New Specs For 2015 e-Golf Released By VW, Launches Later This Year

3 years ago by Jay Cole 53

New Details On 2015 Volkswagen e-Golf Released

New Details On 2015 Volkswagen e-Golf Released

Volkswagen has released some a lot of new details on their electrified conversion of the popular selling Golf passenger car, along with a status update.

2015 VW e-Golf Interior - Official Photo

2015 VW e-Golf Interior – Official Photo

The e-Golf which is now on sale in Germany and other selected regions of Europe goes on sale in the US shortly. 

There was still no mention by VW of offering the car on a national level; so we imagine sales will be limited in the near term to the “compliance” states in the US.

“The 2015 e-Golf is Volkswagen’s first fully electric vehicle for the U.S., due to go on sale in select states (and only at participating dealers) in the fourth quarter of 2014. The all-new model is part of a structured powertrain strategy that will lead to the introduction of new and highly efficient drive systems, and is part of Volkswagen’s holistic approach to sustainability called Think Blue®. Volkswagen has stated that it aims to be the world leader in e-mobility among automakers by 2018.”

We are still more than a little skeptical of Volkswagen’s aim to be the “world leader in e-mobility” in two and a half year’s time; but heck, good to have goals…better for everyone if they follow through in the end!

2015 VW e-Golf Puts Out About 200 lb-ft of Torque

2015 VW e-Golf Puts Out About 200 lb-ft of Torque

Other vehicle specifications and estimates of interest:

2015 VW e-Gold From Behind

2015 VW e-Golf From Behind

  • 24.2 kWh lithium-ion battery (701 lbs – 264 individual prismatic cells, which are integrated into 27 modules)
  • 115 hp / 199 lb-ft of torque electric motor
  • 7.2 kW onboard charger is standard
  • L2 charging – 4 hours, 110v/120v – 20 hours
  • three driver selectable regenerative braking modes
  • all-LED headlights
  • vehicle weight: 3,090 lbs

Volkswagen also says that all e-Golfs will come with standard fast charging capabilityso 80% charges within 30 minutes for everyone. 

And yes, it is a Combined Charging System (CCS) plug – so it might be a touch tricky finding available stations for the first couple year of ownership.

Performance:

  • 0-25 mph  in 4.2 seconds
  • 0-60 mph in aprox. 10 seconds
  •  top speed is electronically limited to 87 mph
  • coefficient of drag (Cd) reduced to 0.28
We Caught This VW e-Golf Cutaway At The Geneva Motor Show This Year

We Caught This VW e-Golf Cutaway At The Geneva Motor Show This Year

Range:

The Volkswagen e-Golf is still yet to be rated in the US, but we feel looking at comparable specs and ratings on the car from elsewhere in the world, the official number will land around 78-80 miles on the EPA cycle.  We should note that VW did make a fairly unhelpful statement this week on range of the e-Golfs headed to the US:

“Depending on driving style and charging behavior, the average real world range for the e-Golf is between 70 and 90 miles, while maximum range is approximately 115 miles. Helping ensure optimal performance in cold weather is a newly developed heat pump. The pump uses both ambient air and heat from the drive system components to heat the cabin rather than relying solely on the high-voltage heater, helping to reduce on-board electrical consumption significantly, especially in winter driving.”

Driver Modes:

One Of The Ways You Know It's Not Your "Average" VW Golf

One Of The Ways You Know It’s Not Your “Average” VW Golf

The VW  e-Golf has three driving profiles: “Normal”, “Eco” and “Eco+”, with “Normal” being the default setting.

  • Volkswagen says to “extend the range”, the first option is the “Eco” mode.  This dials back the electric motor’s max power to 94 hp and the starting torque to 162 lb-ft. At the same time, the car modifies output of the air conditioning system and modify the response curve of the accelerator pedal. In this mode the e-Golf’s top speed is reduced to 72 mph and 0 to 60 mph runs take about 13 seconds.
  • In “Eco+” mode, as one would expect limits the car’s abilities even more.   Max output is now 74 hp and  129 lb-ft of torque.  You also get a further flattening of the accelerator pedal;s response curve … and the air conditioning is disabled.   Top speed is now 56 mph and accelerates at a correspondingly slower rate.

But if all those “Eco” modes sound too horribly depressing for you to operate, one can always mash the accelerator pedal to the floor – transforming the e-Golf back into its fully functional self.

No pricing for the US has been released as of yet.  In its home market the e-Golf has a price-tag of 34,900 euros in Germany, which is just 50 euros cheaper than the BMW i3.  We would not be surprised to see a MSRP around $37,499 for the US.

