Volkswagen ID 4 GTX 2022 long term review
Our hot ID 4 brings 295bhp and 4WD, but what else will come to the fore in daily use?
*Why we’re running it: *To see if the Volkswagen ID 4 GTX, the performance version of the firm's all-electric SUV, up to the its grand touring aspirations
-Month 3 - Month 2 - Month 1 - Specs-
-Life with a Volkswagen ID 4 GTX: Month 3-
*A settings switch-up provides the best drive - 31 August*
After weeks of tinkering, I’ve settled on my preferred driver settings. The ID 4 feels best on the road when the chassis is in Comfort mode, but setting the steering to Sport adds a nice weighty feel. Despite the GTX being a performance model, I’ve settled for Eco driving mode for those welcome extra miles
*Mileage:* 5839
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*Braving the nation’s charging network on a motorway trip up north - 24 August*
My girlfriend and I were due to drive to Manchester recently, and it left us with a decision: which car should we take? My ID 4 or her Seat Ibiza? The ID 4 is more refined on the motorway, but I love the Ibiza, with its excellent levels of frugality and character.
It’s also far more fun to drive, and it wasn’t like we needed to lug about a tonne of luggage for our one-night stay, either. Another major sticking point was the length of our 395-mile round trip, but we went with the ID 4 because we thought it would be a good time to experience just how robust the UK’s charging network really is.
We chose our car park in Manchester based on security and convenience, and I was gleaming with delight to learn that it had electric vehicle charging.
We reached our pre-booked car park with 100 miles of range to spare, but on our arrival it was clear we needed a very specific and exclusive type of subscription to plug in and charge. We packed up our cable and moved to a different parking bay. No bother, though, as we would be able to charge at one of the many stations along the motorway home.
I was even confident enough on the journey home to use VW’s own sat-nav in place of the ever-reliable Google Maps. For all its faults, it does have the WeCharge app built in, and the sat-nav shows all the available chargers on your planned route. Our selected station was a 150kW fast charger some 70 miles south.
I’m ashamed to say I bottled it. Range anxiety got the better of me, and I pulled in 30 miles early at the glamorous Knutsford services, chancing my arm that a charger would be available. Thankfully, one of the two Gridserve-operated charging spots was free. It was a 50kW unit – so three times slower than the 150kW charger (although the GTX’s maximum charging speed is 135kW).
It took about 45 minutes to charge the battery from 25% to 80%, which was more than enough time for lunch. Apart from the Tesla Model 3 parked next to us, no other EVs arrived, so we didn’t feel the need to hurry.
There was one damper on our experience. When we arrived it was absolutely chucking it down with rain, which made jumping out to grab the cable and pay with my contactless card pretty unpleasant. I suppose I should be grateful for that, given the desert-like conditions we’ve had in the UK recently.
The saving grace was that it was fairly quick – I just tapped my card and started charging – but it was nowhere near as comfortable as those fancy roofed charging hubs that are starting to pop up around the country. Or a covered petrol station forecourt.
At a cost of 48p per kWh for around 40kWh worth of charge, it cost us just under £20. That price will no doubt fluctuate over the next few months along with rising energy bills, but it’s still comparatively cheaper than filling up with petrol or diesel on the motorway at the moment (granted, I didn’t completely fill the battery).
Charging was ultimately another green tick for the ID 4, then, but the journey was yet again sullied by the car’s assistance systems. When the lane-keeping tech wasn’t intruding and irritating by forcing the car to fidget in the middle of its lane, there were a few times when the systems deactivated completely and became unavailable, illuminating the small display behind the steering wheel with an array of warning lights.
Looking past those, the ID 4 is proving to be a brilliant long-distance cruiser for the average driver. It’s comfortable and spacious and can go for miles – and what more do you really want from an electric SUV?
*Love it*
*LED matrix headlights*
Simply the best headlights I’ve ever used, with intelligent adaptive features. Full beam also opens like cinema curtains.
