The ID.4 GTX is essentially Volkswagen’s first electric performance car and introduces the company’s new ‘GTX’ badge. Think of it as the electric equivalent of the iconic ‘GTI’. No pressure, then.

But, unfortunately, I’m not sure if it can live up to the fame that previous GTI models celebrated in the past.

It definitely is fast

Built on VW’s dedicated MEB platform, Singapore-bound ID.4 GTX models come with an 82kWh battery.

As with any EV, the response from the accelerator is immediate, delivering smooth and controllable power. It won’t jolt you with the same neck-snapping acceleration as some performance EVs, but I will take smooth over nauseous any day of the week. And there’s more than enough power to slide and dice through traffic.

The extra motor up front boosts power to 335bhp, up from 282bhp in the regular variant, slashing the 0-100 km/h time to 5.4 seconds. Interestingly, both trims share the same 545Nm of torque.

But it isn’t as thrilling 

Despite the performance boost, the GTX doesn’t feel dramatically different from the standard model. There is a 4WD traction mode, handy for escaping slippery situations, but for most drives, you’d probably prefer the extra range of the less powerful versions.

You would think the GTX would offer more customisation options for the different drive modes, but Volkswagen has kept things simple with the ID.4: no variable regen options, just straightforward D and B modes.

Even in B mode, which stands for brake, like its regular single-motor counterpart, regenerative braking isn’t overly aggressive. The brake pedal feels progressive though, offering more regen at the top of its travel.

In Sport, the steering feel is too light, and it does not provide confidence during hard cornering, beckoning you to ease off from the fun pedal.

This is a slight bummer since the ID.4 GTX can actually hold itself decently in a tight corner. It might understeer mildly at lower speeds, but with more power being sent to the rear, it handles quite neutrally. Even the traction control is subtle, ensuring a composed drive without being too intrusive.

It works best as a cruising machine

The ID.4 GTX works best as a highway cruising machine, eating up the miles whilst being stable and quiet with minimal tyre and wind noise.

Take it off the beaten motorway, and onto fun stretches of B-roads, the ride can start to feel a bit bumpy, with undulations in the road feeling more pronounced, as if the springs are tuned for a full load of passengers and cargo. Even the included Sports Pack does little to keep all of that weight in check.

And it is great on range

Built on VW’s dedicated MEB platform, Singapore-bound ID.4 GTX models come with an 82kWh battery. Smooth throttle inputs yield impressive efficiency, with the ID.4 GTX averaging 17.7kWh/100km (5.6km/kWh), remarkable for a dual-motor EV.

You could easily cover at least 450km on a single charge, which is typically enough for a week’s worth of commuting.

It looks decent too

Like the regular ID.4, the Volkswagen ID.4 GTX’s design is reassuringly familiar.

The creaseless design is unfussy, and it looks futuristic yet contemporary enough not to alienate itself from the rest of the carpark.

Wait, there are no infotainment switches?

Sort of. You do get some haptic switches on the steering wheel, but you’ll quickly notice that the ID.4 doesn’t do physical switches. Like, at all. Your entire interaction with this electric crossover revolves around the big screen in the middle.

The screen is a 12.9-inch unit with high-resolution graphics. Four pads act as shortcuts to frequently used menus. In practice, the screen works great, though the possible inclusion of wireless Apple CarPlay or Android Auto might be a nice touch in the future.

Volkswagen claims the ‘Hello ID’ voice assistant compensates for the screen’s quirks, but not everyone is keen on using voice commands.

Which is where some pain points lie. At the base of the screen, you’ll find volume and temperature sliders that can be tricky to operate, especially if you are just providing subtle inputs.

The capacitive touch controls on the steering wheel share a similar story. They’re too easy to accidentally brush against and lack any significant tactic feel when selecting items.

And if you frequently hop out of the car for errands while leaving it “on”, it’s quite infuriating when the car shuts off every time you lift yourself off the seat. There’s no override for this, either.

On the bright side, Volkswagen is listening. Some updates have already improved the system, and the company is keen to return to physical buttons in future models.

The silver lining

The minimalist interior is huge, and thanks to the flat floor, there’s ample room even for three adults in the back. Console storage is generous and modular, with numerous pockets for phones and other items and plenty of USB ports.

The ID.4 GTX also adds some GTX-specific badging and stitching to the car, which is a nice touch. The sports seats also look great, with slight bolstering to keep you hugged in the corners. Audio is enhanced with a Harman Kardon sound system, a significant upgrade from the regular ID.4.

Arguably its biggest advantage is the inclusion of the panoramic sunroof, which lets tons of natural sunlight in and gives the cabin a nice airy atmosphere.

The boot offers 543 litres of space, outdoing most rivals. However, it’s a bit inconvenient that the cable storage is under the boot floor rather than in a dedicated space under the front bonnet. This means you must unload any cargo on top to access the cable.

