If the Fujiwara tofu shop opens in Beijing, Takumi might have to change cars.
Even fans with gasoline in their blood will most likely be tortured to the point of collapse by the traffic of the imperial capital. Leaving aside the feeling of the left foot, just countless manhole covers are enough to make people feel bad. Whenever I think about it, I always want to have a car with flexible handling, comfortable chassis and smooth power. Unfortunately, the AE86 Trueno only satisfies the first rule. It's fun enough, but it crumbled the tofu. To get "tofu" fast and steady, you need a car that combines handling and comfort, such as today's protagonist: Volkswagen ID.3.
No coincidence, ID. happens to be an abbreviation for "Head Text D". Some people say that the "D" of ID.3 is the "D" of drift, and drawing circles in situ is the correct way to open this rear-drive Volkswagen. Indeed, the mechanical quality of ID.3 is enough to make the car editors collectively climax. But it is an electric car after all, and thriftiness is equally important - ID. can also be understood as "head text electricity". Therefore, after the track test ID.3 in October, I raised two doubts: one is the price, and the other is the battery life.
After 2 months, the SAIC Volkswagen ID.3 finally came to the editorial office. Out of love, I couldn't wait to drive the ID.3 around Beijing. However, due to the test drive period, id.3 can only stay in my hands for 48 hours. That being the case, let's focus on the key points, have an extreme endurance test, step on a drum brake, talk about positioning...
Under NEDC conditions, the saicid Volkswagen ID.3 has a comprehensive cruising range of 430km. By today's standards, its official standard endurance is slightly conservative. You know, in the market of 150,000-200,000 yuan, many Chinese brand models have achieved "endurance 500+". Of course, NEDC battery life can only be used as a reference, and the measured results are the most convincing. Based on the Aika e XRing test system, we conducted an extreme endurance test on the SAIC Volkswagen ID.3 Pro Jizhi Edition (hereinafter referred to as "ID.3").
Old rules, results first. After the e XRing lap test, the ID.3's extreme endurance performance is 394.9km, and the endurance discount rate (the ratio of measured endurance to official standard endurance) is 91.8%. During the test, the ambient temperature was 7-13 ° C, which was lower than the ideal temperature (20-25 ° C), but far from reaching the coldest state in winter. The whole test uses economy mode + B gear, at which time all settings enter the energy-saving state. In the second half of the test, the temperature inside the car gradually decreased. In order to ensure driving safety, we turned on the air conditioner warm air, the temperature was set to 21.0 °C, and the air volume was set to 1 gear. The test car is not equipped with an optional heat pump air conditioner, and the heating relies on PTC components, and the energy consumption in winter is theoretically not dominant.
Combing through the segmented data, ID.3 has low power consumption in the first three stages (second ring/third ring/fourth ring), and the average energy consumption is lower than 12kWh/100km. From the beginning of the test to the end of the fourth ring road, the ID.3 has traveled a total of 153km, and the remaining power is 60%. During the test, the above three loops were in smooth condition, and the vehicles tended to travel at a uniform speed. In good road conditions, the energy consumption of ID.3 is satisfactory.
The ID.3 uses a large gear ratio reducer, which can improve acceleration performance, but is not conducive to high-speed energy consumption. In the second half of the test, the ID.3 entered the fifth and sixth rings, and the average speed increased significantly. In addition, there are more trucks in the fifth/sixth ring road section, which requires frequent overtaking, which also increases energy consumption. As can be seen from the above figure, the average energy consumption of the five rings is 11.2% higher than the average energy consumption of the fourth ring, and the average energy consumption of the six rings is 10.9% higher than the average energy consumption of the five rings.
At the beginning of the test, the id.3 had a range of 369 km on the table display, but the measured score reached 394.9 km. Why is the measured higher than the apparent? The reason is simple: ID.3 uses dynamic battery life display. Combining the remaining power (SOC) and the average energy consumption of the nearest distance, the driving computer automatically calculates the mileage. Therefore, the surface endurance of the car comprehensively reflects the traffic scene, temperature conditions, driving style and other factors, and has a strong reference value.