*Loathe it*
*Driver's display*
There’s a lot of wasted space on the driver’s display behind the steering wheel, unless you’re using the built-in sat-nav (I rarely do).
*Mileage: 5221*
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*Warm weather means more miles - 17 August*
The obscenely warm weather we’ve had of late has been unpleasant for me but good for the ID 4’s range. When I first got the car, it would get around 255 miles from a full charge, but the toasty temperatures mean I’m setting off in the morning with between 285 and 290 miles showing on the trip computer. It’s an efficient EV in summer, that’s for sure.
*Mileage: *4742
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*Our driver much prefers buttons to touchpads - 3 August*
I can’t fathom why Volkswagen thought it would be a good idea to swap four window switches for two switches and a touchpad to alternate between the front and rear windows. Not only did it take me an age simply to work out how to use it, but it’s not at all responsive to your inputs and it takes your eyes off the road.
*Mileage: *4312
-Life with a Volkswagen ID 4 GTX: Month 2-
*Never mind that 295bhp: how does it handle daily family duties? - 27 July*
Stop the presses: my family actually likes a car I’ve brought home! This truly is a revelation. With my previous long-term test cars, they have variously complained about a shortage of lleg room in the back and stingy boot capacities, and have even shared their disappointment about the lack of sizeable storage bins.
It’s all smiles this time, because the ID 4 is brilliantly packaged and great in terms of practicality. Let’s start with the boot. The GTX’s measures 543 litres and has plenty of room for several suitcases (nine carry-ons under the parcel shelf, according to our friends at What Car?), a full family shop or a worthwhile trip to the tip.
The ID 4 scores additional points thanks to the shape of its rear end. It’s more of a traditional SUV shape, unlike the closely related, coupé- inspired ID 5, with an angular back end designed to improve aerodynamics.
In my experience, a sloped rear isn’t ideal for pets, but our Lab is right at home in the ID 4. There’s also an adjustable boot floor and space for charging cables beneath it so they’re not flying around back there.
Leg room is also generous, to the extent that even my grandparents paid their compliments during a recent trip to the pub. That’s no doubt helped by the car’s 4584mm length, which is slightly shorter than a Ford Mustang Mach-E (4713mm), but it offers comparable space in the rear.
I’m also making good use of the numerous storage spaces around the car, such as the door bins, which are large enough for a 1.5-litre bottle of water and particularly useful during thermometer-busting heatwaves.
Rear passengers also have access to pockets on the back of the front seats, which are handy for tactically planting the latest issue of Autocar.
And you can be sure that filling the ID 4 to the brim will not hamper its performance. The powertrain is so far certainly helping the car live up to its “as sporty as a GTI billing”. Power is instant and acceleration smooth, and the GTX’s 295bhp and 6.2sec 0-62mph time are, dare I say it, making the GTX actually quite good fun to drive.
It’s well capable of shocking neighbouring motorists at a set of traffic lights or briskly overtaking a sluggish A-road driver. No matter your view on what a GTX should be, or how much performance cars bearing the badge should have at their disposal, the average driver will never want for sufficient power.
Having made my peace with various software-related issues experienced early on in my stewardship, the GTX is growing on me. Its range, performance and practicality have so far shown it has the potential to be a genuinely dependable family hauler.
*Love it *
*Driving Pedals*
The ‘play’ and ‘pause’ design of the driving pedals is good fun and adds to the overall digital feel of the car.
*Loathe it *
*Glossy plastics*
The interior ambience is spoiled slightly by the abundance of cheap- looking, shiny plastics, which are a magnet for dust and fingerprints.
*Mileage: *3561
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-*We’re enjoying our honeymoon, although we’ve had a few disagreements already - 20 July*-
I'm not usually one to bother with remote vehicle functions, but I recently spent a short while setting up Volkswagen’s We Connect smartphone app.
It wasn’t the easiest of processes. I started by downloading the app onto my iPhone, setting up my profile and trying to register the car.
As well as a few connection issues, there was another slight problem here: the car has to be reset to factory settings before you can set up a new ‘primary account’ if one is already registered.