The ID.4 GTX also comes with Volkswagen’s ‘ID’ light, a strip of LEDs below the windscreen that sweeps left or right as you approach a junction or according to the navigation (though it doesn’t work with Apple CarPlay or Android Auto). This helps alert the driver to changes happening as you drive.

GT Axed?

Sure, it is fast, and yes, it is spacious. You will definitely impress your friends with how quickly you can get away from a set of lights.

But you could do all of that in the regular ID.4; it just seems that this model does not deserve its GTX badging.

I would much rather just call it a dual-motor ID.4 variant and save the GTX nameplate for something more exciting that Volkswagen can create in the future.

It’s a shame, really. The car looks nice, and the cosmetic touches do add to the overall fanfare.

However, considering that the GTX shares 90% of the overall experience with its single-motor sibling, the remaining 10% does not warrant a “must-have” upgrade to it.

Technical Specifications

Volkswagen ID.4 GTX Electric

Powertrain: Dual Electric Motors, All-Wheel Drive
Power: 290kW (389bhp)
Torque: 545Nm
Gearbox: Single Speed (A)
Acceleration: 5.4 Seconds (0-100km/h)
Battery Capacity: 82 kWh
Drive Range: 515 km
Energy Consumption: 4.7 km/kWh (claimed)

Price: S$249,900 with COE (accurate at the time of this article)
Contact: Volkswagen Singapore

Photo Credits: Sean Loo (@auto.driven)

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And it’s been spearheading Volkswagen’s leap into cleaner vehicles. That doesn’t just mean zero emissions during ownership; VW says it has made the ID.4 carbon neutral all the way until you’ve driven it off the lot, by using renewable energy during the manufacturing process.

That’s all nice to hear, but is it even worth buying in the first place?

Considering it’s up against models like the Skoda Enyaq, Audi Q4 e-tron, BMW iX1, Hyundai Ioniq 5, and Tesla Model Y, the ID.4 has its work cut out for it. 

So how does it drive?

Built on VW’s dedicated MEB platform, the Volkswagen ID.4 (and by extension ID.5) comes in easy-to-understand variants in Singapore. We only get one trim, and that comes with an 82kWh battery.

If you want more power, a performance version exists, dubbed the ID.4 GTX (GTI equivalent for the electric age).

Like any EV, the ID.4 responds instantly when you press the accelerator, delivering smooth, controllable power. Urban driving is a breeze thanks to the well-calibrated pedal that gets you moving without any jolts.

With 282bhp and surprisingly a healthy 545Nm of torque at your right foot’s disposal, the century sprint is done and dusted in 6.7 seconds. Power is sent to the rear too. Not exactly blistering, but more than adequate for overtaking. You’ll want to drive conservatively, though, to maximise your range.

VW designed the ID.4 for simplicity. No variable regen options; you get straightforward D and B modes on the main drive lever. Even in B mode, which stands for brake, the regenerative braking isn’t overly aggressive. The brake pedal itself is nicely progressive, offering more regen at the top of the travel.

In corners, the ID.4 is steadfast. It might understeer mildly at low speeds, but with power to the rear, it handles neutrally. It provides plenty of traction with little steering feedback except in quicker bends. The traction control is subtle, making for a composed drive on good roads without being a killjoy.

Is it comfortable?

At low speeds, the ride can be a bit bumpy; it feels like the springs are tuned for a full load of passengers and cargo. Even with just the driver, it doesn’t fully settle at higher speeds.

But, on the highway, it’s a different story. The ID.4 cruises nicely, stable and quiet with minimal tyre and wind noise.

How about range?

Smooth throttle inputs do pay off quite well, with the ID.4 averaging 16.4kWh/100km (6.09km/kWh).

Some quick maths shows that using the entire 82kWh capacity (which isn’t always realistic), you could travel about 492km on a single charge, which is enough for a typical week’s worth of commuting.

This does look familiar

There’s something warm and familiar about how the Volkswagen ID.4 looks, resembling VW models from ages past. It’s about the size of a Volkswagen Tiguan but with a creaseless, smooth design that’s unfussy.

Apple-inspired

Here’s the first thing you’ll notice when stepping in – the ID.4 doesn’t do physical switches. Like, at all. Your entire interaction with the car revolves around the big screen and capacitive inputs on the steering wheel. At the base of the screen, you’ll find volume and temperature sliders that are temperamental. The gear selector is fine in practice, but the stalk lacks any illumination.

The capacitive touch controls share a similar story. They’re too easy to brush against accidentally, so you can turn a corner, whilst turning up the volume of the radio at the same time. And if you’re someone who frequently hops out of the car for errands whilst leaving it “on”, it’s quite infuriating when the car shuts off every time you lift yourself off the seat. There’s no override for this either.

Despite some gripes, the screen itself is a 12.9-inch unit with high-resolution graphics. A group of four pads act as shortcuts to frequently used menus. While Volkswagen claims the ‘Hello ID’ voice assistant compensates for the screen’s quirks, not everyone is keen on using voice commands.

On the bright side, Volkswagen is listening. Some updates rolled out have improved the system, and the company is claiming to return to physical buttons in future models.

