The electric all-wheel drive system. A completely new drive system makes its debut in the ID.4 GTX: the sporty E-SUV has an electric drive motor on both the front and rear axles. These motors work together when needed, creating a fully variable all-wheel drive system. The dual-motor all-wheel drive system does without clutches and a propshaft between the axles – this makes it extremely fast and highly efficient. The two electric drive motors are not just closely integrated with each other, they are also linked to the control systems for the brakes and running gear. And then there is the highlight of the new ID.4 GTX: the Vehicle Dynamics Manager, which has been developed by Volkswagen to coordinate and monitor the complex interactions between the various individual systems.
6.2 seconds from 0 to 100 km/h. Together, the electric drive motors of the ID.4 GTX deliver a maximum output of 220 kW (299 PS). The rear motor produces 150 kW (204 PS) and a torque of 310 Nm, while the front motor generates 80 kW (109 PS) and 162 Nm. The top-of-the-range sporty model sprints from 0 to 100 km/h in 6.2 seconds – one tenth of a second faster than the Golf GTI. It reaches its electronically governed top speed at 180 km/h. The ID.4 GTX has an energy consumption of 16.3 kWh in the NEDC driving cycle, and the 77 kWh battery permits a customer-oriented range of 340 to 480 kilometres in the WLTP cycle.
Lightning-fast activation. When the driver adopts a moderate driving style, the electric motor at the rear is solely responsible for propulsion. This is due to the advantages it offers in terms of efficiency and traction. If the driver requests more power than can be provided by the rear motor, the electric drive motor on the front axle is additionally activated within a few hundredths of a second. Efficiency distribution and driving dynamics control also play an important part here. If demanded by the driving situation, such as during fast cornering or on slippery surfaces, the dual-motor all-wheel drive system provides assistance with its fully variable power distribution.
Central Vehicle Dynamics Manager. The electronic Vehicle Dynamics Manager, a pioneering development by Volkswagen, monitors the ID.4 GTX’s every move – whether the car is accelerating, braking or cornering. This is already used in similar form in the new Golf GTI and Golf R and significantly improves the overall performance of these vehicles. The Vehicle Dynamics Manager works closely together with the Electronic Stability Control ESC and all-wheel-drive control systems. This close integration ensures that driving dynamics, traction and stability are all at a top level. The electronic differential lock XDS+, which likewise is linked up to the Vehicle Dynamics Manager, also optimises handling when cornering at speed: it gently brakes the relieved wheels on the inside of the bend, thus turning the car slightly into the radius as required.
200 times per second. The adaptive chassis control system (DCC) is also connected to the system. This allows the hardness of the shock absorbers to be adapted up to 200 times per second for agile and precise handling. The interaction with the excellent steering response and highly precise control capability results in linear, predictable vehicle behaviour combined with a high level of comfort – thus providing guaranteed driving pleasure.
Control based on motor speed. Compared with a car with a conventional drive system, the precision of the control mechanisms in the ID.4 GTX achieves a completely new dimension. One reason for this is that these mechanisms no longer work on the basis of drive torques but rather are based on motor speeds. The other reason is the fact that the two electric drive motors implement the control commands faster than any combustion engine. Their output is adapted every millisecond by their power and control electronics – this takes place so quickly and gently that the driver never notices the corrections.
Up to five driving profiles. Drivers can decide themselves how comfortable, stable or sporty they want the ID.4 GTX to be – with the driving profile selection (standard). This influences the progressive steering, electric drive motors and the adaptive chassis control DCC (only in the optional Sports Plus package) and offers a choice of five modes: Eco, Comfort, Sport, Individual (in the Sports Plus package) and Traction.
Eco mode is designed for efficient driving, while Comfort mode ensures high driving comfort. Individual mode offers the driver additional options: it is possible to choose intermediate settings between Comfort and Sport or to make both modes even more extreme. Traction mode is intended specifically for driving on loose or slippery surfaces and features permanent all-wheel drive up to speeds of around 20 km/h. All control operations are therefore designed for maximum grip, the motor torques are reduced and the DCC shock absorbers are adjusted to a softer setting.
Dynamic handling in Sport mode. The ID.4 GTX becomes a cornering specialist in Sport mode, in which the front electric drive motor is always activated. The driver can feel the precise response to steering commands when turning into bends at speed. If the controlled DCC shock absorbers are on board, these make the car hug the road and counteract centrifugal forces. When the driver presses the right pedal on exiting the bend, they can experience the powerful traction of the dual-motor all-wheel drive system.
