this solution causes. At 2,239 kg, it adds 115 kg to an ID.4 propulsion of 204 hp.

In both cases, the ID.4 supports the weight of a battery of 77 kWh useful (82 kWh gross), counting for 493 kg and not going in the sense of sportiness at the origin, otherwise it is lowering the center of gravity. The GTX is therefore above all less manageable, less sober and €5,400 more expensive for a little more performance. Four-wheel drive can be reassuring in some areas, but the ID.4 GTX essentially brings a touch of exclusivity that more rational customers need, to optimize the versatility of your flagship car. Because, GTX or not, family services from a host point of view are very satisfactory.

sum up

New episode of our tests of versatile electric cars with the Volkswagen ID.4 GTX in various terrains (road and city) while focusing on the car’s interior characteristics and its handling of course.

Quentin Cazergues

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