VW ID.3 Pro S Review. Is it another VW icon in the making?

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2 жыл бұрын

VW ID.3 Pro S Review. Is it another VW icon in the making? This week Christian looks at one of the electric offerings from Volkswagen. VW have produced a number of iconic cars in the past. The VW Beetle and the VW Golf to name a couple, can they smash it out of the park in the new era of electric cars. The VW ID.3 is one of their maiden attempts at cracking the EV market and we find out what it is like. This Volkswagen ID.3 Pro S is the range topper, with a 77KWH battery a 0-62 dash time of 7.3 seconds and a claimed range of 330 miles on one charge. Make sure you SUBSCRIBE for loads more (normally) weekly content.
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Пікірлер: 21

@Motorflix 2 жыл бұрын

Carrying on with the electric car theme. We will be back in an ICE car next! Make sure you subscribe so you don't miss it!

@willcheek8754 2 жыл бұрын

Great review!

@kevingranger2934 2 жыл бұрын

Nice review👍

@andrewparker5800 2 жыл бұрын

Worth mentioning that all MY22.5 cars (Family trim upwards built after week 51 last year) have vegan leather and alcantara seats, plus improved door cards and dash materials.

@Motorflix 2 жыл бұрын

I didn’t know this. Good to know 👍🏻

@zagan1 2 жыл бұрын

That crap 70's pretend leather that cracks in the heat, and can't handle age very well. It's back with a vengeance. Urgh. 😒

@MrAeneus 2 жыл бұрын

D mode does give you regen braking, albeit "only" through assist systems - this means it slows you down via regeneration when you coast too close to another car, when you coast too fast into a town/village, or when you approach a roundabout/crossroads/sharp bends/speed limit too fast. It is actually a very neat way of driving.

@robster230 2 жыл бұрын

This might seem mental, but I traded my 2019 Golf R Estate for a 2021 ID3 max Pro perf, and 10,000 miles in 6 months later my only regrets are I don't get to look at a Golf R Estate as often any more. The ID3 has been exactly what I needed from a car, insanely cheap to run (home charger, 4p per kWh) 'quick' enough and the pre heating for commuting is game changing. Interior quality took me a few weeks to get used to but I learnt to live with it, seats are too flat but the massage is nice on my post op spine 😅

@Motorflix 2 жыл бұрын

Sounds like it works a treat for you. I would miss the R though! 😢

@robster230 2 жыл бұрын

@@Motorflix yeah I do some days but the £44 a month tax was brutal (options took it into luxury car bracket)

@murfmac9197 2 жыл бұрын

Good review and pretty accurate with just a few errors...... but compared to some reviews Ive seen that are so wrong its laughable this is one of the most accurate. The brake pedal feel is due to the fact that when you first start braking the car is using the motor to slow down and not the brakes. So for the first part of the travel its using regen then the friction brakes assist it as you push the pedal further. Disc brakes on the back would be pretty much useless with this and would cause more issues with lack of use and rusting/seizing, hence the sealed for life drums on the rear. The motor on the rear does 99% of your braking at the rear. Your 0-60 time of 7.3 is for the Pro Performance 58kWh (62kwh gross) version of the car and is incorrect for this Tour model which has the bigger heavier battery at 77kWh usable (82kWh Gross battery size including buffers). The Tour Pro S model has a 0-60 time of 7.9. Charging from 0 to 100% at home on this will take 11 hours not 9 (77 divided by 7kw = 11). The stickers and the bronze wheels are an optional extra. 'D' mode is as much as can be regen free, however it will use regen to slow itself for corners, junctions and also changes in speed limits using the regen system, it does indeed seem to coast for miles feeling almost frictionless! As you can probably tell, I own one of these Tour Pro S models and even in the depths of winter I am getting 270 miles from a full charge without the heat pump option. Fantastic car!

@maxnewts 2 жыл бұрын

Ok so one thing I need to ask the automotive industry and reviewing industry in general is to stop quoting electric vehicle power figures as “horsepower”. The reason we shouldn’t, in my opinion, is that the power we talk of is simply just the unit of energy that can flow through the system, in this case to allow the vehicle to move. And since Battery Electric Vehicles don’t use a mechanical engine to go through a whole process, gearing system, and drivetrain to “create” that kinetic energy, they use a battery. Disregarding battery chemical composition, the only stigmatised limit to the power that can be transferred to the road in these systems can appear in one of two places. The battery output, or the electrical motors usage limit. This whole fundamental idea around how they use kinetic energy changes the relevance power has in the overall system. The power is now less relevant than the torque figures. An eBike system from Bosch is a great example of this. The motors have a maximum output of 250w, and a torque output of around 85 newton metres for pedal assist. But since most of the time the bicycle rider can take massive advantage of physics and various riding dynamics, they are able to eek out the potential range to be over 140 miles, depending on specifications. The question really now becomes: How can we reduce efficiency losses, and how can we create a product which can do more with less?

@Motorflix 2 жыл бұрын

I hear what you say. I suppose it is because it is something everyone can understand due to all ICE cars being quoted in BHP. You can understand the level of performance a car might have if you say it has 300hp or the lack of performance it might have with 100hp. Doers that make sense?

@maxnewts 2 жыл бұрын

@@Motorflix yes, however if we are talking mathematical sense sometimes it’s just easier to leave the power in Kilowatts. The Australians leave it like that, and they don’t have much of an electric vehicle market at the moment, so I guess it may just depend upon how this has been shaped over the years from the mass market. 🤷🏻‍♂️

@MrS9b 2 жыл бұрын

Why does the powertrain matter when talking about power? A 77kWh battery can provide 77kW of power for an hour. This is electrical power. In an ideal system with no losses, the conversion of electrical power to mechanical power at the wheels remains the same. kW is just the SI unit for power. HP is another unit. They mean the same thing. Would you say the same thing about a CVT transmission? Their characteristics are very similar to an EV. You can think of power as defining a limit of force for a given speed, and this is true for literally anything that moves. Power is just as relevant to an EV as anything else.

@maxnewts 2 жыл бұрын

@@MrS9b i just suggested it might be easier to use kilowatts since they’re already in the equation, rather than choosing to over-complicate the whole advertising process just to use a unit that will likely not refer to what matters in the future.

@maxnewts 2 жыл бұрын

@@MrS9b a petrol car will use proportionally more power to get its velocity and torque. An electric motor can do this with extremely tiny amounts of power. All that’s necessary is motor and battery management system tuning. That’s the reason I chose to mention the eBike. Because, other than it’s weight advantage, eBikes can still have high torque whilst being very low on average wattage input. Aerodynamic theory will help with that too. It’s not so much how much power they have, but how efficiently they get to it.