Volkswagen adds power and range to the ID.4 and ID.5 electric twins

The ID-branded Volkswagen Group has faced a lot of criticism, especially as the Asian Tigers continue to rise, and it has finally fought back with updates to the mid-size ID.4 and ID.5.

Europe’s largest carmaker has attacked the biggest areas of criticism wherever it can, although a brief test drive of a pre-production version suggests some issues are still outside the economic scope of a mid-life refresh.

There’s more power, (a lot) more torque, better ride quality and an all-new infotainment system on both 2WD and 4WD models.

The big news is that Pro Performance models now get 210 kilowatts of power – that’s 60 kilowatts more than their predecessor.

What’s more, peak torque has risen from 310Nm to 545Nm – a staggering 75% jump from the APP 550 electric motor, taken directly from the larger flagship ID.7.

The permanent magnet synchronous motor is more powerful and more economical, with increased thermal stability allowing it to drive at its maximum capacity without reducing performance.

The extra desire and efficiency have convinced Volkswagen to raise the top speed from 160 km/h to 180 km/h even for the basic 210 kW version of the twin, a speed previously reserved for the all-wheel drive models ID.4 and ID.5. Models.

The more expensive ID.4 Pro 4Motion model gets a 220kW all-wheel drive system, with a new e-motor on the rear axle and an additional motor up front, for a 35kW increase in power over its predecessor.

The flagship ID.4 and ID.5 GTX models now get 250kW, with a 30kW increase, and their suspension has been noticeably stiffened, resulting in six-second 0-100km/h acceleration performance from a battery pack that It is 77 kilowatt hours.

The stock ID.4 Pure Performance has an unchanged power unit, retaining 125 kW of power and a top speed of 160 km/h, while its smaller 52 kWh battery can be charged at 115 kW instead of the previous 110 kW.

Now charging up to 175kW, the all-wheel drive and 210kW plus ID.4 and ID.5 models have also been fitted with new e-motors, new, larger batteries and greater range, as well as some clever power electronics and software to get more out of them.

(The less powerful rear-drive ID.4 and ID.5s retain a maximum DC charging rate of 135 kW.)

This includes an intelligent route planner that selects preferred charging stations and automatically pre-conditions the lithium-ion battery for DC charging as it approaches them, reducing charging times. It can also be activated manually on the infotainment system when drivers are not using the navigation system.

Volkswagen has combined the more powerful powertrain with the GTX versions of the ID.4 and ID.5, complete with improved handling and, finally, better ride quality from the rear end of the MEB architecture.

There’s been a massive upgrade to the optional Adaptive Chassis Control (DCC) system, with all-new software and more sensors providing input into the decision-making process that governs how the car reacts in critical situations.

There are Eco, Comfort, Sport and Individual modes (depending on the driver) that control the dampers and other operating equipment, such as the brakes and electric motors.

The system is thus able to detect how the wheels and the body move better than ever in order to control the shock absorbers accordingly via improved algorithms. Thanks to the DCC system, the driver also has the option of setting the operating gear to a more comfortable or sportier setting via the selected driving profile Eco, Comfort, Sport or Individual (in all-wheel drive, plus traction) via slide control. The progressive power steering system has also been reconfigured on both production lines. The steering responds directly and precisely from the central position and contributes noticeably to the linear driving behavior typical of a Volkswagen.


Interior quality, design and software have been among the biggest areas of criticism for all Volkswagen-branded EVs with the MEB platform, and significant efforts have been made to review this for the ID.4 and ID.5.

Once a particular subject of ridicule, the unintuitive monochrome infotainment system has been completely overhauled, with a 12.9-inch touchscreen now supported by voice control and permanent touch sliders. However, the expensively developed touch sliders have also come under criticism.

There’s also a new, beefed-up head-up display as an option, and illuminated sliders will control air conditioning and volume.

The drive mode selection has been switched from the infotainment system, to the steering column-mounted switch, as in the ID.7 and ID.Buzz. Besides being less intrusive and hassle when switching driving modes, it also saves space in the infotainment unit.

The 16:9 layout of the larger infotainment system now stands on its own, and is now 12.9 inches instead of the car’s old 10-inch (or optional 12-inch) unit.

There are two control bars permanently visible on the screen as part of an overhaul of the old software, and there is a central home screen in the middle.

Volume control has been moved to the left spoke of the steering wheel, while four directional buttons on the right spoke manually navigate around the infotainment unit.

Leather has also been ditched on mid-size ID cars, and a new safety suite provides an exit safety warning, alerting rear passengers to oncoming traffic, from bikes to cars, before they open their doors.

The warning system works at a distance of up to 70 metres, and contains a visual warning via LED lights in the outside mirror, in addition to an audio warning and door opening delay.

All upgraded models get safety systems like adaptive cruise control, parking distance control at both ends of the car, front assist that caters to pedestrians and cyclists as well, lane keeping assist, and automatic braking system for oncoming vehicles, when cars are turning. passage.

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