Author - Kaga User: Fengpin
Poor battery life in winter, turning off the warm air or using B gears can not reverse the high power consumption in winter
Winter for electric vehicle endurance is like a "double eleven" discount promotion, some models have "temperature control warm air management" buff bonus can be 85% off, some temperature control crash endurance direct waist cut is not impossible. ID.4X winter battery temperature control is not very good, the overall power consumption is high. The author has planned to use the normal driving + open warm air + an overnight cold start test mode before the test, after all, spend more than 200,000 to buy an electric SUV to open the air conditioning endurance in the winter, which is not reasonable. A car of people frozen and shivering only for multi-point endurance completely deviates from the most basic properties of the car, and it is more practical to open the air conditioning test. With such a mentality, the author chose the economic model, D gear, air conditioning 21 degrees automatic such a combination, the outside temperature is about 3 degrees to 13 degrees, most of the time the car is two people (driver + a passenger)
The first test (referred to as Test1) traveled 128km, the endurance of the meter dropped by 139km, the power dropped by 38%, and the endurance was only 337km according to the SOC power display. When calculating the results, the author has ten thousand question marks in his heart: look at others to test the city's low power consumption is very low can run, why did I open the table to show 20.1kWh/100km, the actual 25kWh/100km+ performance? In addition, this "mild winter" temperature of 4-13 degrees Endurance compared to NEDC is 4% discount, so I have some doubts that I tested a bug, so I filled the electricity and started the same vehicle setting Test2.
Compared with Test1, the second test has a higher proportion of high speed (only 20% of the high speed in the first time) and travels 122km, and the endurance of the table is 216km (you read it right, only 267km is left after the full charge 483km is measured), the power drop is 38%, and the endurance is estimated to be 321km.
So far, the author is still confused, although I can be sure that the ID.4X winter endurance is not a good result. But the reason behind it is unknown: is it useless B gear? Or does the warm air consume more electricity? Or is it the battery itself pulled by low temperature control? Can't confirm. In order to really figure out why ID4 costs electricity in winter, the author measured two groups and finally turned off the air conditioner and froze into a dog. After all, forcing a single pedal or losing the warm wind in temperatures close to 0 degrees doesn't sound like a normal human being should endure.
The Test3 is shorter because the single pedal is torturous. If someone feels that the single pedal operation is not tired, then he will definitely feel that it is easier to drive the manual gear in traffic jams. The specific setting is B gear, the pure urban road conditions (ring road + traffic lights + congestion) the rest is consistent with the first two rounds of testing, and the air conditioning is 21 degrees. Driving 42km took 13% of the power consumption, and the estimated endurance of 323km was not much different from before. This still excludes overnight cold start, high-speed road conditions and electricity costs.
Looking back at the fact that the B file does not help the battery life, it actually makes sense. ID.4X default is extremely light kinetic energy recovery, sliding distance even more than some fuel vehicles, and its braking kinetic energy recovery rate is very high, most of the deceleration process can rely on kinetic energy recovery to complete, which itself is already very efficient. Forcing a single pedal to control a mild deceleration or approximate sliding state is very tiring, it is easy to slow down too hard and then re-accelerate the process of following the car, which may actually be more power-intensive.
(The picture shows the down jacket hero who measures the endurance of the air conditioner)
Excluding the factor of B gear means that only warm air and temperature control are left. Temperature control is not easy to measure directly, back and forth cold start is not feasible and there is no control reference, turn off the warm air although painful but ultimately feasible. So Test4 started, 70km distance consumes 18% of the power, the estimated endurance of 389km, is still NEDC 30% off. After the test can not open the endurance test of the warm air, I just want to say that driving an electric car in winter does not open the warm air is really a strong man, the body can put on the down jacket can also top, the hand has a steering wheel heating at least one side is hot, the feet are really pitiful, after measuring the ice and cold. In the end, the wind power consumption is about 3.4kWh/100km lower than that of more than 20 degrees, compared with more than 20 degrees of power consumption, the impact is really not much (less than 15%), driving for an hour more than 1.34 degrees of electricity, this result and the data seen on the vehicle power consumption data is basically the same.
Endurance test conclusion:
The ID.4X has a poor winter range, probably less than 350km. The most likely cause of poor battery life results is the degradation of low temperature performance of the battery and the problem of battery temperature management. As the lifeblood of electric vehicles, the winter endurance is a headache, and northern users need to carefully consider the winter endurance problem when considering ID.4X.