ESC also has Sport mode. Handling becomes even more dynamic if the driver presses the ESC button on the large touch display, a function that is available only in the top-of-the-range GTX. This switches the Electronic Stability Control (ESC) to Sport mode and restricts the intervention by control systems to a minimum. A certain sideslip angle is permitted, for example, thereby increasing the agility of the car’s dynamic cornering behaviour. In other words, a tendency to oversteer is not immediately suppressed by control interventions from the ESC system. Of course, the ESC still continues to ensure driving stability within the system limits.
Sporty running gear characteristics. The basic vehicle concept already offers the best possible prerequisites for the sporty character of the ID.4 GTX: the large 77 kWh battery between the axles with a weight of 486 kilograms lowers the centre of gravity and permits balanced distribution of the axle loads. Compared with the standard ID.4, the vehicle height is reduced by 15 millimetres with the optional Sports package. The front axle is based on the classic McPherson design with a direct and balanced steering ratio. A compact five-link suspension is used at the rear. Additional capabilities are offered by Traction mode: with its permanent all-wheel drive (up to around 20 km/h), it ensures optimum propulsion even on unpaved roads. The ground clearance of 17 centimetres offered by the ID.4 GTX (version with DCC) also helps here.
Large wheels and powerful brakes. The top model in the ID.4 series is equipped with 20-inch alloy wheels in the exclusive Ystad design as standard. The optional 21-inch mixed tyres with the sizes 235/45 R 21 (front) and 255/40 R 21 (rear) ensure maximum traction. The wheels in Narvik design come in the sizes 8.5 x 21 and 9 x 21 respectively. The wheel rims are aerodynamically optimised thanks to their flat design, and the tyres have a low rolling resistance – without any compromises in driving or braking performance. The brake discs on the front axle have a diameter of 358 millimetres. The rear wheels are equipped with drum brakes, the pads of which are designed to match the car’s service life. There is no chance of corrosion here – even though the wheel brakes are needed only rarely during everyday driving because the electric drive motors perform most braking operations.
Two sports packages. As standard, the set-up of the ID.4 GTX is already sportier than the ID.4 models with rear-wheel drive. With the optional Sports package, the customer obtains sports running gear with a body lowered by 15 millimetres and progressive steering. The steering ratio becomes increasingly more direct the more the steering wheel is turned and ranges from 15.9:1 to 14.5:1. The Sports Plus package additionally comes with the adaptive chassis control DCC. This manages the characteristics of the shock absorbers on each wheel individually every five milliseconds, adjusting them between soft and hard settings. This in turn permits high driving comfort or precise and firm handling.
Synchronous motor at the rear. Like in the ID.4 models with rear-wheel drive, there is a permanently excited synchronous motor (PSM) on the rear axle in the ID.4 GTX. Including the gearbox and power and control electronics, the electric motor weighs only around 90 kilograms. The great strength of the PSM motor is its efficiency – which is well above 90 percent in almost all driving situations.
Asynchronous motor on the front axle. The front wheels are driven by an especially compact asynchronous motor (ASM). Its advantages include short-time overload capability and minimum drag losses when inactive. The entire unit weighs around 60 kilograms. Like the PSM on the rear axle, the ASM drives the wheels via a single-speed gearbox and a differential.
Coasting or recuperation? Brake energy recuperation is an important factor for efficient driving in the ID.4 GTX. The driver uses the gear selector lever to decide whether the E-SUV should coast freely or recover energy as soon as they lift their foot off the accelerator and thus initiate an overrun phase. If the D (Drive) gear selector position is engaged, the drive changes to coasting mode in most situations and both electric drive motors run freely. Coasting has priority because it is most efficient.
Brake energy recuperation in selector position B. If the driver prefers brake energy recuperation, the ID.4 GTX offers various options. In gear selector position B (Brake), the drive always recuperates in overrun mode; the limit is a deceleration rate of 0.15 g. If the driver wishes, the Eco Assistance system can manage the coasting and recuperation processes as soon as the vehicle approaches an area with a reduced speed limit. Among other things, it uses navigation and topographical data for its intelligent and efficient operation.
Brake energy recuperation of more than 100 kW. Brake energy recuperation is particularly high during electric braking, which takes place above all via the PSM at the rear. This covers well over 90 percent of all deceleration in everyday driving. Its limit is close to 0.3 g, which corresponds to a recuperation power of more than 100 kW. The electric brake servo additionally activates the hydraulic wheel brakes only above this. This transition is practically unnoticeable for the driver, and recuperation remains active almost until the vehicle comes to a stop.