That won’t be a problem for buyers who have just picked up their shiny new electric Volkswagen, but because this is a pre-used press car, it was a problem for me.
As a result, I lost my individual driving mode settings, my favourite radio stations and, importantly, my personally adapted lane-keeping assistance settings and my saved sat-nav destinations. It took a good hour of fumbling my way through the ID 4’s confusing touchscreen infotainment system before I was content that everything was back to how it was before.
Now that I’m set up, I can see the car’s current level of charge remotely and manually turn on and schedule the air conditioning – a useful feature for the muggy months we’re now into. I’ve also chosen a preferred service partner and can request roadside assistance at the click of a button.
The best feature, though, is the map, which displays every public charger in the local area. They are colour coded to show those that are available, in use or fast-charge-compatible. It will no doubt come in handy on longer trips, when I’m out of reach of my home charger.
That said, the ID 4’s range is one of its best qualities, especially with temperatures on the rise. I’ve not yet seen the official range figure of 301 miles borne out, but the 279-mile high recorded so far is exemplary in my experience with electric cars. Unlike in my previous long-termer, a Lexus UX 300e, I never suffer range anxiety, which is also
partly down to the ID 4’s relaxing atmosphere. It rides exceptionally well despite its 20in wheels, ironing out smaller bumps and making light work of most larger potholes.
The seats are also comfy, with lots of scope for adjustment (although I reckon they should be electronically controlled, given that this car costs more than £50,000).
It’s also quiet. The powertrain does emit a light electrified squeal when you really put your foot down, but otherwise it’s almost silent and actually quite serene.
Road and wind noise are both at a minimum, and the only sort of rattle comes from either my water bottle in the door’s storage compartment or from the two loose footballs that I’ve lazily chucked into the boot.
The switchgear is of a peculiar design, though. Perhaps this is my fault, but I’ve shifted into drive rather than reverse more times than I would like to admit, particularly when attempting to park quickly or make a three-point turn.
Indeed, the ID 4 isn’t short of finicky controls. Touchpads are everywhere, controlling all the major functions on the steering wheel, the opening of windows and the car’s exterior lights. They’re difficult to use and not particularly responsive, either: I often have to tap two or three times before they accept a command.
The most difficult things, though, are the temperature controls. They’re not lit, meaning they’re nigh-on impossible to use at night. They’re also incredibly distracting to use: I really need to concentrate to get them to do what I want, which is far from ideal when I’m trying to focus on safely guiding a two-tonne hunk of metal, especially at high speeds.
I understand why there’s a trend of replacing buttons with touchpads in cars. They cut down on parts, they’re no doubt cheaper and sometimes they look sleek and reduce cabin clutter. But a lot of the time, they just don’t work – and safety should surely always take priority over style, too.
*Love it *
*Easy rider*
It’s finely balanced and composed, soaking up most bumps without being too soft or bouncy.
*Loathe it*
*Lost in translation*
The voice assistant has limited functions and rarely understands simple requests. It’s good for finding a nearby Nando’s, though
*Mileage:* 2984
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*Rise of the robots? This car certainly seems to have a mind of its own at times - 13 July*
There are some things about our ID 4 GTX that really make me think it's alive.
For example, when I unlock it, its LED matrix headlights move around creepily like giant eyeballs. And when I get out of it, it emits the trademark Volkswagen noise that almost makes it seem like the car is saying goodbye to its driver.
One way that technology has been used to good effect is when the built-in sat-nav works together with the interior ID Light function to point me in the right direction when I approach a junction.
It isn’t all perfect, though. As much as I would be all for a car version of Disney’s Baymax in real life, some of the ID 4’s systems are irritating at best. Of course, I’m talking about the advanced driver assistance systems (ADAS), which include lane keeping assistance, automatic emergency braking, swerve support and adaptive cruise control.
In fairness, the ACC is mostly very good, save for one strange quirk that I encounter frequently, but only ever on the M3 just before Thorpe Park. The car will recognise that a bend is coming up ahead and then slow itself down to 50mph.
