If anything ends up kneecapping the VW, it’s this: From styling to performance, the VW makes fewer waves than the Ever Given. For shoppers who actually do the math beyond monthly payments, the VW’s energy costs easily undercut any gasoline model or hybrid. That’s in line with the more lavish versions of the RAV4, CR-V, Mazda CX-5, or all-new Hyundai Santa Fe. A dual-motor AWD version arrives later in 2021, with pricing that starts from $44,870 or $37,370 post-credit. (We’ll see how Americans in northern climes feel about a rear-drive SUV). The VW’s official 250-mile driving range also proved to be a welcome case of truth in advertising, as the VW’s rear-mounted AC motor and 82-kWh battery pack had me on pace for about 270 miles while treading lightly. Not coincidentally, that’s near the $33,000 that VW cites as the market sweet spot for a small gasoline SUV. That includes reasonable affordability, via government subsidies to get the ID.4 within financial range of mega-selling gasoline SUVs, albeit just barely a $41,190 base price becomes $33,690 after a $7,500 federal tax credit. The ID.4 ably covers the practical side of the SUV equation. For VW, and Ford and GM and every EV hopeful, the open question remains exactly how many of those millions are ready to be siphoned off and plugged in. Secondly, VW believes the ID.4 can compete for the hearts and minds of Americans who buy more than 400,000 RAV4s in a good year, among some four million compact SUVs. The implications seem clear: VW prefers to avoid uncomfortable conversations about the Tesla and the Ford, which comfortably top the ID.4 in performance, driving range, and dramatic screen-based tech. Instead, VW urges us to view the electric ID.4 as a direct rival to unleaded-fueled SUVs like the Toyota RAV4 and Honda CR-V. The ID.4 may be America’s latest Great Green Hope, but Volkswagen isn’t promoting big-money fights with a Tesla Model Y or Ford Mustang Mach-E.
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