The battery SOC is accurate but the surface endurance is completely inaccurate, and there is no reference. In the four sets of tests, there was an outrageous situation of nearly doubling the range of 122km and 216km, and the endurance drop in this test was not uniformly linear. The first 30km almost dropped 90km endurance can be said to be a spectacle. The off-air conditioning test ran out and drove 70km, and the endurance only dropped 52km, so the reverse operation mode was completely confused. Compared with the Fiesta EV that has previously measured the perversion of the meter display, it is simply different, and even compared to the BEIC EX3 (at least the endurance is basically linear).
B file is not recommended for daily use, tired and does not save electricity. ID.4X strong kinetic energy recovery ability, coupled with the default extremely weak kinetic energy recovery strength, so that the gliding and braking feel very good, only by stepping on the brakes such a "normal" operation can complete the B gear full tightness to achieve the result why not.
Relaxed driving atmosphere
The ID.4X winter endurance test pulled me to the shame, because I actually like the id4's relaxed driving experience. If the relaxed and comfortable description is a bit virtual, then it is more specific that the feedback of the operation and the creation of the atmosphere make the driver simple to drive, the feedback is comfortable, and the atmosphere is comfortable. Among the four driving modes of ID.4X, Economy mode has the best experience and Sport mode is the most contrived. The economic model pedal is biased towards the exponential, and the front relaxation will filter out the non-delicate operation, and any step is a gentle and stable acceleration. Requires a lot of power, the acceleration pedal responds quickly in the middle and rear sections, and the kick-down button is pressed while the power is already fully output. While the 200-horsepower pull 2-ton car is not a surging car, thanks to the telepathic response to the commute in the city is smooth enough. In contrast, the front of the comfort mode pedal is slightly irritable, not as comfortable as the economic mode, and the sport mode forces larger kinetic energy recovery, deliberately similar to simulating the low gear of the gasoline car, the high speed oil collection drag feeling, the feeling of leaning forward and backward is uncomfortable, and the power itself is not strong. Powertrain flaws at the beginning of the pedal is not smooth enough to feel that there is a point where there will be torque sudden nonlinear gain a little slip, may be a dual-clutch ancestral tuning habit (manual dog head).
CRBS brake pedal associated kinetic energy recovery is a common dew filling environment in electric vehicles. In addition to giving up the treatment to cut off the CRBS function at all, the foot feeling is not linear, various methods are not smooth, and even the pedal comes with "inertia" automatic deep step The author has experienced, and it is difficult to use as if there is no such function. Id.4X can get 85 points in the braking foot feeling, the advantage is that the kinetic energy recovery intervention and gain linearity, strong recovery ability, mechanical brake start transition is naturally not abrupt. The deduction point is concentrated before braking, it is easy to have 1-2 times of deceleration and large fluctuations, and the braking force of the stable pedal stroke will become weaker and stronger, like the pulling feeling when the model is downshifted with a bad match. In addition, the low-speed brakes often hear the annoying back drum rubbing sound (not the condition of the car).
The steering feel is too heavy when stopping and moving the garage, and the meaningless heavy hand is very normal to drive back to the positive speed and hand feedback. To cite jio, ID4 has a super small turning radius, comparable to an A0-class car, and the huge front wheel steering angle reminds me of SMART, which makes it extremely easy to make U-turns on narrow roads. For example, the author made a U-turn in a small alley near Houhai and dropped his jaw on the spot.
(The famous rear drum brake is tightly blocked by the rim)
Excellent NVH erases the sense of speed
The ID.4X is very quiet on paved roads at low to medium speeds, with a powertrain and wind noise suppression in place. In what case, you can erase the sense of speed, that is, there is no difference between 40km/h and 70km/h in good road conditions. Excellent NVH is also an important source of relaxed atmosphere. After exaggerating or mentioning shortcomings, Goodyear tires pick asphalt. In Beijing's West Fourth Ring Road, the noise of the two types of asphalt is very different.
The texture of the chassis is both dynamic and static
The chassis feeling should also be split, and the overall feedback is split. Cushioning mechanisms such as daily stepping shock absorbers and bushings are capable of "compression" for large amounts, such as coping with protruding undulations on the road surface and the shock absorption of the speed bumps, and the processing is crisp. The metaphysical version is thick and has a sense of isolation. However, when encountering a recessed manhole cover and a pit shock absorber, it feels not "whole" enough during the stretching process, and the texture of isolation in the compression process is lost a lot.