This particular bend is nothing more than a slight curve in the motorway over a mile or so, for which you barely even need to turn the steering wheel. The drivers behind me must have been just as confused as I was when the ID 4 assertively reduced its speed from 70mph to 53mph without warning.
Another ADAS blemish is that it annoyingly doesn’t include blindspot monitoring on the car’s mirrors as standard, which it really should do at this price. The omission means it can be difficult to see if any vehicles are overtaking (or undertaking) me on the motorway, given the length of the car and the A-pillar hampering visibility.
My main gripe, though, is with the lane-keeping assistance. It may be effective on motorways, but on smaller roads you almost have to wrestle with it. Country roads are a particular chore, as the ID 4 will twitch and jerk, often confused as to whether I’m driving too close to the side of the road or too close to the centre of the lane.
The constant bonging and the “stay in the middle of the lane” and “take control of the steering wheel” messages appearing on the dashboard are frustrating when I’m not doing much wrong.
I wouldn’t quite call it a robot uprising, but it’s often curse-inducing, especially when I have to yank the wheel to get back on the correct side of the road.
I am keen on the ID 4’s parking assistance, at least. This is quite a big car, and it certainly feels lit when I'm driving down a country road or squirreling around a multi-storey car park. The reversing camera, included as standard, is clear and the automatic emergency braking saved my bacon in one particularly tight space.
All of this should be made much easier when I find time to fully test the Park Assist Plus system, which is also fitted at no extra cost. This uses data collected from the ‘swarm’ of similarly equipped cars out there to search for vacant spaces nearby and will then automatically slot you into one by controlling the steering, acceleration and braking. It can also help out if you muck up your reversing manoeuvre.
Some automated systems in modern cars are great, but others clearly need more fine-tuning. Volkswagen plans to roll out its first self-driving technology in 2025, and will no doubt be busy perfecting these systems and far more advanced ones in the years ahead.
*Love it *
*Acceleration*
With 295bhp, the GTX is fantastic at overtaking on the motorway, and acceleration from a standstill is instant but not jolting.
*Loathe it *
*Radio headache*
It can be a pain to select the station I want to listen to as navigating the touchscreen isn’t straightforward. The steering wheel’s touchpads aren’t much cop, either.
*Mileage:* 2133
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*Bug-splattered EV is difficult to keep clean - 29 June*
This warmer summer weather has made the ID 4’s big, wide front end a magnet for insects. I normally wouldn’t mind too much, but they really show up on this bright-white paint. And it does make me feel guilty, given insect numbers across the UK have plummeted by 60% over the past 20 years. No doubt they didn’t hear the EV coming.
*Mileage: 1589*
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*A ghostly apparition on the ID 4's radar - 22 June *
Volkswagen’s radar system is more useful than some because it shows you the type of vehicle in front of you and how close it is to the front of your bonnet (although doesn’t the windscreen already do that job?). It does seem to believe in ghosts, though. I parked in my driveway one evening and it displayed a spooky phantom motorcyclist. It hasn’t been seen since...
*Mileage: 334*
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-Life with a Volkswagen ID 4 GTX: Month 1-
*Welcoming the ID 4 GTX to the fleet - 15 June 2022*
On the surface, the ID 4 has everything you would need from an all-electric crossover: a decent, usable range, a suite of interior technology, a potent powertrain and a particularly spacious interior.
There’s also another reason for my enthusiasm – and it comes in the form of three letters on the car’s boot: GTX. Is this Volkswagen finally flexing its muscles in the performance EV sector by showing us how it’s going to replace the GTI once we move to electric-only power?
Well, not quite. Volkswagen says the GTX is not, in fact, a GTI. Instead, the firm insists the badge represents the addition of four-wheel drive as well as a vast amount of equipment as standard. While GTI models are more for enthusiast drivers, the GTX range is intended for grand touring purposes, with punchy performance an added benefit.
