It was 29 March 1974 when, in Wolfsburg, Germany...was the Successor of of the legendary scarab. His name was Golf and, as the scarab changed, to a large extent, the history of motoringso he wanted the VW Golf. Pure white and innovative, the Golf dare to propose something different, moving the provision from "all back" in "all forward“.
Fast forward 47 years later: Volkswagen launches a purely electric car, which he calls ID.3. This is also Revolutionary and, although is not the successor of -also legendaryGolf, it carries this, too, the DNA of change. It proposes a change in... everything: Movement back, rear motor -and down- drive by electric motor. Can this model also write his own story in motoring in gold lettersas the two "ancestors" of? The ID.3, we are testing it today, in 1st Edition and we conclude.
The design
As the first, designed from the beginning for this purpose, electric car of the German brand, which intends to become the world leader in electromobility, the ID.3 is something more than important for VW. Because, "a good day, as the morning shows". So the brand - on the skateboard type floor where other electric models of the group, such as the awesome and terrible C-SUV ID.4- he couldn't take a chance on the design. Design experiments like the Prius could lead to the VW on the rocks.
In terms of design, ID.3 is... different without... being. It is futuristic without exaggeration. It is youthful, without being too much. Although VW's designers have clearly targeted young audiences, they have avoided the edgesthe "nerves", the "nerves", the air ducts, adopting more fluid lines and "clean" surfaces in a design that essentially looks like of a tumor. It's big, but does not look bulky, without looking small. With dimensions length 4.261 mm, width 1.809 mm and height 1.552 mm, the its silkscreen, at 2,770 mm., is almost as much as the Passat. Due to the very short headlights front and rear, however, it looks like a Golf.
Simple and impressive the design, follows the pattern that wants a car to be worth only if, when you park it, to turn around to take one last look at him before the next meeting. So on the front, the large projectors remind human eyes -with standard LED technology and optionally with the IQ. Light system with LED Matrix technology - are made to serve exactly this purpose. Between them, they are connected by a lighted line which ends at the -also illuminated- VW sign in the centre. Otherwise, there is no grille, but it continues the body with a design reminiscent of a waxwork -as a reference to the "green" character of the model. For those wondering, the necessary air cooling the drive system, comes through a discreet introduction at the bottom of the bumper.
At italics, dominated by large glass surfaces, with the huge -up to 20-inch- wheels. The roof makes a downward slope to meet the rear column. And at the back, which of course lacks any exhaust, we have futuristic, rectangular luminaires and of course, the logo name of the model under the brand name.
Small note-ode to the selected colours. Although my favourite is the grey, our test model was given to turquoise color. But that's not all. Η roof is black and, the black colour "flows" backwards, colouring the backside, fifth portalong with the... jet-black tinted rear window. The rear bumpers are also turquoise, while a different colour, a Silver that "blends" with the turquoise of the body colour is the rear pillar.
The interior
Yes, it is. different ID.3 than we are used to, in the Golf, for example, or other VWs. Absent is the gear selector in the middle, we have other, lighter colors, more "open" spaces and has adopted a more futuristic and friendly user-friendly environment. Bicolor inside, with lighter colours - shades of grey, actually - and definitely, better use of space.
As regards the plastics, absent the many foaming materials and qualitatively it seems one level down compared to a Golf, but the ID.3 continues to evolve and improve and, to be honest, I can't complain about the quality of the plastics and interior. Otherwise, we've got it and we'll see:
The three-spoke steering wheel has on it attached a selector gears, as well as its dial, which is a small digital display (5.3 inch) and move with it. I don't see the point of the selector being "pinned" to the steering wheel. Forget them Buttons: On both ends of the steering wheel, instead of the traditional buttons, there are touch, which - and this was a surprise- are easier to use than conventional ones. Basically, all the buttons on ID.3 are touch buttons, except for these windows and electric mirrors. In the middle of the dashboard is a large 10-inch touch screen, which brings together all (but all) of the car's functions.
The central tunnel missing and in its place there are cup holders, a special one, rubber (so as not to cause scratches) base for the mobile phone on which it can be made and wireless charging and spaces. Here, we must stand. Even if you are the Annie (my wife) who carries with her all her life to make a 500-meter commute, complaining about the spaces you will not have. ID.3 has everywhere smart and convenient spaces to store all your gear - and that of your friends - without dropping it at every turn. And speaking of Annie, the seats are sufficiently comfortable for not to grumble, while each has its own armrest attached (although I would prefer a "traditional" one).
Similarly, the rear passengers also have spaces for everything. In addition to being able to accommodate comfortably five passengers, without retractions in the legs of the middle, in the absence of a transmission tunnel and with 141 mm "air" for the feet of all, the back of the middle seat drops: It turns into a nice armrest along with cup holders, while giving access to the luggage compartment. The luggage compartment, which has a capacity of 385 litres (1,267 litres when folding the split rear seat back), with satisfactory morphology for easy loading and second bottom.
Let's go now to the most interesting: The good things about ID.3 have to do with Technology. Given that in the interior prevails always quiet, works very well the intelligent voice control all functions are "mobilized" to execute commands when the driver or front passengers say "Hello ID". There are dozens of easter eggs in the car, from the honeycombs from the honeycomb to the outside, as the pedals, where the throttle has the "play" sign and the brake of "pause". Smart and fun. As is the advanced Head-Up Display, which presents the information as three-dimensional, scalable image at a distance of three to ten metres in front of the vehicle.
