Volkswagen begins the ID.5 Coupe model of the E-SUV

VW ID.5 is available from €46,515. (Photo: Volkswagen)

The rule was that the coupes cost more but offered less cars than the corresponding sedans. There was no need to persuade coupe buyers to do without a two-door, but rather they expected it. Today, most “coupe” are derivatives of SUVs and Of course also four gates. Aside from the sloping roofline, there are often no or only a few differences within the model family. This is also the case with ID.5, which costs at least €46,515 without financing – it is a bit longer than ID. Well, a centimeter and a half are negligible, since the lower roofline of 2 and a half centimeters reveals an even greater visual effect – it makes the car look elongated and therefore more sporty. The sportier, sportier of the two electric SUVs from Wolfsburg looks good.

Getting started is pretty much the same as with ID.4. Not surprisingly, Volkswagen has long called the classic instrument cluster into its ID series. Instead, the driver finds a separate display in front of his nose with large numbers for the current speed – this is also quite legible. Things like range in kilometers and battery charge level in percentage always remain visible, after all, both parameters are not completely unimportant in battery electric cars.

Not every computer-assisted driving function is suitable for everyday use

It makes sense that the user can’t configure this ad to scale, so he has to live his gaming instinct somewhere else. This can be done on the central touch screen, with which a wide range of vehicle functions can be operated quite easily. Much better, for example, than the steering wheel buttons, which do not always give accurate tactile feedback, which are also used to control the cruise control. Volkswagen should make improvements here.

In principle, there is nothing wrong with the operational ergonomics, but engineers should create a shortcut to deactivate the active lane departure warning system faster, Which is somewhat annoying in practical use with its harsh vibrations in the steering wheel even if it deflects just a touch from the centerline. This is not intended to be an anti-help petition, but not every computer-assisted driving function is always useful in everyday use. On the other hand, active cruise control including autonomous emergency braking is frankly commendable. It greatly increases driving comfort as well as ultimate safety.

Speaking of operation: Volkswagen doesn’t use the start button – once you’re on the seat with the key in your pocket, your ID.5 is ready. Press the brakes and turn the right steering column element to “D”, then the spacious SUV coupe crawls away.

Despite the abundance of torque, the VW ID.5 is sovereign, but not sporty

We start with the weakest representative at the beginning with a quite sufficient power of 150 kW / 204 hp (47,550 euros without support) – the 128 kW / 174 hp variant will be launched on the market later. However, all wheels equipped with rear-wheel drive are very heavy with an unladen weight of 2.1 tons, despite the abundance of torque (320 Nm), they are sovereign but not particularly sporty. If you compare it with a powerful diesel engine, you still have to find the electric model more flexible. The secret lies in the static translation. Gearboxes produce interruptions in traction, which are eliminated.

Volkswagen wouldn’t be Volkswagen if the Wolfsburg-based company didn’t have a sharper version up its sleeve. The marketing department dug up a historical acronym for this—older contemporaries still remember the GTX versions of the Scirocco, built up to 1989 with 112 small horses. Now GTX again – ID.5 GTX to be more precise, but with an exciting 220 kW/299 hp But a performance fan might be disappointed when he drives a modern GTX for €53,615 in the 180 km/h limit on the open road with great fanfare. Then it would have to be surpassed by the historical GTX, after all, this is in the newspapers at a speed of up to 204 km / h. Presumably, her speedometer needle climbs up to the 220 mark with great effort. A good keyword, would have treated the electric GTX to 220 km/h, knowing full well that it is a very German perspective.

Let’s enjoy the balanced ID.5, which, especially the GTX with two electric cores, also allows amazing lateral dynamics thanks to electronic contact assistance and is not only fast in a straight line (6.3 seconds from 0 to 100 km / h). It is also good that he does not subject his human load to excessive difficulties, but rolls over bumps quite smoothly.

Parking operations can be saved and automated

Soon after the idea of ​​covering long distances with ID.5 – already defined previously – the question immediately arises of how to get new energy again. A larger battery of 77 kWh is mandatory, which means a WLTP range of at least 425 kilometers for the GTX and up to 516 kilometers for the single-engine version. In general, it is also important to pay attention to the charging time from five to 80 percent of the battery level, recommends technician Andreas Lange. Volkswagen puts this out in about half an hour. Of course, a high charging power can be selected, as the engineer explains, but such a statement does not benefit the customer if it is achieved only for a short time. However, a Volkswagen engineer reveals that the ID.5 can also fill up 170 kW at the charging station, Although the range is still conservative with factory specifications with 135 kW – so customers will not be disappointed either. If you want to be as efficient as possible on the road, you should not do without the 990 euro heat pump, which dampens the capacity of the traction battery when heating is needed. On the other hand, you should not expect much from it either, because very little heat is lost when driving steadily on the highway.

ID.5 also presents two real relationships, at least one of which can be tested at once: This allows memorizing the parking operations that were performed with great effort. If you return to the predetermined place later, the assistant automatically takes over the situation. Only the brake pedal and accelerator pedal must be operated. This also works for complex and curvy parking maneuvers, which the system masterfully reproduces. The electric vehicle route manager, which calculates the optimal charge points, still has to face extensive testing later on. However, it is no longer easy to get stranded with an electric car, at least in Germany. This is not least due to the ranges of vehicles, which can now be used, but also due to the dense fast charging network, which does not have to hide in the European comparison.

What do you think?

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