VW equips the ID 4 with a second motor on the front axle. For at least 50 415 euros, the system performance increases to 299 PS, while the battery capacity remains unchanged at 77 kWh. The Wolfsburg promise a standard range of 482 kilometers – of which, according to the ADAC Ecotest, only 385 kilometers remain even with the single-engine version. At high speed and in winter it is even less. At 18.2 kWh / 100 km, the consumption of the GTX is only slightly higher than that of the 204 PS variant. There the ADAC had already measured 22.8 kWh test consumption per 100 kilometers. But the all-wheel drive is much better. The 100 km / h mark is reached after 6.2 seconds and the limited top speed climbs from 160 to 180 km / h. Sounds good, but for a similar amount you get the Tesla Model 3 Long Range, which is in a completely different class. Or the even livelier and significantly faster loading Hyundai Ioniq 5 top model including parking package.
When asked about the weaknesses of the ID fleet, the new VW head of development Thomas Ulbrich reacted rather evasively. “We will stay at 400 volts over the term of the MEB architecture, but the ID 4 will be able to charge 170 kW relatively quickly. As far as possible, improvements will be made wirelessly and free of charge. The customer only has to pay for extensions to the range of functions.” The GTX is a first step towards more performance. A second will follow, but it will remain at a moderate top speed compared to Tesla.
Thomas Ulbrich, Head of Development for the VW brand.
(Photo: Dietmar Theis / VW)
The strength of the ID 4 is the space available in the 4.58 meter long five-seater. The GTX can also be used as a tractor. However, the trailer load between 750 kilos for unbraked and 1000 kilos for braked trailers is not particularly high. The latest model also has the so-called touch slider: The sensor bar at the base of the central monitor is used to adjust the temperature and volume: “You have to wipe it with your finger. But exact settings are hardly possible,” complains the ADAC. This function would only be touched in the context of the facelift, explains the development director.
Although the ID.4 GTX is a successful car overall, the spark does not jump over automatically as in the Golf GTi. The GTX package conveys a touch more sporty flair and a clear plus in longitudinal dynamic liveliness. But when cornering, the car is only five confetti and a half streamer more entertaining than the Pro version. Almost all electric cars are quick to hit the traffic lights, but many find it difficult to deal with emotions. And the GTX is a particularly stubborn stoic who has completely different priorities than clearly focused on driving fun power EVs like the Teslas. That is why the GTX abbreviation tends to be misleading.
Thomas Ulbrich counters this criticism in general: “The transformation to electromobility and the maturing autonomous driving force us to rethink. Self-determined drivers who regularly seek the limits and want to be emphatically dynamic on the road do not belong to the target group of the ID family. We have this series Rather, it was developed for people who actively use assistance systems and driving aids to get to their destination particularly safely and relaxed. “
On the way from Braunschweig to the Harz Mountains, the ID 4 GTX makes no secret of its defensive positioning. As soon as route guidance starts, the predictive navigation assistant tames every incorrigible foot on the accelerator. There is lifted much earlier than necessary in front of every roundabout, announced speed limits are accepted in advance obedience, the safety distance is doubled if necessary and the electricity is automatically cut off when approaching courageous bends. A perfect algorithm for relaxed gliders, an annoying external control for sports fans. The electronics, which naturally only have the best of us in mind, can be laboriously deactivated function by function. But even in the sports program – then all four wheels are always driven – and in the weakest recuperation level, the 2.2-ton stoic only lets it fly properly.
Like all ID variants, the GTX also has its undisputed talents. These include the driving safety, which can possibly be shaken by an earthquake, the interior perfectly sealed off against all kinds of noises, the extremely supple suspension despite the large wheel diameter and the 21-inch mixed tires (surcharge), the directional stability drawn with the curve ruler if necessary, and that with the superglue -Seal in gold with a mix of grip, traction and road holding. The electrically assisted steering controls the entire spectrum from silent to cheeky, but when it matters – and with the appropriate driving mode pre-selection – you can be sure that there is neither excessive filtering nor sealing. Only the brakes may not really convince. The effort is high, the feedback rather vague, the full delay sets in with a slight delay, the long pedal travel makes it difficult to control.
Our wish list for the engineering team includes a short-term 20 km / h buffer upwards for more relaxed little escapes in the shark tank of the autobahn, an all-round more inspired GTX set-up, gearshift paddles for intuitive recuperation and a less fussy overall concept, but Ulbrich shakes the at all points Kopf: “We will not shut ourselves off from evolution, but progress has to find new and different paths. Power and torque will soon no longer play a major role as distinguishing features. Instead, the focus is on efficiency, and that means even better aerodynamics, less Weight, higher digital competence, more advanced batteries and motors. “
His secret remains how he wants to emotionalize the product more strongly at the same time. Will the next GTX be a real GTi after all, preferably as a coupé or convertible? Is there perhaps even a future for the ID.R record car? “I have to disappoint you there,” says Ulbrich, waving his hand. “As long as we have to maintain two overlapping portfolios in parallel, all extreme concepts end up in nowhere.”
The two portfolios refer to the old combustion engine and the new electric world. High effort and small quantities have never been a healthy mix in the auto industry. In other words: “First there is the duty, then the free choice. Before 2026 we will only go in depth, not in depth,” says Ulbrich. Nevertheless, they want to “roll out the talents of the electric car over the term, from the inside out”.
This means new functionalities in the infotainment system and based on networking. So everything that can be delivered via software update. A well-functioning language assistant is not a bad thing either.