Test: Volkswagen ID.7 Pro Premiere
The ID.7's leading position in performance, quality and technology is not only a continuation of Volkswagen's electrified model range, but also a tangible proof that electrification is evolving rapidly, maturing day by day and setting new standards every day.
The ID.7 is not only the flagship of Volkswagen's electric model range. It is the first floor-standing MEV with the all-new APP550 drivetrain, which also makes it the most powerful at 286 horsepower. It's also longer (even longer than the Buzz), lower, more aerodynamic, and significantly upgraded in terms of quality and technology than its older model.
Let's take a multimedia system as an example. It is now fast, error-free, and very easy to use, since it stands out not only for its huge 15-inch touchscreen, but also for being able to create shortcuts for quick access to various functions from the top of the screen, while at the same time in addition, the controls (volume, temperature) at its bottom also glow.
Therefore, any limitation is not due to the software itself, but to the almost universal removal of the choice of physical switches and controls, which ultimately leads to a digital adjustment of the air duct position! Really, who needs an answer to a question they've never been asked before?
It is clear that Volkswagen's cockpit design, which is becoming more and more minimalist, is following and exaggerating the logic imposed by Tesla, emphasizing that the screen is the center of the automotive universe, and it remains to be seen whether it will be confirmed. A new generation of drivers in the digital age.
That's not to say we're immediately rejecting innovation – too many active safety systems or Volkswagen's solutions, combining a small dashboard with a standard augmented reality head-up display, projecting important information from 3.5m into the driver's field of view are really invaluable in the front 10m of the car.
But incredibly, only two switches are used to operate the four power windows. Objectively speaking, this is an ergonomic flaw.
Of course, unlike the American manufacturers of electric cars, the loss in ergonomics is compensated for by quality, which is more reminiscent of Audi in terms of premium characteristics. Soft material, with excellent touch, comfortable microfleece, with very good lateral support ergoActive seat, even offers active Climatronic and various massage programs. Trembling Mercedes!
Together with the LED matrix headlights and the easy-to-open system of the tailgate, they are the main features that we can use in the Pro Launch Edition, which costs 64,800 euros, which is 5,300 euros more expensive than the simple Pro, and both are equipped with a clean lithium-ion battery with a capacity of 77 kWh.
Thanks to its charging power of 175 kW, on a suitable DC fast charger, the range can reach 204 km in 10 minutes, while 28 minutes is enough to charge the battery capacity from 10% to 80%.
In contrast, the ID.7's AC performance is limited to 11kW, which may have little impact on home charging at night, but certainly has enough impact for short intermediate charging at public charging piles such as parking lots, supermarkets, etc.
The rear-engine layout inevitably lowers the height of the trunk by a few centimeters, but the trunk still has depth (the rear seat backrests are more than 1 m from the threshold), so the capacity of the rear seats when folded is 532 liters or 1,586 liters (60%-40% proportion).
The long wheelbase of 2,971 mm ensures a spacious interior, and passengers of all heights can feel comfortable in all seats in the car.
When driving, you'll find that the ID.7 has neither the throttle that sticks you to your seat nor the fat numbers on paper – numbers that don't have any practical value other than being impressive.
Volkswagen has had enough years of experience in building utility cars to know that no one (but no one) will need more than 500 electric horses in a family car. The 286 PS and 545 Nm ensure a fast, safe ride and direct overtaking. 0-100 km/h in 6.5 inches, the last 180 km/h is more than enough.
Much more valuable is undoubtedly the aerodynamics to adapt to the enormous consumption of electric cars at high speeds - something that Volkswagen engineers paid special attention to: a long body with a frontal area of 2.46 square meters, upgraded airflow and an almost closed floor contribute to the formation of a drag coefficient Cd: 0.23, which largely determines the appearance, which refers to the family identity, but at the same time "screams" that this is its latest and most refined version.
On a 200 km route in mixed driving conditions such as city, highway, easy driving and firm driving, the full charge of the battery is reduced to 50%, a value that translates into a real range of around 400 km in real conditions (i.e. also confirmed by the consumption of 19.1 kWh/100 km).
Of course, if the car is mainly used for urban traffic, a trend of increasing to about 500 km can be observed, with a noticeable decrease in average consumption, very close to the 14.1 kWh/100 km of the WLTP cycle.
Even by EV standards, the ID.7 is very quiet, thanks to the excellent work done in aerodynamics and sound insulation, and the ride quality and suspension consistency have improved significantly.
It manages to combine the comfort and control of the body to a fairly good degree - better than any other ID - and for more things, the extra equipment offers the option of choosing an active DCC shock absorber, adjustable in 15 levels of hardness.
In any case, the behavior was balanced, the front obeyed the driver's orders, and the variable auxiliary steering turned out to be precise and informative - it is no coincidence that the ID.7 managed to effectively hide its volume without resorting to use. Four-wheel steering.
There is no adjustment of the degree of recuperation of braking energy (the reason should be looked for from the rear position of the engine), and there is no possibility of one-pedal actuation, just the lever switch of the transmission in the "B" position is selected.
When driving at high speeds on slippery roads, the tail initially tends to fall off, followed by understeer. When drying, the grip is plentiful to help eliminate desirable lines. The brake pedal has an improved rubbery feel and disengagement compared to previous models in the series, but this is still one of the few drawbacks of the car.
All this shows that Volkswagen listened, looked for and corrected to launch an upgraded version of every aspect of its electric vehicles. Spacious, of great quality, easy to use, fast, comfortable, with good autonomy and at an affordable price, the ID.7 incorporates all the qualities that make it the best in its class. In a word, the ID.7 is ripe. Volkswagen's most mature electric car.
Cave Technology
The ID.7 is the first Volkswagen to be equipped with the new APP550 transmission system we are testing. Based on the well-known MEV baseplate, it delivers 286 PS and around 550 Nm of torque – depending on the gear ratio of each model. The ID.7 has a torque of 545 Nm, a significant increase compared to the previous generation gearbox, thanks to a reinforced stator with more windings and a larger wire cross-section. As a result, the rotor is equipped with stronger permanent magnets for greater load capacity, while the entire system is also strengthened to mechanically cope with the resulting torque. The inverter has been upgraded to deliver the high-phase current required for greater power and efficiency, with variable timing and rotational speed proportional AC output modulation methods for higher efficiency, depending on the load phase.
To increase efficiency, many components in the gearbox are optimized, including thermal management. The new electric motor has an energy-saving cooling system and can work without an electric oil pump. The system can be cooled independently by means of transmission gears and specially designed oil supply and distribution components, while the stator housing is equipped with a water cooler. The new drivetrain, including the gearbox, rotor and stator, is manufactured at the Volkswagen Group component plant in Kassel, Germany.
Engine technology
电动马达，286 PS，545 Nm
Battery: 77 kWh (net)
Transmission: Single Relationship Automatic
Transmission: Rear
悬架：麦弗逊膝剪 (R) / 多连杆 (R)
0-100 KM/H： 6 ,5''
最高时速：180 km/h
Average test consumption: 18.1 kWh/100 km
Cruising range: 621 km (WLTP)
Dimensions (length/width/height): 4,961/1,862/1,536 mm
Wheelbase: 2,971 mm
Boot space: 532 litres
Weight: 2,630 kg
Price: from €58,900