2015 VW e-Golf ...  Complete With Over-The-Top EV Badging

2015 VW e-Golf … Complete With Over-The-Top EV Badging

VW’s full press release can be found below:

Herndon — The 2015 e-Golf is Volkswagen’s first fully electric vehicle for the U.S., due to go on sale in select states in the fourth quarter of 2014. The all-new model is part of a structured powertrain strategy that will lead to the introduction of new and highly efficient drive systems, and is part of Volkswagen’s holistic approach to sustainability called Think Blue®. Volkswagen has stated that it aims to be the world leader in e-mobility among automakers by 2018.

We Also Found The VW e-Golf At The New York Auto Show This Year

We Also Found The VW e-Golf At The New York Auto Show This Year

Although Volkswagen has sold more than 30 million Golf models worldwide, this is the first model sold that produces zero tailpipe emissions and operates fully on electric power. The e-Golf is available in four-door form only and is immediately recognizable by its unique aluminum-alloy wheels and LED headlights, the first VW to be equipped with the technology in the U.S.-market. The LED headlights are more energy-efficient than Bi-Xenon systems, yet produce more light. Featuring a signature C-shaped design, the highly efficient LED daytime running lights are a distinguishing feature of all Volkswagen electric vehicles and come standard on the e-Golf. Another striking feature is the blue colored accent line that travels across the top of the radiator grille and is matched by blue accents throughout the interior.  The blue accent appears on all efficient Volkswagen models (including all plug-ins) and consciously aligns the e-Golf and other models with Volkswagen’s global Think Blue initiative.

Powertrain

Another Shot Of The VW e-Gold Interior We Shot In Switzerland This Year

Another Shot Of The VW e-Golf Interior We Shot In Switzerland This Year

The e-Golf is powered by a 115-horsepower electric motor. From a standing start the EEM-85 synchronous permanent-magnet AC motor develops an impressive, class-leading 199 pound-feet of torque, allowing the e-Golf to reach 25 mph from rest in 4.2 seconds and to get to 60 mph in approximately 10 seconds. Top speed is electronically limited to 87 mph.

The high-performance 12,000-rpm motor and the single-speed EQ270 transmission form a compact unit; the EQ270 also incorporates an integrated differential and an electro-mechanical parking brake. The motor and transmission were developed in-house and are made at Volkswagen’s components plant in Kassel, Germany.

Depending on driving style and charging behavior, the average real world range for the e-Golf is between 70 and 90 miles, while maximum range is approximately 115 miles. Helping ensure optimal performance in cold weather is a newly developed heat pump. The pump uses both ambient air and heat from the drive system components to heat the cabin rather than relying solely on the high-voltage heater, helping to reduce on-board electrical consumption significantly, especially in winter driving.

Lithium-ion battery

Quick Shot Of The e-Golf's "Gearbox" From The LA Auto Show

Quick Shot Of The e-Golf’s “Gearbox” From The LA Auto Show

The Golf A7 was developed from the outset to be one of the most efficient compact Battery Electric Vehicles (BEV) available. As the Modular Transverse Matrix (MQB) architecture that underpins the new Golf A7 is so flexible, Volkswagen was able to integrate the lithium-ion battery in a space-saving frame in the vehicle floor, under the front and rear seats and in the center tunnel. Like the electric motor and the transmission, the battery pack was also developed in-house at Volkswagen and is made at the company’s facility in Braunschweig, Germany.  Volkswagen partnered with Panasonic to develop the battery chemistry for the lithium-ion cells used in the battery.

The lithium-ion battery accounts for 701 pounds of the e-Golf model’s 3,090-pound curb weight. It is composed of a total of 264 individual prismatic cells, which are integrated into 27 modules (each with six or twelve cells). Collectively, the cells have a nominal rating of 323 volts, with an overall capacity of 24.2 kWh. A battery management controller performs diagnosis and monitoring functions and also regulates the temperature balance in the battery junction controller (the interface to the motor’s energy supply). When the car is not in use or in the event of a collision, power from the battery is automatically cut off. To combat extreme temperature conditions, the battery management controller utilizes intelligent thermal control to ensure that temperatures inside the battery remain within the ideal range for optimal performance.

A central element of the drive system is the power electronics module. This controls the flow of high-voltage energy between the electric motor and the lithium-ion battery, depending on the battery voltage, which runs between 250 and 430 volts. During the process the power electronics module converts the direct current (DC) stored in the battery into alternating current (AC). The power electronics therefore have the following interfaces: the traction circuit connection to the battery; the three-phase connection to the electric motor; the plug connection from the DC/DC converter to the 12-volt power circuit; and a connection for the high-voltage power distributor.

