By on September 16, 2021

2021 Volkswagen ID.4 AWDWhen Volkswagen invited us to test drive the all-wheel-drive version of the ID.4 in Chattanooga, Tennessee, I hesitated.

Fly all the way to Tennessee just for a slightly different version of a car I drove a few months ago? A place that’s been one of the worst COVID hotspots during the Delta variant surge, no less? Is it worth the time out of office, even if COVID wasn’t a thing?

Then it hit me as I blasted some forlorn backroad with Eddie Rabbitt’s “Driving My Life Away” – apt for an automotive journalist – blaring on the radio. I was thinking too old school.

See, as you almost certainly know, adding AWD to a rear-wheel-drive crossover might not make much of a difference for an internal-combustion-powered vehicle. It would no doubt add weight, and maybe change the ride and handling characteristics a bit, depending on the platform and the suspension and the engineering. It’s also possible any dynamic differences would be subtle or even unnoticeable (at least on dry pavement).

But the ID.4 is a bit of a different animal, having an electric motor located at the rear in the “base” non-AWD version. This means making the car all-wheel drive means adding another motor. Thus, also adding power.

That makes enough of a difference that I set aside other work, boarded a plane, and let someone stick a Q-tip up my nose. All so I can serve you, the Best and Brightest, with fresh content.

That Tennessee bourbon won’t drink itself, eh?

2021 Volkswagen ID.4 AWD

(Full Disclosure: Volkswagen flew me to Chattanooga, fed and housed me for a night, and gave me and others a tour of its plant, which will eventually build ID.4s. They also gave me a branded COVID mask – I am getting close to collecting one from all the brands. If there was any other swag, I didn’t see it. The box of snacks left in my room may or may not have been free – I didn’t bother with it.)

What differentiates the all-wheel-drive ID.4 from the rear-wheel-drive version is, obviously and as mentioned above, the addition of another electric motor, placed at the front axle. This one has a maximum output of 107 horsepower and 119 lb-ft of torque.

That gives the all-wheel-drive version of the ID.4 295 horsepower and 339 lb-ft of torque, over the rear-drive car’s 201/229 (if you’re wondering why the numbers don’t add up to 308 and 348, there’s a variety of reasons why total system power doesn’t match the total outputs of individual motors added together when it comes to multi-motor EVs, as well as gas-electric hybrids).

Unlike most AWD setups, there’s no mechanical link between the two axles. Instead, each motor connects to the front or rear wheels via a differential and single-speed gearbox.

2021 Volkswagen ID.4 AWD

Like many AWD setups, the ID.4 does spend most of its time in rear-drive mode, only engaging the front motor when necessary, or when in Sport mode. There is a slight range cost – Pro trims are listed at 249 miles (11 fewer than the RWD Pro) and 240 for the Pro S, which is a decrease of 10 from the RWD Pro S. EPA-estimated MPGe 102/90/97 for the Pro AWD and 98/88/93 for the Pro S.

Volkswagen estimates a 0-60 time of 5.4 seconds and says the ID.4 AWD can tow up to 2,700 pounds.

The battery pack is 82 kWh and consists of 12 modules with a total of 288 pouch cells. A floor plate with built-in water channels helps keep it cool. The battery pack is set up in the underbody, between the axles, in an attempt to get a 50/50 weight distribution and to keep the center of gravity low.

2021 Volkswagen ID.4 AWD

Charge times are about seven and half hours from a Level II station using the onboard 11 kW charger, and a DC fast-charging station with 125 kW charging can take the car from five percent charged to 80 percent charged in around 40 minutes. Buyers get three years of free charging at Electrify America stations. That includes DC fast charging.

Speaking of fast, or quick, to be grammatically correct, the ID.4 offers up quite the acceleration. Like any other EV, torque is available instantaneously, and the ID.4 can shove you back into its seat and shrink the distance between corners. This ability is quite useful when merging or trying to get past slow-moving semis on the freeway.

Straight-line speed isn’t the only hallmark of fun, though. A truly sporting vehicle, whether EV or not, whether a crossover or not, will also ride and handle in a way that gives the driver the grins.