From the others, dozens of functions that ID.3 has "hidden", it's worth singling out one: . ambient lighting. From the projection screen, you can, by moving your finger over a screen, move your finger on a color palette, to change the colour of the soft, interior cabin lighting. From white to purple, red, green, green, blue, turquoise, the options are dozens and you can adjust the exact shade you want. This, along with the narrow strip of light under the windshield, operate anxiolytics, cheer up the mood and intuitively (and) help the driver. In this area, the Germans have made EXCITING work. But is this the only area where they have done a good job?
On the road
Rear-wheel drive Volkswagen; Where was it heard before? Can it be good? Well, I've got news for you: Even if you're the most fanatical opponent of the electric, you'll need a walk with ID.3 before you shut your mouth about EVs. Why, it will make you wonder: "If a family-oriented car has such performance, turns like this and has such a fun character, how would it be if VW gave us a sporty, a la GTi version, of ID.3″;
Numbers do not always tell the truth. Our test version is equipped with battery 58 kWh, which disposes of its energy in a -positioned above the rear axle– electric motor which produces 204 horsepower and torque 310 Nm from... zero rpm to... the end. Forget about torque and power curves. Whatever power there is, it's available at all times at 100%. But what is it like on the road?
Initially, you don't start it.. Since the time you're sitting on the seat of the driver, the ID.3 is ready to start. Via the front/right-hand dial on the steering wheel, you select the gear and you start moving. At low speeds (up to 30 km/h to protect pedestrians), the ID.3 makes a light, electronic, science fiction movie soundwhich is somewhat... addictive. When dips But the foot on the gas, comes the Disclosure. With minimal spin and completely quietly, ID.3 does not accelerate: Retrieved from forward, sticking you in the seat and sticking you with a smile on the face.
The, weight 1,794 kg body with the electric motor mounted above the rear axle, accelerates from a stop in the first 50 h.a.o. in just 2.9 seconds and makes the sprint at 100 h.a.o. in 7,1 (1.1 seconds slower than the Golf GTI!). And at intermediate accelerations is similarly good. From the 30 out of 80 h.a.o. needs 3.4 seconds and from the 60 out of 100 3,8, while from the 80 out of 120 needed 5,1 seconds. Its accelerations are unprecedented, as it feels like you are launched onto a magic carpeton a layer of air.
At open road, up to the 160 h.p.h. of the final of speed, ID.3 is excellent. Euthyvolo, without slipstream tendencies and without aerodynamic noises, which is helped by the very good drag coefficient 0,25 cd. Compared to the Golf, however, it loses in terms of rolling quality, because of the huge, 20-inch wheels and of hard tyres energy saving.
What is even more interesting is the way the model behaves with the new architecture of the platform on which the motor is mounted on the rear axle, as well as the Move. In practice, the ID.3 hides its weight and behaves delightfully. Due to the fact that the batteries have been installed on the floor, has the centre of gravity lower. Directions, looks perfectly homogeneous and has high adhesion limits. The steering wheel with the variable pitch is quite Informative (although I would like it to be more direct at low speeds), and even if you push it after the boundaries of a tight track, the ID.3 never shows Retweet because of inertia, but, on the contrary, hyperlinks to the extent that electronics allow. Which, unfortunately, are not fully deactivated, because if they were, we would be talking about... amusement parks. To be honest, I would like that to happen.
Very good is also at the braking ID.3., with the drum perform perhaps better from discs and not to "tire" easily. However, they lack sense. The suspension is as tight as it needs to be, while a very good job has been done in the area of comfort with the multi-link back. The model, in the city, is in its... element, taking advantage of the giant torsion radius (10.2 meters), silent operation and immediate power supply whenever requested.
And where do I charge?
In the field of autonomy, things are pleasant again. Η VW announces 424 km and in practice, in normal driving conditions and without exaggeration, a number of autonomy close to 400 kilometres is possible.
Now, as far as the battery, this consists of nine modules in an enclosure with ten apartments. To load it you need 6 hours and 15 minutes in a wallbox 11 kW and 35 minutes on a 100 kW fast charger for the 80%. At household outlet, βέβαια, οι ώρες φόρτισης υπερτριπλασιάζονται.
Φυσικά, υπάρχει και η δυνατότητα φόρτισης μέσω ανάκτησης ενέργειας από το σύστημα πέδησης ή από το ρολάρισμα. Αυτό σημαίνει ότι, όταν σηκώνεις το πόδι από το γκάζι, επιλέγοντας τη θέση B στον επιλογέα ταχυτήτων, φορτίζεις τη μπαταρία. Στην πράξη, με εξαίρεση το γεγονός ότι στο “Β” ουσιαστικά υιοθετείς λειτουργία ενός πεντάλ, φρενάροντας με τον κινητήρα, δεν είδα μεγάλη διαφορά σε σχέση με το πρόγραμμα “D” σε ό,τι αφορά την ανάκτηση ενέργειας.
Εν κατακλείδι, το VW ID.3 είναι μια άριστη επιλογή για τη μετακίνηση (και) στην πόλη. Ιδιαίτερα δε όταν λυθεί το πρόβλημα των υποδομών φόρτισης, κάτι που αναμένεται να γίνει εντός του τρέχοντος εξαμήνου. Και είναι μια ακόμα απόδειξη του ότι το -ηλεκτρικό- μέλλον ΔΕΝ είναι αδιάφορο και… νερόβραστο.