At least there’s space

The minimalist interior is complemented by tasteful cloth, leather, plastics, and ambient lighting. There’s ample room, even for three adults in the back, thanks to the flat floor. Console storage is generous, with numerous pockets for phones and other items, plus plenty of USB ports.

The boot offers 543 litres of space, outdoing most rivals. However, it’s a bit inconvenient that the cable storage is under the boot floor rather than in a dedicated space under the front bonnet, meaning you need to unload the boot to access the cable.

Any other cool features?

The ID.4 comes with Volkswagen’s ‘ID’ light, a strip of LEDs below the windscreen that sweeps left or right as you approach a junction, or according to the satnav (though it doesn’t work with Apple CarPlay or Android Auto).

Each software update introduces new functionalities, such as pulsing when you approach a junction. It’s a nifty feature.

Transport-oriented, this is.

Crossovers are modern-age family transit pods, and judged by that metric, the ID.4 does hit the mark. The driver might complain about its start/stop idiosyncrasies and haptic controls, but other occupants will be alright with the rest of the package.

It might not be as stylish as its rivals, but it boasts a roomy cabin, clever storage spaces, good electric range for the price, and a smooth driving experience.

Technical Specifications

Volkswagen ID.4 Electric

Powertrain: Single Electric Motor, Rear-Wheel Drive
Power: 210kW (282bhp)
Torque: 545Nm
Gearbox: Single Speed (A)
Acceleration: 6.7 Seconds (0-100km/h)
Battery Capacity: 82 kWh
Drive Range: 550 km
Energy Consumption: 4.7 km/kWh (claimed)

Price: S$229,900 with COE (accurate at the time of this article)
Contact: Volkswagen Singapore

Photo Credits: Sean Loo (@auto.driven)

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The Volkswagen ID.4 is the latest addition to the VAG family, built upon the new Modular Electric Drive Matrix (MEB) platform. It won’t go on sale till Q1 of 2024, but Volkswagen Group Singapore has kindly allowed me to have a sneak peek.

There were two ID.4 models on test that morning – the regular skimmed milk variant, and the full-fat GTX, with its acronym denouncing that it’s the sporty athletic sibling of the two. 

Let’s get straight to the juicy bits, shall we? The regular ID.4 has a single rear motor setup, boasting 201bhp (150kW) and 310Nm of torque at your disposal. Not too shabby for most people, but unlike its rear-motor counterparts, the ID.4 GTX boasts an additional motor upfront, elevating the power output to 295bhp and a respectable 460Nm of torque.

Both cars have a 77kWh battery, giving both cars about 480km (WLTP) of range, which should suffice for a week’s worth of adventures.

Both cars deliver smooth and restrained drives, and despite the power advantage of the GTX, it’s clear that Volkswagen is committed to the ethos of the I.D. cars being people’s electric vehicles. I say it’s a good thing though, as it provides first-time EV users with a good introductory base to the world of instant torque, instead of the usual neck-snapping routine.

And the user-friendly experience continues on into the cabin. Starting the vehicle is as simple as flopping into the driver’s seat with the key – no need to fumble with ignition switches. Just pop it in ‘D’ and you’re good to go, thanks to weight sensors in the seats. 

I can give a pass on the regular ID.4 for being soft in the corners, but the GTX doesn’t evoke the same dynamic prowess we commonly associate with ‘performance’ Volkswagen cars. The ID.4 GTX’s steering is light, quick, and precise, but it lacks the communicative nature one craves when pushing the limits.

The brakes take time to get used to as well, a trait shared with the Škoda Enyaq. It seems the regenerative braking system’s programming contributes to a substantial dead zone before the brakes engage fully.

For those who are not used to using regen braking, it might feel as though the brakes lack the strength to bring the car to a halt. However, these idiosyncrasies can be easily mastered over a few short drives around town. After all, these cars are a departure from their conventional internal combustion (ICE) engine counterparts.

What is a big departure too are the exteriors of the cars. The I.D. models boast sleek and flowing exteriors, and this isn’t a mere stylistic whim.

The ID.4’s aerodynamic prowess shines through with an extremely low drag coefficient of 0.28 – important in a car that needs to conserve energy whenever it can.

Stepping inside the ID.4 reveals another facet of its sustainable vision, featuring vegan ArtVelours seat covers. The interior exudes elegance and modernity, housing a floating digital cluster with the gear selector located to its right. Ventilation vents sit low on the rear floor, fostering an airy ambience within the cabin.

The cabin offers a spacious and comfortable sanctuary for its occupants, ideal for its designated city-cruiser role. Boot space is also handy at 543 litres.

As befits a forward-thinking offering, both variants of the ID.4 come equipped with an array of features and driver assists, including adaptive cruise control, Dynamic Chassis Control (DCC), and more. 

As of now, there’s no word on the ID.4 GTX’s expected pricing, and even the specifications are subject to refinement. However, those who are interested can expect to register their interest later this year.

Photo credits: Volkswagen Singapore

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