2021 Volkswagen ID.4 AWD

This is where the ID.4 AWD experience is a mixed bag. On the way up and over Signal Mountain, I was driving at what I call a “relaxed hustle” – faster than the average speed of traffic, and faster than the speed limit, but not pushing hard enough to really stress the chassis or get the tires singing. On the way back, I pushed the speed a bit, and the difference in how the ID.4 reacted is revealing.

On the way up the mountain, in Sport mode, the ID.4 felt perfectly pleasant, even surprising. Body roll was present but no worse than expected from a crossover, the steering felt nicely weighted and allowed me to place the wheels accurately, and the car cruised through each corner on my preferred line with ease, shooting out on exit due to the instantly available power.

On the way back, with the effort dial cranked up, things were different. Understeer reared its head, at some points making turn-in difficult and slowing me down something fierce. The down-mountain route required more of the brakes, and they got a tad mushy at times. The tires also lost a little grip under heavy braking at one point. Oh, and all that hard driving predictably sapped battery range quickly.

I quickly found the ID.4 to be one of those vehicles that’s pleasantly engaging during spirited driving, but only up to a point. Past that point, it’s more stress and mess than fun.

2021 Volkswagen ID.4 AWD

Which, to be fair, is fine. The ID.4 isn’t meant to be a performance EV, unlike Ford’s Mustang Mach-E. Think of it as a family-oriented crossover with some sportiness and you’ll keep your expectations in line with its abilities.

Indeed, during gentle urban and suburban driving, the ID.4 acquitted itself nicely, especially when I took it out of the more high-strung Sport mode and dropped it into Comfort. The ride is a nice balance of stiff and smooth, with little to object to. A short freeway stint was nice and relaxed.

The all-wheel-drive car has the same suspension: Front strut-type with lower control arms, telescopic dampers, coil springs, and an anti-roll bar; and a multi-link rear with coil springs, telescopic dampers, and an anti-roll bar. The ride height is raised by 0.6 inches and the springs and dampers are firmer while the anti-roll bars are thicker than on the RWD car. Like with the RWD ID.4, some suspension bits are aluminum in order to keep weight down.

2021 Volkswagen ID.4 AWD

Inside, VW has bestowed the car with a lot of haptic-touch controls and focused the cabin around the infotainment screen. The infotainment system here worked fine, though there was occasional lag when switching menus, but other controls annoyed me. The haptic-touch controls on the steering wheel and under the infotainment screen worked well, but I had trouble with the mirror and window controls on the door – they just aren’t intuitive. To be fair, owners will likely get used to the setup.

Then again, owners won’t get locked in the back seat while shooting pics because they first turned on the child lock, then somehow still managed to lock the door after turning that off. Nor would they find themselves locked out of the front seat after managing to unlock the rear door, because now the front door was locked. This happened with the key in the vehicle and caused me some consternation.

The shifter also confused me – I nearly drove forward into a general store at our break stop instead of backing out of the parking spot because to me, flicking up for drive and down for reverse on the shifter (located on the side of the steering column) made more sense. Luckily, I caught myself in time. It’s one thing to stuff a test car down a mountainside – imagine the shame if I’d tagged a building at 1.5 mph. I had no issue with it the last time I drove an ID.4, but I suspect it is still novel enough that I am not used to it.

2021 Volkswagen ID.4 AWD

Perhaps the biggest beef I had with the cabin was the lack of radio and tuning knobs. Haptic touch is one thing, going knobless in the face of overwhelming evidence that it’s a bad idea is another.

The voice-recognition system seemed to work well early but later wouldn’t turn on when I said the magic words. I did dig the dashboard light that activates when you’re using the factory nav and approaching a turn – it’s useful. Also useful is the easy-to-read digital gauge screen.

I found the front seat roomy enough, and it wasn’t hard to get the driving position right. Rear-seat space was acceptable for my large frame, and the cargo area seems able to swallow groceries well enough. It’s listed at 30.3 cubic feet with the rear seats up. The seats were comfortable throughout my drive, and cabin materials seemed class-appropriate, if not remarkably nice.

2021 Volkswagen ID.4 AWD

The cabin is quiet, keeping outside noises out. Of course, there’s no exhaust note to contend with – just a whoosh and whir that you hear when you dig into the throttle. Tire noise was unremarkable.