Judging from the SUV and this chassis feedback, I don't have any expectations for the ID.4X to feel the control, and the actual performance is surprising. The first is that there is no shaking during the bending roll process, and the front of the car responds in a timely manner. Perhaps the battery has a low center of gravity and rear-drive gain, and there is no heavy engine and drivetrain equivalent pressure on the front axle of the ID.4X front end to have a certain willingness to enter the corner. The rear-drive layout brings better cornering traction, if you tease the "electric door" in the corner, you can also feel a little dynamic of the rear wheel (of course, it is immediately held down by the ESP that cannot be closed), and a public with dynamics in the back wheel of the corner is indeed a bit of a violation. But the point of splitting came, and this lateral control force without shaking tilted back and forth when braking. This tuning may be deliberately tilted toward comfort, but I think there is still room for optimization. Braking before and after drum friction, deceleration fluctuations plus front and rear pitch multiple experiences superimposed on extremely congested road conditions driving ID.4X is not beautiful.
An unexpected bonus for the MEB platform
The author once thought that the ID.4X was a fairly large SUV, whether it was parking and the car next to it or the side looked like there was a 4.8m, but in fact it was the same size as the CRV. Until I found a haoying side photo to adjust to the same proportion comparison, I found that the ID.4X is close to the four corners of the 20-inch large wheel rim, ultra-short front, side window proportions, roof lines are important factors in the appearance of the big. Open the front cabin and you'll see the exaggerated front arch position, almost to the front. Such a specialized platform does bring a lot of bonuses to ID.4X. In addition to the obvious features of the enlarged appearance, the huge steering angle of the front wheels, the optimization of the cabin space, and the height of the rear platform are all good pluses.
(Picture without proportional change Stretch only adjusts the vehicle length to approximately the same)
The front and rear seats are good, with a lot of configuration but just as many small details as bugs
Thanks to the optimization of the space of the pure electric platform, the rear floor is still very low when the battery pack is not prominent, and the cushion is very thick or even higher than the front seat, which can be said to be quite decent for electric vehicles. In addition to the headrest or as always, the brush presence, the head space is slightly smaller, the overall comparable to the same size fuel SUV is not a problem. The seat material is a super bright spot, compared to some of the failure cases that can't be seen in the middle, the ID.4X high-end seat must be exaggerated. The suede cushions on the back cushions are printed with the surrounding panel leather to ensure breathability and softness while enhancing the look and feel, and the two front seats are not only heated, memorable (main driver), but even massaged. Although I would not use such a "luxury" configuration for the most part, the ID.4X relaxed atmosphere is indeed a great way to match the seat massage. The front-facing driving position and steering wheel dispatch are perfect, but the excessively high brake pedal position not only makes it easy for the brake leg to leave the seat each time but also forces the driver's seat to move backwards, which results in the erosion of part of the rear space.
The unique interior of the ID series changes the traditional public's gray-headed and unspiring situation, and the application of color-block interior + mood lights and details is very good in id.4X night driving experience. The overall layout and storage space optimization have also been balanced. 235,800 long endurance high-end ratio is piled up with configurations like 83.4 degree batteries, luxury seats, L2 driver assistance, matrix headlights, steering wheel heating, electric tailgates and so on, and the same price point gasoline Volkswagen models say "lemon" to no.
Okay, that's a lot of exaggeration, and the turn is coming. Id.4X has as many small details as bugs in the car.
Detail 1 Bug 1: The light strip under the front windshield will show the direction of the assembly line when using the car navigation need to turn left and right, and the red warning light will be lit up when AEB warns the effect is obvious. The whole car touch button has no hand feedback is very painful. The steering wheel volume up key sometimes fails, the unlock touch is not sensitive, and the opening of the canopy depends on the finger slide. L2 auxiliary adjustment acceleration and deceleration logic is strange, can be slid up or touch, the recognition rate is low.
Detail 2 Bug 2: Matrix headlights are very intelligent, in addition to the common follow-up steering function, they will also play a beam to fill the left and right side road signs to perfectly avoid the front car, and even at night there is no street light on the national road to play a U-shaped light belt (perfectly avoid the front car to illuminate other areas). The automatic high beam opening process has a sense of ceremony, quickly lights up from the center to the sides, and its illumination permeability is very good. The central control screen shows the effect, and the interface style looks comfortable, but the use of the feeling is completely confusing. The recognition rate of the top slide is very low, and on the third day I found that the original above can also slide out of the menu. The vehicle settings are even more outrageous, and clicking on the vehicle menu requires sliding the vehicle to find the desired setting. Missing information on the meter display includes driving mode, mileage information, total mileage, and so on. The speed limit plates displayed in the gauges are inaccurate in many cases (the auxiliary road shows the main road speed limit, or vice versa).