VW e-Golf Standard On Board 7.2 kW L2 Charging & Standard CCS Quick Charging Port

VW e-Golf Standard On Board 7.2 kW L2 Charging & Standard CCS Quick Charging Port

Charging concept and equipment

There are several different ways of charging the e-Golf’s battery, via the car’s standard 7.2 kW onboard charger. The most optimal solution is the available 240-volt wallbox for a garage or carport: this charges at 7.2 kW, enabling a completely flat battery to be fully charged in less than four hours. If a 220/240-volt connection is not available, the most cost-effective and easiest alternative is to plug the standard charging cable into a 110/120-volt electrical socket, which will take around 20 hours to charge the battery.

The standard Combined Charging System (CCS) plug gives the e-Golf the capability to also take advantage of DC fast charging infrastructure. In this case the car can be recharged at CCS-equipped DC fast charge stations at levels of up to 40 kW, allowing the battery to be charged to 80 percent in around 30 minutes. For added flexibility, the charging process can be activated—immediately or programmed for later—by pressing a button next to the charging socket under the “fuel cap” or through an available iPhone® or Android®  app.

Innovative driver control

The e-Golf features two technologies that allow the driver to control the vehicle’s energy use: three driving profiles designed to preserve energy (“Normal”, “Eco”, and “Eco+”); and three different levels of regenerative braking (“D1”, “D2”, and “D3”/”B”).

“Eco” and “Eco+” driving profiles. The e-Golf has three driving profiles: “Normal”, “Eco” and “Eco+”. The car automatically defaults to “Normal” mode upon start up. To extend the range, the first option is the “Eco” mode, which pares back the electric motor’s maximum power output to 94 hp and the starting torque to 162 lb-ft. In parallel, the electronics reduce the output of the air conditioning system and modify the response curve of the accelerator pedal. In Eco mode, the e-Golf is limited to a top speed of 72 mph and 0 to 60 mph acceleration is increased to approximately 13 seconds.

In “Eco+” mode, the electronics limit the power output to 74 hp and the starting torque to 129 lb-ft, further flatten the accelerator pedal response curve and the air conditioning is switched off. The e-Golf now reaches a top speed of 56 mph and accelerates at a correspondingly slower rate. Nevertheless, full power, maximum torque, and the 87 mph top speed can be obtained if the driver depresses the accelerator pedal fully down in either “Eco” or “Eco+” mode.

VW e-Golf Shows Its Inner Self At The Geneva Motor Show

VW e-Golf Shows Its Inner Self At The Geneva Motor Show

Regenerative braking settings. In addition to the driving modes, the regenerative braking system can also be used to manage range. There are three driver-selectable levels available: “D1”, “D2”, and “D3”/”B”. To switch levels, the driver taps the “shift” lever to the left once, twice, or three times. Tapping the knob to the right moves sequentially back to “D”. If the lever is pushed to the right and briefly held there, the electronics switch straight back to “D”. The driver activates regenerative braking level “B”, which is the same as “D3”, by pulling the lever backwards.

In an electric car this amount of flexibility can lead to a different way of driving. It is possible to use regenerative braking consciously to slow the e-Golf down. Level “D1” regenerates energy and slows down the car the least, while level “B” has the strongest effect. At levels “D2”, “D3” and “B”, the deceleration via regenerative braking is so strong that the brake lights come on automatically. However, if the battery is fully charged, no energy regeneration takes place.

Aerodynamics 

Volkswagen took very specific measures to lower the e-Golf model’s coefficient of drag (Cd) to 0.28. Among these were: reducing the volume of cooling air via a radiator shutter and partially enclosed radiator grille; new underbody paneling; a rear spoiler and C-pillar air vanes to better manage airflow at the tail of the car; and cleaning up the airflow around the wheels, largely by ensuring they are flush with the wheelarches.

Acoustics

Closer Look At The e-Golf's Wheels From The LA Auto Show

Closer Look At The e-Golf’s Wheels From The LA Auto Show

Electric drive systems present an acoustic challenge because the noise from an internal combustion engine is absent and thus different sources of sound become noticeable, while wind and tire noise become even more apparent. In addition, barely perceptible yet very specific electric drivetrain noises are joined by the sounds and vibrations of the electrically powered auxiliary components. To help ensure pedestrians can hear this almost silent vehicle coming, the e-Golf has a low-speed sound system installed.