Standard features available at the $43,675 base price include LED lighting all around, 19-inch wheels, keyless entry and starting, rain-sensing wipers, automatic headlights, heated steering wheel, cloth seats, heated front seats, dual-zone climate control, voice-activated assistant, Apple CarPlay, Android Auto, wireless phone charging, IQ.DRIVE suite of driver-aid systems, trailer-hitch, and road-sign display.

Opt for the Pro S that I drove ($48,175) and you add LED adaptive projector headlamps, a light bar for the VW logo/grille, fixed-glass panoramic roof, power-fold side mirrors, a hands-free power liftgate, leatherette seats, and ambient lighting.

A Gradient Package adds $1,500 and 20-inch wheels, a black roof with silver roof rails and accents, and silver accents for both bumpers. Destination is $1,195. Volkswagen will also remind you, repeatedly, that the ID.4 qualifies for the $7,500 federal tax credit.

2021 Volkswagen ID.4 AWD

The AWD ID.4 is much like the rear-drive ID.4 – a well-rounded EV package for the commuter and/or family set, with a pinch of sport thrown in. Along with edgy design for the sake of it, ergonomics be damned. It’s just that this version is quicker and costs more, with a slight range penalty.

If the rear-drive ID.4 tickled your fancy but you yearned for more power, you’ve got your wish, provided you’ll spend a little more cheddar (about $4K more) for it.

It’s not a luxury EV crossover like the Tesla Model Y. It’s not a performer like the Mach-E. The ID.4 is instead a competent, if ergonomically flawed, package for the EV buyer who is looking for a mainstream ride with a side of sport. If you can get past the quirks, you’ll find that it, well, works.

[Images © 2021 Tim Healey/TTAC]

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35 Comments on “2021 Volkswagen ID.4 AWD First Drive – Just Add Power...”

  • avatar

    From Regular Car Reviews:

    “Volkswagen: [blank] the next guy.”

    Given that I just got a message from the VW dealer and they need my car for another week due to them finding more damaged and defective parts, I have no more words for this brand. I think my car was put together by a bunch of meth-crazed chimpanzees who escaped from the zoo and were at the end of a 4-day binge and decided to build a car. If anyone even thinks about buying a car from this brand, you get what you deserve. And given their electronics and electrical issues, an EV from them should be a laugh riot after 30,000 miles.

    These aren’t bad looking in person and the interior thankfully isn’t solid white like the first run models, and I’m sure they’ll sell with some attractive lease deals. Maybe my next loaner will be one. The Arteon Premium R-Line I currently have…the infotainment system just loves to reboot randomly and then freeze for no reason. You know, quality and all that.

    • 0 avatar


      What model do you have> year? trim? Miles?

      I ve always wanted a GTI or R but the horror stories drive me away to stay firmly in the Japan brands.

      Who was that TTAC writer that had that horror story with his White Golf Estate? I mean these cars sound worse than GM cars.

      • 0 avatar

        2020 VW Jetta GLI that just broke 9,200 miles. S trim, not Autobahn.

        Corey is the writer who had the white Golf wagon. His dealer service stories pretty much match mine.

        It is so hit and miss. I have some family members who had an A3 and had to file lemon law papers on it. Through a friend at the dealer, they replaced it with a stunning A4 and didn’t have one problem. Three other Audis in the family. 2 are humming along and 1 just developed AWD issues that required a systems flash at 20,000 miles.

        I’ve had one other German car – an off-lease 3-series convertible and that was an expensive nightmare to run. Otherwise I’ve always had Japanese cars, and they’ve been very reliable, even the RX-8. I wanted something different, and I paid the price.

        The sporty VWs do have a different feel than the Japanese models. It’s hard to describe – I think they have a more solid feel. But this experience has told me that, warranty or no warranty, nothing is worth the hassle, stress, and lost time. And there is not much more terrifying than having a total wipers system failure during a severe sleet event. So you can add dangerous to the mix as well.

        I knew about the usual VW 60,000 mile quirks – get the water pump changed at 60,000 regardless if it needs to be replaced, expect the window motors to fail during the life of the car, and so on. But all of this before 10,000 miles is too much.