The key changes from the regular ID 4 come under the skin. A second electric motor has been added, located at the front axle, for a total power output of 295bhp and 348lb ft of torque. That’s good for 0-62mph in 6.2sec officially – not slow by any means, but outpaced by the Tesla Model Y I tested in February, which completes the sprint in 5.0sec, and far down on the 3.5sec claimed for the Kia EV6 GT.
There aren’t many visual differences between the standard ID 4 and the GTX. Our car is painted in Glacier White (a £685 option), but a layman probably couldn’t tell the difference between the two on the road, until they clocked the ‘GTX’ badging on the centre of the tailgate.
The other changes include black air intake grilles, a black roof, a bespoke rear spoiler and anthracite roof bars. The model also has its own LED configuration: the lights at the back of the car are designed to illuminate in an X-shape, in combination with the rear light bar.
The GTX sits 15mm lower than the regular car, too, and has an XDS electronic differential lock and a new Vehicle Dynamics Manager. The specification above this car’s – the GTX Max – adds other gubbins such as Dynamic Chassis Control dampers.
Standard kit also includes a host of assistance tech, Volkswagen’s clever IQ Light technology, a rear-view camera with park assist, keyless entry, wireless phone charging and wireless Apple CarPlay.
There’s Volkswagen’s new infotainment system, too. Ours is the larger, 12.0in unit, which is graphically crisp but functionally frustrating. It’s the centrepiece of an otherwise fairly barren interior, with all the functions controlled through touchpads and haptic sliders – the latter of which are still not lit, so you can’t use them after dark.
The interior tech hasn’t received the best response from many testers, so it will be interesting to see how I take to it given my lack of patience, particularly with the new ID 3.0 software, which is said to resolve the latency issues that have plagued the system since the launch of the ID 3.
It’s a fairly comprehensive package, but there are some drawbacks to all this extra gear. The GTX is heavier than the standard car, at 2149kg, and its range drops slightly compared with that of the regular car as a result.
The EV’s energy is supplied by Volkswagen’s biggest battery on the market – an 82kWh pack with a usable capacity of 77kWh. On lower- spec, less performance-oriented cars, it can achieve up to 322 miles of range, but that drops on the GTX to 301 miles. Still, it’s a respectable figure that I’m seriously looking forward to taking advantage of on my long work commute.
Having made the journey in the GTX a few times already, I’ve managed to nurse it home with enough charge to do the same trip again the next day, no doubt helped by the warmer weather of early summer.
Charging from empty through a 7kW home charger takes around 12 hours and 40 minutes (the car can charge at a maximum of 125kW), although the range of the GTX is so comprehensive that I doubt I’ll ever need to consider charging for that long. And with that, I’ve no doubt jinxed it.
Another area where the ID 4 scores some bonus points is practicality, which will no doubt be a key criterion for many prospective buyers. There’s a 60/40 split in the back seat and the boot space is a Labrador-friendly 543 litres. That’s just behind the 585 litres offered by the technically similar Skoda Enyaq iV but much bigger than the Ford Mustang Mach-E’s 402 litres.
So far, I’m confident in the range, the performance and the space in the back, but will my ownership experience be sullied by software snags? Watch this space.
*Second Opinion*
Not an easy task, making a two-point-something- tonne battery SUV engaging to drive, but Kia managed it. So has Ford, and Jaguar cracked the code a few years back. So the numbness of the ID 4’s helm does jar, slightly, given the GTX badge was always meant to be an indicator of ‘sportier’ innards. It is mighty relaxing at a cruise, though, which combined with a long range should make it very easy to live with.
*Felix Page*
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-Volkswagen ID 4 GTX specification-
*Specs: Price New* £50,540 *Price as tested* £51,225 *Options *Glacier white paint
*Test Data: Engine* 77kWh battery, two electric motors *Power* 295bhp *Torque* 229lb ft *Kerb weight* 2149kg *Top speed* 112mph *0-62mph* 6.2sec E*conomy* 3.4mp/kWh *Faults* None *Expenses* None
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