Detail 3 Bug 3: L2 has strong auxiliary steering ability, and can also steer decisively in the face of curves with large angles. When assisting driving, it is still possible to use the full electric brake first to be smoother overall. However, do not use the traffic flow, because this system is extremely slow to react to the congestion of vehicles! There is no exit sound warning when the auxiliary steering ability is exceeded, and it must be taken over in time when the car is rushing against the wall!
Detail 4 Bug 4: Pedal the brake pedal to start without a button. However, stepping on the brake pedal during charging may cause the charge to stop (it is not entirely certain whether the two charge interruptions are caused by the brake pedal). Autohold calibration defects, light brake stop autohold does not start may appear after the car stopped inexplicably forward a little and then brake stop (multiple occurrences). Turning to acceleration near the brake moment may clash with autohold and being slammed into the back brake, very scary (only appeared once) on the spot to be scared half to death.
Detail 5 Bug 5: Shifting gears like i3 saves a lot of space and the parking and moving library is easy to operate, the pedal is marked with the icons of play and pause, although there is no practical effect but the details look interesting, but some of the design is very "outrageous" such as the buttons on the door panel. Lift the rear window to touch the tell button for more than 1 second, sometimes touch the real and then want to open the front window to adjust for half a day. The door unlock button has no vibration or sound prompts, and every time you get in the car to unlock other doors, you can guess. The rearview mirror adjustment wheel has no feedback limit, and the actual role of the icon in the lower right corner is to heat the rearview mirror, which can be said to be very abstract.
Model selection and options
The author believes that the ID.4X two rear-drive long-endurance versions of the model are worth recommending. ID.4X relaxed driving atmosphere is not too good with the four-wheel drive performance version, not only the performance is not much strong will also lose part of the battery life, love tram performance may wish to see other products. Pro version (high-end) and Pure version (low-end) price difference of about 1.5w, in addition to this pair of excellent to burst seats, but also the difference between steering wheel heating, electric tail, L2 auxiliary such more useful configurations, budget allows or rear-drive high-end is more suitable. The cheaper two of the high-end ID.4X four options can be selected (sunroof opening and rearview mirror folding additional L2 assist +), but 5k dollars to buy a more functional HUD projection, 9k dollars to buy a heat pump air conditioner is not worth it. The author uses ID.4X basic HUD will get motion sickness, drive for half an hour and then turn off and then do not open, not used to the field of vision to switch near and far. In terms of endurance, through experiments, I think that the ID.4X endurance weakness is not all in the winter warm air, even if the heat pump air conditioning power consumption is 0 (actually unrealistic), it can increase the endurance of about 50km but the warm air may be slower (PTC heating about 1 minute can produce warm air).
Overall
(1) ID.4X in the winter endurance of electric vehicles "big promotion" discount is larger, the author of winter (3-13 degrees) open warm air running out of the endurance performance of less than 350km performance is not good. After 4 tests, it was found that the performance decay of low-temperature batteries and battery temperature control may have a greater impact, and the B-gear forced single pedal is very uncomfortable and does not save power.
(2) The overall driving atmosphere is excellent, easy enough, the economy mode + D gear is the most friendly mode combination; the brake pedal is tuned to the overall 85 points, the brake before braking is larger and the autohold has bugs; the chassis as a whole is better, and the sound insulation is excellent when the road conditions are good.
(3) The MEB platform brings a 3-point bonus, the turning radius is extremely small and very flexible; the battery has no protrusions and the rear floor is low, and the riding experience is comparable to the same price SUV; the large wheel is close to the four corners, which is large.
(4) The interior design changes the style of the public gray head and the rich configuration, and the matrix headlight effect and seat are the highlights. But there are many bugs, the full touch operation has no feel, and some of the settings are confused.
As the first product of the ID series in China, ID.4X is generally good and competitive. At present, the discount in Beijing is not large, but I heard that some regions can be discounted to 3w, and I think that the pricing is still more conscientious in terms of the actual performance and configuration level of ID.4X. Id.4X excellent and relaxed driving experience, ultra-small turning radius and rich configuration gave the author a surprise; but at the same time, the winter battery life, full touch without feedback buttons and many details sometimes bother. As for users with this budget holding coins to be purchased, it is recommended to make a decision after three days of in-depth experience (manual dog head *2).