        • 0 avatar

          I leased a MkVII GT for three years and it was a completely error-free existence, other than occasional stereo hiccups that were probably more to do with my iPhone’s Bluetooth issues than the VW’s. Previously drove a 2002 330ci (which I bought new) and never had a thing go wrong with it. The RX300 we got handed down from my father-in-law probably cost $1-2k in unexpected service every six months to keep running.

          Like analytics in baseball, the averages may hold up over the long run but it’s tough to rely on them for a single pitch.

        • 0 avatar

          I’ve oiwned numeros VW’s over the years…an 80 Scirocco, 86 GTI, 88 GTI 16V, 90 Corrado, 93 Fox and I have resored perfect 81 Scirocco S in my garage. I bought my first new VW in 25 years, 3 years ago…a 2018 Golf Alltrack SE. It has been absolutely trouble free. I trades a BMW X3 for it and I like the VW better. I wanted a little more power so I added a Unitronics tune which bumps hp to almost 260. I love the DSG..Lightning quick shifts. 0-60 in 5.7 seconds. I do change the oil twice as frequently as recommended because of the tune but the car is flawless…My only regret is that VW will not bring the MK 8 Alltrack here.

    • 0 avatar

      “Infotainment system just loves to reboot randomly and then freeze for no reason”
      That is a Honda thing, on 2016 Accord and 2018 Accord, annoying as hell, with the 2016, I had to stop the car and restart the engine, otherwise the screen wont wake up!
      I am sorry to hear about your VW problems, at least, the dealer is fixing it (:-)

      • 0 avatar

        My cousin is trying to Lemon Law her Jeep Compass for the same type of infotainment issues. Also… it randomly just doesn’t start.

        • 0 avatar
          SCE to AUX

          Good grief – I’ve read about the Compass not starting thing. Didn’t know that was still going on. Sometimes it’s on cars just a few months old.

          Too bad; I really like the Compass from a distance.

    • 0 avatar

      >>And given their electronics and electrical issues, an EV from them should be a laugh riot after 30,000 miles.<<

      agree completely

      ask a former VW owner

      Scotty Kilmer toasts VW several times a week on youtube and w/ @5 million subscribers, VW must really like him

      Kilmer is the most watched car guy in the US now

  • avatar

    Is the base model FWD or RWD? It was referred to as both in different places in the article.

    “That gives the all-wheel-drive version of the ID.4 295 horsepower and 339 lb-ft of torque, over the rear-drive car’s 201/229…”

    “There is a slight range cost – Pro trims are listed at 249 miles (11 fewer than the FWD Pro) and 240 for the Pro S, which is a decrease of 10 from the FWD Pro S…”

  • avatar

    I don’t understand why automakers continue to release cars in dark blue paint with large expanses of black trim. What an unattractive combination. If the paint has a lot metallic sparkle, it might help. A sunnier day might also help. But I just don’t think this combo looks good.

    As for VW in general, electronics and ergonomics are not their strong suit. They gave us delightful things like cars that lock themselves after 30 seconds regardless of the owner’s intention. And it’s impossible to turn off without a computer tuner.

    Which leads us back to ECU checksums, “right to repair” laws, EPA fines, and a whole big can of worms from the other day.

    • 0 avatar

      See, I like medium or dark blue with black trim. What I cant stand is white with black trim or black with black trim.

      • 0 avatar

        I’m OK with black on white, though of course it can veer into “Star Wars stormtrooper” territory. Black on black is usually bad, though. It gets worse after a few years in hot sun, when each piece on the car is a different shade of black or different gloss level.

  • avatar

    Not to pick nits, but. There is no such thing as Tennessee Bourbon. Bourbon is only made in the holy land of Kentucky. Though, I do love George Dickel #12.

    2- No knobs = no sale. Period.

    3- Leatherette is NOT AN UPGRADE.

    4- The car is good looking but; I do not like a decreasing roofline from the ‘B’ pillar to the tail. Add in the climbing belt line.

    • 0 avatar
      Tim Healey

      I knew that about the bourbon, though I forgot while writing. Was mostly making a joke, since I drank bourbon at dinner and it appeared to have some sort of local tie.

