I will be honest: I was not sold on electric cars. To me, they came off as a “good in California” alternative to internal-combustion vehicles, but not feasible for life in Canada considering our extreme winters. On top of that, the minimalism interior aesthetic most EVs exude may be a breath of fresh air from the cluttered interiors of yesteryear, but nothing beats physical controls for basic functions. Minimalism aside, the 2024 Volkswagen ID.4 AWD Pro S is an attempt at making a normal-ish EV crossover; it’s not without its gimmicks, but as my first real-world EV experience, there were things I grew to appreciate during my time with it.
Introduced in 2021, the ID.4 is Volkswagen’s first new-from-the-ground-up EV, in that unlike the e-Golf that preceded it, there is no internal-combustion variant. Over the first few model years, Volkswagen received criticism from early adopters, especially over the ID.4’s central user interface, and those criticisms did not abate over time. So, for 2024, the ID.4 gets a number of updates, including a revised interface that is a lot more responsive along with a more intuitive infotainment layout. Also gone is the stubby instrument pod-mounted gear selector, now relocated to where the windshield wiper stalk used to be, and the wiper controls have been integrated into the turn signal stalk. This new layout is much easier to use and understand.
Also new for 2024 is a higher- output 82 kWh battery pack, with our tester now making 335 horsepower and 402 pound-feet of torque, up from 295 hp and 332 lb-ft in last year’s model. It is a noticeable difference, catching other drivers off-guard as this blob-shaped crossover just flew by them. The instant torque and linear power delivery with this powertrain can be very intoxicating; it made me realize why some Tesla drivers take off like maniacs from stoplights. Base ID.4s still utilize a single 62 kWh electric motor mounted on the rear axle, making 201 hp and 229 lb-ft of torque, but it will not set your hair on fire. If you want to keep it RWD, the mid-trim Pro and Pro S models use the 82 kWh battery but at a lower output — 282 horsepower, to be exact — though torque remains at 402 lb-ft.
Volkswagen quotes a maximum range of 423 kilometres with this Pro S AWD tester, while the mid-level RWD Pro and Pro S beats it at a quoted 468 km. The base rear-wheel-drive ID.4 and ID.4 S models get an estimated 332 km of total range. With a full charge and an indicated 410 kilometres of range, I found the ID.4 could easily beat its estimated range if we kept going; I put on 375 kilometres travelled on one charge and had 20 per cent (or 78 km) remaining. On an Electrify Canada Level 3 charger, I timed a 20-to-80 per cent charge in 31 minutes, slower than the 28 minutes Volkswagen advertises for a 10-to-80 per cent charge.
Beyond the power figures and estimated range, the ID.4 is well-insulated and comfortable around town. With its single-speed transmission, power delivery is seamless and always available in an instant. While other EVs and hybrids emit a weirdly angelic tone at low speed, the ID.4 provides you with a subdued electric whir from its electric motors that I personally prefer. Despite this tester rolling on optional 21-inch wheels with low-profile tires, the ID.4 absorbs bumps and imperfections very well on terrible Toronto roads, striking a nice balance between comfort and sportiness.
Hustling the ID.4 through on-ramps and winding roads was eye-opening thanks to its suspension setup, with MacPherson struts up front and a multi-link rear end. Despite its 4,826-pound curb weight, it does not fall flat on its face. Think of the ID.4 like a football lineman: it looks heavy, but it’s light on his feet. Even in wet conditions, the tires did not slip once as the AWD system put the power down and shuffled it around. Steering is typical Volkswagen: not a lot of feel, but very quick and responsive to your inputs. It’s what most buyers expect in this segment.
The ID.4 feels airy inside and boasts the best interior volume compared to its rivals, at 858 litres with the rear seats up and 1,818 when stowed. The door pockets offer plenty of storage space, especially for larger water bottles. The centre armrest also houses a deep storage pocket, perfect for fanny packs or other small bags. In terms of instrumentation, the ID.4 has a minimalist yet configurable gauge cluster that is fixed with the tilt-and-telescopic steering wheel, always giving you a consistent and unobstructed readout of your speed, range, and other driver assists.
In terms of infotainment, the ID.4 has standard wireless Android Auto and Apple CarPlay — in addition to the revised user interface that is less frustrating to use compared to the previous model years. An adjustable slot for your phone is a nice touch, as it prevents it from flopping around during harder cornering and acceleration. The haptic temperature control and volume slider below the upsized 12.9-inch touchscreen is now backlit, which is another welcome feature as it makes interactions with it less of a guessing game at night. One surprising feature on our tester is massaging seats for both the driver and passenger, making longer trips more relaxing and serene. Haptic climate controls are also present for the rear occupants, along with a USB-C port to charge your phone.
The ID.4’s interior fit-and-finish feels good overall, but I have a few gripes. In the pursuit of interior minimalism, the giant screen in the middle still forces you to menu-jump to access basic functions, such as changing the airflow through the vents. Perhaps younger buyers do not mind constantly interacting with the touchscreen. Plus, the haptic controls throughout the interior are gimmicky, especially for the windows; the touch panel labelled “Rear” that toggles between the front and rear windows remains. I constantly found myself activating the rear windows by accident, making the simple act of operating a power window a slight chore. This may be why the Audi Q4 E-Tron, which shares the same platform and is geared towards an older clientele, retains much more physical switchgear. Finally, similar to my Taos Black Edition tester, the gloss black trim on the main touchpoints is a dust-and-fingerprint magnet. It is a trend that needs to be put to pasture.
In terms of price, the base rear-wheel-drive ID.4 now starts at $48,495 compared to $46,495 from last year, before any additional fees, rebates, and EV incentives. With its 332-kilometre range and 201 horsepower, it is a harder pill to swallow given the price increase. It still offers accoutrements such as heated seats, wireless CarPlay and Android Auto, LED lighting throughout, and much more. The AWD Pro S trim starts at $60,495, but our tester had about $4,500 worth of options, bringing the total to $64,995 as-tested.
I grew to like the ID.4 over time, despite some of its drawbacks. Weighing as much as a Ford F-150, the driving dynamics alone surprised me, as most vehicles this heavy usually feel cumbersome and borderline scary when pushed, even at five- or six-tenths. Thanks to its suspension setup and having its heavy batteries directly underneath the floorboard, the ID.4’s lower centre-of-gravity in tandem with the independent rear suspension helps make it feel oddly athletic, though not as playful as a GTI.
On top of all that, from a utilitarian standpoint, the best-in-class interior volume and improved infotainment make for a pleasant user experience, aside from the gimmicky haptic controls and lack of physical switchgear. Range anxiety should not be a problem, either, as Volkswagen seems to underrate their maximum range from a full charge. Between the increased power, better-than-advertised range, good driving dynamics, and loads of cargo space, the 2024 Volkswagen ID.4 AWD Pro S stays competitive. You might want to keep a barf bag or two for your passengers after those stoplight drag races.
