Two model variants, two power outputs. The ID.3 will be launched on the European markets in the ID.3 Pro Performance and ID.3 Pro S model variants. These differ with respect to the installed battery. The ID.3 Pro Performance has a useful energy capacity of 58 kWh, which permits a range of up to 426 km with a full charge (WLTP). The electric drive motor delivers an output of 150 kW (204 PS) and a torque of 310 Nm. It accelerates the car from zero to 100 km/h in 7.7.3 seconds, the average NEDC consumption is.15.4 to 14.5 kWh per 100 km. A second motor version with an output of 107 kW (146 PS) will follow in the ID.Pro after the market launch.
The ID.3 Pro S has a battery with an energy capacity of 77 kWh. This permits a superior maximum range of 549 km (in WLTP) – enough for even longer holiday journeys. The electric motor also generates 150 kW (204 PS) and a torque of 310 Nm. The sprint from zero to one hundred kilometres per hour takes 7.9 seconds. In the NEDC, the ID.3 Pro S consumes 14.1 to 13.5 kWh per 100 km.
Rear motor and rear-wheel drive. Volkswagen is also going back to its roots with the electric motor: this is located at the rear and drives the rear wheels – as was the case back in the day with the Beetle. The electric drive motor of the ID.3, which achieves a maximum speed of 16,000 rpm, is located above the rear axle just in front of the centre of the wheels and transfers its torque to a 1-speed gearbox with differential. The drive is so quiet that it can hardly be heard outside the car. For this reason, a loudspeaker emits a synthetic electronic engine sound up to a speed of around 30 km/h in order to warn passers-by.
Efficiency of more than 90 percent. The permanently excited synchronous motor (PSM) in the ID.3 has many strengths. The most important one is efficiency: this is well above 90 percent in almost all driving situations. Volkswagen uses an innovative technology in production – flat preformed copper coils are inserted into each other, allowing them to be manufactured in large quantities while at the same time saving space in the stator. The drive motor of the ID.3 is compact and comparatively light: the motor block including gearbox as well as power and control electronics weighs less than 90 kilograms. The power and control electronics convert the direct current of the battery into three-phase current for the electric drive motor and perform the opposite function during brake energy recuperation.
Recuperation up to 0.3 g. The driver decides with the rocker switch whether the ID.3 should recuperate energy when the accelerator is released. If the D (Drive) position is engaged, the car will then coast in most situations – the electric motor is not supplied with current and rotates freely. In B (Brake) position, the electric drive motor functions as a generator and feeds power back into the battery. This also happens when the vehicle is braked: the electric motor performs deceleration on its own up to around 0.3 g, which represents the majority of everyday situations. The hydraulic wheel brakes are additionally activated only above this level, whereby the transition is practically unnoticeable.
Low centre of gravity for sporty handling. The rear-wheel drive and packaging of the ID.3 create ideal prerequisites for sporty driving characteristics: the large high-voltage battery is located between the axles at the lowest point of the car, and the weight distribution is very close to the ideal value of 50:50 in all variants. The ID.3 has a McPherson front axle and a complex five-link design at the rear. In spite of the large wheels, which require corresponding space in the wheel housings, its turning circle is just 10.2 metres.
Sport “Plus” package. In the Sport “Plus” package ID.3 customers receive the adaptive chassis control DCC with adjustable shock absorbers. This is coupled to the driving mode selection, which offers Eco, Comfort and Individual modes. The system is controlled by the driver via the large display and influences operation of the electric drive motor, shock absorbers and steering. This allows an even greater spread between high ride comfort and firm handling. The progressive steering is also included in the Sport “Plus” package and it becomes increasingly more direct the greater the steering angle.
If the driver wishes, the ID.3 will corner very quickly, while remaining stable with practically neutral handling – also thanks to the vehicle dynamics settings. The system regulates operation of the electronic differential lock XDS and adaptive shock absorbers (option) in every situation to ensure the best possible lateral dynamics and driving safety.
Large wheels, powerful brakes. The ID.3 Pro is equipped as standard with 18-inch steel wheels. The range of machine-polished alloy wheels also starts at 18 inches (East Derry). The Andoya 19-inch wheels (standard on the Pro S) are available in the Silver or Penny Copper designs. In the next size up, the Sanya 20-inch wheels have been especially optimised to enhance their aerodynamic characteristics. All tyres have only a low rolling resistance. They have a uniform width of 215 millimetres, but the cross-section differs depending on the wheel size.
Powerful brakes are located behind the large wheels – disc brakes with a disc diameter of up to 330 millimetres are fitted at the front, while the rear wheels are equipped with drum brakes. Their great advantage is their robustness: the pads are designed for the service life of the car. And corrosion is not an issue, even though the wheel brakes are used only rarely in everyday driving.
Safety meets lightweight construction. The ID.3 also knows no compromises when it comes to passive safety. A strong all-round frame made of extruded aluminium sections protects the battery system against damage in the event of a crash, and the battery is also de-energised if the vehicle is involved in a serious accident. A replaceable underbody protection panel made of aluminium protects the battery towards the road.
Targeted measures reduce the weight of the body and result in a whole range of other weight reductions throughout the car – this in turn has benefits for the range. The side members have a core made of aluminium sections which are surrounded by hot-formed, ultra-high-strength steels. Steel components from the same property class also form the backbone of the passenger cell and make up 28 percent of the body in white. A new material strengthens the outer panels of the doors, and its lower wall thickness reduces weight. The rear lid is designed with a new composite concept using the materials plastic and steel.