► New VW ID.7 pre-production model driven
► Largest ID car so far
► Promises up to 435 miles on a single charge
Volkswagen’s ID range is continuing to grow and evolve, and this is the newest entry, the ID.7. Bookending Wolfsburg’s electric range along with the just unveiled ID.2all concept, the ID.7 saloon is designed to be the most premium VW EV yet – and contains technology we’re likely to see trickle down to the rest of the all-electric range. So, can Volkswagen’s ID range and its MEB platform really do premium? Keep reading for our early verdict.
What is this car exactly?
Before we talk about how the ID.7 drives, it’s worth giving some context. Volkswagen says it’s targeting the specific yet somehow very broad ‘upper-midrange’ EV market, and that invites it to comparisons with the Mercedes EQE – only it’ll cost a lot less. Price-wise it’s going to be similar to a Model 3, but it’s much bigger, and around the same size as a Volkswagen Arteon.
VW’s electric car plans explained
Putting the EV comparisons to one side, it’s best to think of it in VW terms. It’s the largest ID car so far and sits at around the same length and wheelbase (2966mm) as the Arteon. The ID.7 benefits from the increased cabin space of EVs; even at 6’3”, I was able to sit behind myself with more than enough leg room.
Give me some tech specs
The ID.7 will ship with two batteries, first a 77kWh unit (82kWh) in total, and later a larger 86 kWh unit (91kWh). Range is going to be an estimated 373 to 382 miles with the smaller battery and up to 435 miles with the increased capacity option.
Part of that performance comes from a new more powerful, more efficient motor – and the rest comes from the same slippery styling as the ID.3, which can be made out even with the funky camouflage these prototypes are wearing. A raked windscreen, smooth lines and ‘air curtains’ along the side of the car contribute to a shark-like 0.23 Cd. These design choices have drawbacks though – especially when it comes to visibility – but we’ll get to those later.
The rest of that efficient performance comes from an all-new 210kW (282bhp and 402lb ft) motor debuting on the ID.7. It’s brand new for the ID.7 but expect it to trickle down to the rest of the ID range.
And inside?
The ID7 benefits from a 15-inch screen, running the similar software to existing ID models. However, it’s clear from the first swipe that Wolfsburg has listened to many of the complaints around its current user experience. The volume controls are now backlit, climate controls are always displayed, there are number of shortcut trays and ‘hacks’ designed to get you to the function you want as soon as possible.
The touchscreen might be the centrepiece of the ID.7’s cabin, but the car’s Smart Air Vents are what the engineers seem to be most excited about. Exclusively controlled by the touchscreen, they allow you to drag and drop the airflow to wherever you want. In theory it enables passengers to use voice commands like ‘warm my feet’ and it also keeps the interior even cleaner looking. In practice, it feels like another misstep from the same team that brought us the ’solution to problems that don’t really exist’ UI of the Golf, ID3 and others.
Still, the interior is much cleaner; the cockpit dials are now moved back away from the wheel into the same channel as the Smart Air Vents, and the gear selector now mirrors that of the ID Buzz. The HUD does more heavy lifting, now giving the same info as the cockpit dials, but adding a level of customization.
As you’d expect, there’s ambient lighting, with ten colours as standard (because all interiors have to look like nightclubs or gaming PCs these days) and there’s also a 16 channel, 700W sound system on the option list.
There is one drawback however, the ID.7’s super slippery lines mean the windscreen is very raked, and that results in a rather intrusive A-pillar – much like the ID.3’s. It was an annoyance throughout our drive, and made placing the car less enjoyable than it should’ve been. It’s unlikely to improve as you live with the car, too – if CAR’s Cupra Born long-termer is anything to go by.
How does it drive?
It’s polished on the outside and refined on the inside, but what’s it like to drive? Well, the answer’s pretty quick. In truth, the ID.7 is everything you’d expect, both from this segment of car and the MEB platform. Around town, it displays all the refinement the MEB platform hints in other models, only here it’s tuned for the upper mid-range experience you’d expect from what’s essentially an electric Phaeton. Our car, which was 99% production-ready, was almost certainly flattered by the billiard-table smooth Spanish roads around Alicante, but the ride was comfortable throughout.
Switch over to Sport , and the ID.7’s adaptive chassis control sharpens up the acceleration and firms up the ride, but it’s still composed throughout. This isn’t a car you’ll want to push, but even with a heavy right foot, the ID.7 is stable even if your driving isn’t. It’s rear wheel drive, though you’d never really know – and it’s doubtful most customers would care.
The brakes are typical of that in an EV, and give away some braking feel for regeneration. Similar, the steering is easy rather than full of feedback, but that makes sense in this sector, and for a car with this level of performance.
VW ID.7: first impressions
Volkswagen’s methodical, if not conservative approach, to electric vehicles appears to be paying off: the most impressive thing about the ID.7 may not be the ID.7 itself, but the versatility of the MEB platform it runs on.
Slotting into the top of Wolfsburg’s electric range, the ID.7 makes total sense for consumers, and its lack of direct competition highlights just how lopsided the EV market is right now. But there are issues – take a look around the new flagship, and you’ll find it fixes a lot of mistakes seen on the rest of the ID range. If we’re honest, it also makes at least one of its own – because who is using those Smart Air Vents really?