      • 0 avatar

        @Tim and @redapple – do yourselves a favor and hit the Kentucky Bourbon Trail. Outside of Mammoth Cave, Corvette Factory/Museum, and Churchill Downs, it has to be one of the best things to do in Kentucky. Take your time, have a DD (swap days so everyone can sample), and soak it in. Plus Louisville makes a good place to make it your home base for the weekend plus a few days.

        I also wrote before about the lack of knobs in new VWs. I can tell between VWs that the haptic controls feel different in each car. These feel looser than the previous one. I really wonder how long they will last.

    • 0 avatar
      Mike N.


      As defined in the Code of Federal Regulations, there is no requirement that “bourbon” be from Kentucky.

      There are several whiskeys that can legally be called “bourbon” that are not made in Kentucky.

      • 0 avatar

        Mike- Stand corrected.

        Flyerfan – Roger that on the bourbon trail.

      • 0 avatar

        While we’re here…

        Tennessee Whiskey is special in its own way, thanks to the Lincoln County Process (which is not used in Lincoln County).

        More if you want it:

        Don’t drink and drive. Don’t drink much. Don’t drink crap. Don’t drive crap. Don’t drive like crap.

  • avatar

    Not a badly written review for once. Comprehensive. I have somehow always pictured in my mind’s eye that Mr Healey is a chap with a pipe and wearing slippers rather than a press-on type of driver, slicing and dicing curves with both precision and passion. That’s my take anyway. So the thing I don’t understand here is the logic behind not pushing the car harder uphill, but deciding that bombing down a mountain was the right thing to do. Very curious decision and bass-ackwards to me.

    Hill climb contests are uphill; never heard of a downhill jamboree except in winter sports and gravity kid’s soapbox racers. No car I’ve ever owned in five decades has been a happy camper rushing downhill, what with the extra weight on the front end causing early steering washout on curves and the brakes required to absorb the heat of the descent causing early fade, plus the slowing down for curves. Blasting it hard downhill is something I’ve only experienced as a teen, and a couple of close calls experienced between myself and friends I rode with conditioned me to not be a downhill racer if I wanted to avoid that Oh sh*t feeling of impending disaster.

    Consequently, I would take it under no more than advisement that the ID4 AWD is an understeering pig from a downhill Yee-Haw! run. Additionally the hundreds of pounds extra of battery weight makes this poor thing weigh far more than it would as a mere ICE car, and blasting it downhill again stresses the brakes more than a lighter car like the Golf SportWagen riding on similar chassis bones, wheel and wheel sizes, brakes and so on.

    What was the rationale for a downhill blast over an uphill one?

    Then, of course, it all doesn’t really matter to me personally. I’m like so many others when it comes to staying away from VW/Audi quality issues. You might get a good one, you might buy a nightmare. Zero consistency has been a VW hallmark for decades. I owned five brand new Audis over a 20 year period. Two were semi-good repairwise, one OK and two were dreadful, which seems like a corporate habit that continues to this day. Hit or miss quality, indicative of a manufacturing process not fully understood and under control. The Japanese would be embarrassed by such a lack of rigor and so don’t operate that way for fear of public shaming on home market goods. Frankly, the five Japanese cars I have owned were all very good to excellent in the repair/parts replacement category, so the lack of ownership hassle is a major point in their favor for me — the two US-built Japanese nameplate cars were a bit worse than the made-in-Japan ones, but not so’s you’d get all het up about it.

    Whatever it is, the Germans just are not as good as the Japanese at actually making cars from parts design, sourced parts quality, wiring connectors etc to factory production assembly line design and operation and actual assembly procedures and everywhere in between including dogged development. However, the Deutschlanders THINK themselves to be 100% brilliant, and cannot understand the mere carping of small-minded customers who don’t understand they’re driving THE world’s best. If you think your German car isn’t the bestest thing ever since sliced bread, then you as the customer must be driving it incorrectly, and/or not smart enough to realize that German product is Uber Alles, always.


