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2022 Volkswagen ID.6 X review: First drive
Things we like
Excellent ride comfort
Luxury car levels of refinement
Sense of stability and poise
Not so much
Difficult to brake smoothly
Nannying driver assistance tech
Third-row seats eat into boot space
At the 2021 Shanghai Motor Show, VW unveiled the ID.6. The bigger brother of the ID.4 is available as crossover badged ID.6 X and as a slightly rowdier, more SUV-like Crozz.
Its wheelbase was extended by 300mm to make room for a third row of seats, but those who travel seven-up should only bring hand luggage. After all, its boot volume varies between hopeless and acceptable depending on the chosen cabin configuration.
At 4888mm, the neo-MPV with the pseudo-off-road livery is 10mm longer than the full-size Touareg. Marginally taller and wider than the ID.4, it tips the scales at a substantial 2280kg.
In contrast to the soon-to-be-discontinued Sharan and both Multivan generations, the people movers built in Foshan and Anting must do without practical rear sliding doors.
Access to seat row number three is accordingly compromised, and the same goes for the rear legroom, headroom and shoulder room as well as for the contourless, thinly padded seats.
Customers keen on jumping the dim-sum queue by outpacing their hungry rivals on the way to the best restaurant in town should opt for the top-of-the-line AWD model that boasts a combined output of 228kW. While the front wheels are powered by a 76kW motor, the 152kW rear drivetrain is a carryover from the ID.3.
The entry-level variant has a 134kW unit wedged between its hind legs. There are two different underfloor battery packs on offer; the smaller outfit is rated at a humble 58kWh, the brawnier energy source good for 77kWh. According to the rather optimistic Chinese NEDC norm, users can expect a range of 436 and 588km respectively.
The all-wheel drive ID.6 will accelerate from 0-100km/h in 6.6sec but the top speed of both models is limited to 160km/h. The average consumption works out at a miserly 18.2kWh/100km, peak torque is a useful 310Nm, the maximum charge power is a merely adequate 125kW.
It's an okay car, the ID.6 X, but dynamically it does not play in the same league as the Tesla Model 3 Long Range or the Hyundai Ioniq 5, both of which command similar prices. Charge power and charging time, voltage, ergonomics, recuperation and the portfolio strategy that puts the ID.4, ID.5 and ID.6 in the same small basket are among the points we take issue with.
Who better to respond to our concerns than the brand‘s new R&D chief Thomas Ulbrich?
"The ID range has been very well received, but it is perfectly clear that we must continue to improve the product and extend the services that come with it," he says.
"Whereas we are going to stick with the 400V system over the entire lifecycle, the maximum charge power will, before long, increase to 170kW.
"VW just started the first round of no-cost over-the-air updates, and we are soon going to unlock additional functions at cost. Rather than chasing Tesla for performance, our emphasis is on practicality and user-friendliness.”
Like its brethren, the ID.6 is not as involving to drive as its chief rivals. In terms of handling prowess and entertainment value, the top-of-the-line model is at best a dozen confettis and half a paper streamer more rewarding than the base ID.4. The brand´s defensive recuperation philosophy is again a major bone of contention.
Comments the CTO: “Customer feedback suggests that some users would like us to extend the one-pedal feel until the vehicle comes to a full stop. Other clients are in turn interested to dial in the coasting mode at random.
"Both requests warrant attention but bear in mind that it takes about two years to write, implement and certify the corresponding software. As far as hardware changes are concerned - the touch sliders and the light pod received some criticism - we would not take action before the mid-cycle update."
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