Combing the actual mileage and the mileage of the table display, it is not difficult to find the calculation law of the driving computer. The road conditions in the first half of the journey are smooth, the speed is moderate, and the average energy consumption is low, so the "conversion mileage" (= the mileage of the table + the actual mileage) shows an increasing trend. After entering the fifth ring, the energy consumption gradually increased, and the "converted mileage" began to slowly decline.
The low battery prompt of ID.3 is divided into four levels, and the overall strategy is relatively friendly.
After the SOC is below 20%, the system starts to indicate a low battery. When the SOC drops to 20%, the meter power number changes from white to yellow, and a yellow battery icon appears below, and the car is recommended to navigate to a nearby charging station. When the SOC drops to 10%, the meter power number changes from yellow to red, and the car is again recommended to go to the charging station. When the SOC drops to 5%, the meter starts to display a yellow turtle icon and the power output is limited. When the SOC drops to 2%, the system issues a "Charge Now" prompt and the turtle icon changes from yellow to red.
After a cumulative driving of 391km, the SOC is reduced to 0%, and the endurance of the table is reduced to 0km. Considering the safety factors, we did not completely exhaust the power, but looked for the nearest charging pile (about 3km distance), and the measured mileage was finally fixed at 394.9km. According to previous test experience, after the performance range of the table is "zeroed", the ID. model can still travel 10-20km. According to this inference, the "super limit" cruising range of the ID.3 can reach about 410 km.
Accelerate testing
The domestic ID.3 series adopts a single-motor power scheme, and the rear axle is equipped with APP310 electric drive assembly. The maximum power of the permanent magnet synchronous motor is 125 kW (170 hp) and the maximum torque is 310 Nm, which is decent in the book parameters. After multiple sets of tests, ID.3 finally achieved a 0-100km/h acceleration of 8.02 seconds, and the extreme power performance was comparable to the Golf 280 TSI.
During the test, we tried two starting methods, ejection start and regular start, and concluded that the latter was better. If the ejection start is adopted, the ID.3 will significantly limit the power, and the power output in the initial stage is not firm enough, resulting in the acceleration performance being slowed down. Starting in the conventional way, the torque release is decisive and precise, and the rear wheel grip is just full. Want to take the lead when the green light comes on? Forget about catapulting, just step on the "throttle".
The output characteristics of the motor are fierce in the first stage and soft in the rear section, which is fully reflected in the acceleration test. Before 50km/h, the acceleration momentum of the ID.3 was quite performance-oriented, and the body feel was reminiscent of a 2.0T fuel vehicle. After the speed of the car crossed 50km/h, the acceleration force was significantly weakened, and the subjective feeling was like a fuel car changing from 1st gear to 2nd gear. The data is the most convincing: in the 0-60km/h segment, ID.3 is 0.18 seconds faster than the Golf 280TSI; in the 60-100km/h segment, the ID.3 is 0.46 seconds slower than the Golf 280TSI.
In everyday cars, mid-flight acceleration is a more common scenario. The ID.3's 40-80km/h acceleration time is 3.26 seconds, between the Golf 280TSI and the Golf 280TSI. The difference is that id.3 power response is agile, and urban overtaking is very crisp. In the 80-120km/h test, ID.3 delivered a 6.01 seconds report card, which was not as good as the Golf 280TSI (5.4 seconds). When overtaking at high speed, it is still necessary to make a margin.
Brake test
At the beginning of the ID. series, it was criticized for the rear drum brake. Brake form aside, there is nothing wrong with ID's approach. In general, passenger cars adopt the braking force ratio of "more front and less rear", and the rear brake burden is much lighter than the front brake burden. Since the ID. series adopts a rear-mounted rear-drive layout (a dual-motor four-wheel drive version is also available), rear-axle motors can be used to reverse the drag, providing a braking force of up to -0.25g. When driving gently, the rear-wheel mechanical brakes require little intervention.