    • 0 avatar

      I think the Germans have finally fallen into the “Make it fit in a price point” trap. EU-sourced parts have to be a lot more expensive than parts made in SE Asia, China and India. If VW wants to make a discount S3 in the form of a GLI, or BMW shares a FWD Mini platform to make a line of cheaper cars, but needs to have them feel like their more expensive models, they have to cheap out somewhere. They can’t with the engine/transmission because that’s what is supposed to make it part of the lineup. So, let’s source out the parts you don’t see to China, Vietnam, India, Malaysia, etc to save a few Euros here and there.

      Now it feels like death due to a thousand cuts. They have gotten so cheap in places that the quality scores suffer, owners are upset, leasing is the norm in some models so out of warranty repairs aren’t a worry, and who’s going to repeat purchase the source of heartburn?

      I wish they would stop carrying so many cars under the brand just so they can fill a tiny niche and focus on what really needs fixing – parts quality and overall reliability.

    • 0 avatar
      Tim Healey

      RE: Downhill/uphill — I was more familiar with both the road and the car — and more aware of where cops might sit, and where I might need to slow down for residential areas — on the return trip after our break stop. That simple.

  • avatar

    I got to drive a 2wd version of this a few months ago, our local upscale mall (They have a Tesla Store !) had VW demos in the lobby. Sign and drive, they sent you out into suburban city traffic on a 5 mile route on a smart phone. We did their loop and as a city car it was fine…no highway merges, sadly, although I did go off loop onto a 55 mph road.

    My millenial didn’t like it…it was too austere for him, literally as if Ikea and Apple made a car. I liked the design, but that stupid Ipad dashboard has to go no matter what make of car it is. Buttons really are OK for common functions. The screen doesn’t mean cool, OK ? Please ?

    I came away with Appliance as an impression, but not in a negative sense-more like a competent but not exciting one. Think a high end kitchen gadget.

    Space is excellent. It is a practical and quality build, at least from our hour of messing about. There are a few modes, the sporty one gets you a bit of pull. I’d toss the eco tires pronto and suffer the MP-E loss.

    I’m pleased to see this out there. We saw recently a fleet of Bolt SUV’s (more like CUV’s) near NJMP this summer, GM had rented the track for a few days…and there were dozens of these things driving around the area in rainbow colored groups for some sort of dealer or press event. Another electric choice not a T.

    We’d buy one if we needed a car, I think it will sell well.

    It isn’t the time to rotate one’s auto fleet, tho’

  • avatar

    The only good bourbon is from Kentucky! By the way, have you tried Japanese sake? Wow, sake will put you down!

  • avatar

    The beauty of rwd, in a BEV with no engine upfront, is that you can fit lots more wheelcut. BEVs primarily excel as city cars, where the reduced turning circle is a really nice feature.

  • avatar

    As a member of a VW family, I am a little biased, but I have been eagerly reading these reviews. I’d love to go to an EV, my 60 mile rural round trip to work would be perfect for an EV. I looked at an ID4, but was waiting for the AWD version to hit. Sounds like it has all the “appliance” requirements, but approaching $50k solidly puts this out of my range. In a low cost of living area, our 2 kids mean my tax liability is minimal, so the $7500 tax credit is worthless. I could lease, and get credit, but my annual mileage is way over a lease term. I guess I will wait for a used opportunity or hope a lower cost platform makes its way here.

  • avatar

    I’d be interested in learning why the default is RWD – are there any VW engineer contacts the PR department could hook you up with?

    Off the top of my head I’d say cars went to FWD mainly for packaging efficiency reasons. Further down the list was foul weather performance when so much of the vehicles weight was the front mounted engine. But the AWD take rate will be so high in the snow belt that it won’t matter. And for those not opting for AWD the far better weight distribution negates a lot of the benefits of FWD.

    • 0 avatar
      Tim Healey

      Ny guess is that there’s a big size difference. An electric motor on the axle takes up a lot less space than an engine, right? So instead of putting an ICE transverse, you can just place the motor at the axle (or wheels), and free up some space.

      Though not too much — the battery pack also takes up space. In this case, under the center of the car.

  • avatar

    I’m entirely bummed that VW didn’t see fit to bring the ID.4 GTX model stateside: if you’re already bringing the dual-motor architecture, why not bring over the rest of the go-fast bits to make for an engaging ride? That would have been the leader in the clubhouse for our next family hauler, but without it on the table, I’m just waiting for my Kia EV6 reservation to come up.

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