Volkswagen specifically tailored the acoustics of the e-Golf for an electric vehicle, making it an almost silent cruiser. For instance, the powerplant’s subframe was changed to a pendulum mount: despite the electric motor’s high torque build-up when accelerating, this greatly enhances the acoustics. The motor housing unit was also specifically designed to achieve an extremely low level of noise emission. Finally, the interior uses highly sound-absorbent and yet very lightweight materials to produce a vehicle that is quieter than many luxury cars.

Design

Visually the e-Golf is distinguished by its energy-efficient LED headlights, used here for the first time on an American Volkswagen model. Compared to Bi-Xenon lights, the LED system produces more light despite consuming less power. Going forward, Volkswagen electric cars will feature a C-shaped LED DRL signature in the redesigned front bumper. The lack of tailpipes at the rear of the car is an obvious clue that this is an EV, along with the badging and blue highlights on the VW logo. Other e-Golf design features include aerodynamically optimized 16-inch aluminum-alloy wheels with low rolling resistance 205-section tires.

Interior. At launch, the e-Golf will be available in SEL Premium trim. This well-equipped, top-line trim offers an extremely high level of available equipment, including: a touchscreen navigation system; VW Car-Net® connected services; Keyless entry with push-button start; heatable front seats; a leather-wrapped multi-function steering wheel; Bluetooth® technology; V-Tex leatherette seating surfaces; available SiriusXM® Satellite Radio; a rear-view camera; and Park Distance Control. The interior is also enhanced by blue elements, including the decorative seams on the steering wheel and shifter, plus the floor-mat edgings.

In addition, the e-Golf has a new instrument layout. The tachometer, which normally lives on the left-hand-side of the instrument cluster, is replaced by the power display—which indicates if the motor is ready, the battery is being charged via regenerative braking, or power is being drawn off—and an indicator of available output.

To its right, there is a conventional speedometer. The lower section of the speedometer now has an indicator showing the high-voltage battery’s state of charge. The color display between the power gauge and the speedometer now indicates the driving range, the current level of regenerative braking, and the remaining charging time and the type of charging connection. In a separate LED field at the lower segment of the multifunction display, the “READY” message also appears after starting the motor.

The touchscreen in the center console is also equipped with additional functionality, such as:

  • Range monitor: this provides a graphic illustration of the vehicle’s current range. The impact that auxiliary components such as the air conditioning or heater would have on range is also displayed; the driver can gain additional range by switching these off.
  • Energy flow indicator: this depicts the energy flow when accelerating (blue arrows) and when regenerative braking is happening (green arrows). Regenerative braking statistics show the amount of energy recovered since the start of the journey.
  • e-manager: this enables drivers to pre-program up to three departure and charging times. At the defined time, this helps ensure that the vehicle has the air conditioning level set and the battery charged.

 

Driver Assistance Systems

The e-Golf features as standard a new assistance system called the Automatic Post-Collision Braking System (APCBS). Studies in accident research have shown that about a quarter of accidents that involve personal injury are of the multi-collision type—in other words, there’s a second impact after the initial collision.

The APCBS automatically slows the vehicle when it is involved in an accident in order to significantly reduce its residual kinetic energy. The system is triggered based on detection of a primary collision by the airbag sensors. Vehicle braking by means of the system is limited by the ESC control unit to a maximum rate of 0.6 g.

Yeah, We Know, Everyone Wants To See The Trunk On Conversions Of Petrol Cars...However, The People At VW Did A Nice Job Integrating The Batteries

Yeah, We Know, Everyone Wants To See The Trunk On Conversions Of Petrol Cars…However, The People At VW Did A Nice Job Integrating The Batteries

Customer Experience

Volkswagen intends to make the e-Golf ownership experience as seamless as possible. This includes offering a Roadside Assistance Plan that’s designed to take the anxiety out of “range anxiety”. For instance, if the customer runs out of charge and is within 100 miles of their home, Volkswagen’s Roadside Assistance provider will deliver the car to a nearby and convenient source for charging and will even pay for the customer to take a taxi home or to work if they decide not to travel with the car. The plan covers unlimited events.

The e-Golf will have its own dedicated “VW Car-Net e-Remote” app that will allow owners to adjust vehicle settings via a compatible smartphone or the VW Car-Net website. The app will contain the following functions:

  • Climate control: Starting and stopping the auxiliary climate control function, plus a display of the outside temperature and the target temperature for the car’s interior.
  • Charging the battery: Starting and stopping the charging process, indicating charger connection status, charge status, charge progress, charge level, charge start time and range.
  • Accessing vehicle data: Information display relating to individual journeys (single trips or long term), such as miles driven, journey time, electric motor power consumption, power consumption of auxiliary components such as air conditioning and radio, use of regenerative braking.
  • Vehicle status queries: Doors and trunk locked, lights (on/off), charging cable plugged in, position where the car was last parked (GPS position on a map).