Everything is afraid to go to extremes. Coming to the test bench, how does this set of "front and back drums" perform? ID.3 repelled the doubt with strength. After testing, the car's best 100-0km/h brakes were 36.91m. Hankook Ventus S1 evo3 ev tire width is only 215mm, the pattern design pays attention to low roll resistance and quietness, but does not drag its legs at all.
The ID.3 uses a Bosch iBooster electric brake booster pump, and the brake foot feeling (pedal feedback) is linked to factors such as pedal depth, pedal input rate, steering input, etc. In simple terms, the more rapid the brakes are stepped on, the more solid the foot feel. When braking at full force, the pedal feedback is very full and the driver is confident. However, when slowly pressing the brakes, the ID.3 brake foot feel is very general, and the proportion of pedal force to braking force is not good. Regarding the brake foot feeling, you can refer to the previous test drive article, the track (portal) and daily (portal) are completely two experiences.
After 10 consecutive sets of tests, id.3 did not exhibit thermal attenuation, and the average braking distance of 100km-0km/h was 37.61m. With the increase of the number of tests, the braking distance is stabilized within 39m. Friends who are worried about the attenuation of drum brake heat can put away their worries.
Winding test
In the pile winding test, the performance of ID.3 can be described as amazing. The original tires are heavy and comfortable, the rolling texture is gentle, but the steering response is still satisfactory. The front of the car is quite brisk, the rear follow-up is not flawless, and the handling feel is very "followed". Compared to the slightly neurotic response of the Tesla Model 3, the ID.3's handling texture is much more linear. Shuttling between pile barrels, the driver does not need to adapt to the car at all, and the first attempt can be close to the limit.
With the advent of ID.3, the public can finally take off the hat of the "push head king". 170 horsepower is indescribably enthusiastic, but always able to send a warm hug when the owner needs it. At the bend, you can freely step on the accelerator pedal and make the body spin like a top, but you don't have the slightest fear of the car behaving out of line. On the way home from work, there's nothing more fun than that! As for drifting, it is enough to be addicted to passing the eye - the tire quotation (1800 yuan / article) is not a joke.
The so-called car fans, what they like is not the car itself, but the freedom that the car gives people.
However, the Volkswagen ID.3 is not a Porsche 911. It has no intention of pleasing car fans holding posters, and only wants to attract consumers with a budget of 150,000-200,000 yuan who intend to buy a reliable scooter. At this time, the focus of freedom is to fill the stomach, not to stir the soul. A full stomach seems to be the foundation, but it just stepped into the "minefield". Determined to take ID.3 home? You need to tolerate its perfunctory superficiality.
Interior isn't a problem? Congratulations on your success. Next, the only thing debatable is the endurance performance. It is true that the ID.3 has a solid winter battery life, and the measured battery life discount rate is more than 90%, but this cannot hide the fundamentals of small batteries and short battery life. Compared with the same price point, the mileage of ID.3 is only enough. If you don't have a private charging station, ID.3 may not be the best choice.
Not long ago, a friend decided to sell the Fit GK5 and use the Beijing fuel vehicle indicator to buy id.3. Buying a tram with an "oil label"? It seems crazy, but it makes sense. He also has a seven-seat MPV, so he doesn't have to worry about long-distance travel needs. The cars he bought were uncountable on one hand, and the superficial kung fu had long been looked down upon. For him, ID.3 is undoubtedly the answer to the maximization of fun.
Editor's note: Of all the new cars I've tried this year, the Volkswagen ID.3 is the one that makes me feel the most watery. It blooms with endless charm, fragrant over the belated osmanthus flowers, sweeter than the honey on the same table. ID.3 is like Takumi sitting in the driver's seat, making Natsuki have the urge to "marry". But I'm well aware that ID.3 is only for people who really understand their own needs, so I wouldn't easily recommend it to friends. Leaving Akinayama, the AE86 is destined to be just an ordinary and somewhat humble Corolla. Coming to Tokyo, the AE86 will never catch up with Natsuki sitting in a Mercedes.
It is never anyone's desperation that torments people, but your fantasy expectations. When love rises to a certain level, torture will follow. Is greed at work? Perhaps, people are just misplacing expectations.