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53 responses to "New Specs For 2015 e-Golf Released By VW, Launches Later This Year"

  1. Gsned57 says:

    Aside from aesthetics and the vw logo can someone help me understand why I’d buy this over the much cheaper leaf or if I wanted to spend the $$$ more capable i3. I think the cost estimate is 10k too high. In Europe that cost may fly where vw is the home favorite but I don’t think the brand loyalty exists here anymore ( this is from a vw guy 72 bug conv and 86 vanagon that I loved).

    1. Alok says:

      Well, I think that for the price we have to wait for the announcement… Very difficult to predict…
      Though being just €50 cheaper than the i3 (in Germany), the eGolf is also €190 cheaper than the highest trim Leaf, there. Not fully loaded: just highest trim. (Yes, highest trim Leaf costs €140 more than the i3, in Germany).
      So, if you use that comparison to guess the US price of the eGolf, you end up with a much lower figure (around $35k). So, we have to see whether VW really wants to sell them…

      In any case it’s good to remember that, as VW pointed out in the PR: “At launch, the e-Golf will be available in SEL Premium trim”, so it’s probably fair to compare it with the highest trim Leaf.
      In Europe, therefore, the eGolf is actually very well priced, I think.

      So, in Germany, you can buy for about the same price a highest trim Leaf, a highest trim eGolf, and an i3.
      What would you choose?

      1. Gsned57 says:

        Thanks for the German price education. I had no idea the leaf could cost that much at a higher trim level

        1. Alok says:

          My pleasure.
          Leaf’s German prices (3 trims):
          €29,690
          €32,690
          €35,090
          So, basically, you replace the $ symbol with the € symbol in the US price, and you get a good approximation of the German price.

          This, I believe, is more or less the case with most brand’s cars (not only plug-ins: most cars are about 30% costlier in Europe than in US).
          But that is not the case with some brands (BMW, Mercedes, …, I’d say). Their cars are still more expensive in Europe, but not that much.
          The i3 is no exception: $41,350 (US base price) is, at today’s exchange rate, €30,150.
          Germany’s i3 price is €34,950, or 16% higher.

          1. Bob Foss says:

            It is going to be more in Germany, the German national tax is higher…but you get to drive in a driver’s heaven compared to here in the U.S. Germany has safety-inspected cars, licensed drivers, insured drivers, must be a legal resident (or citizen) to have a license. Here in Nevada, one can drive without these, sadly.

      2. evnow says:

        Compliance car. Will sell about what other compliance cars see – 100 a month.

        Just like Rav 4, Spark or Fit or even Fiat 500 apparently a decent conversion (unlike FFE). But who cares (apart from people at CARB) ?

        1. Brian says:

          I’m not convinced it is purely for compliance. If VW really aims to be the world leader in electrification, they’ll have to do better than that. They have spent a lot of time/money developing the Mk7 Golf so that it can be built as an ICEV, BEV or PHEV. They were doing this back in the day when they were publicly criticizing EVs. I think they might have just had a good poker face. But we will see how it plays out.

          The single most telling thing is the price. If this car is priced to sell (competitive with the Leaf), then it is probably more than just compliance. Of course availability is just as important. If this car is still confined to CARB states 2 years after launch, then you may call it a compliance play. (Remember that it took the Leaf about 1.5 years from launch to nationwide availability).

          1. DaveMart says:

            The idea that VW electric vehicles are being built mainly for compliance is as daft as that Toyota have spent 20 years and a billion dollars developing FCEVs for the same purpose.

            The VW group have designed 5 new platforms to enable them to put in every different drivetrain.

            They have not spent several billions doing that to sell only in California.

            At present they are quite open that they thing PHEVs are more practical for most than BEVs, but are offering both, across a huge array of models.

            They are not going to train their service personnel in PHEVs only, they of course will be qualified in all electric vehicles.

  2. martin says:

    Thanks for the report Jay!

    I think all in all that’s pretty good news. The standard equipment is huge, the 7.2kw charger decent and the performance crisp.

    I wonder how your EPA Range estimate math looks like though.

    What i instantly saw was the curb weight of 3090 lbs which is fair to compare to the SL trim LEAF 3326. The drag coefficient is the same while the LEAF seems higher than the e-golf so thats a slight advantage as well.

    We don’t know what the usable capacity is and on the european cylce its 199 (LEAF) against 190 (e-golf) but still i think the e-golf could easily match the LEAFs 84 EPA miles.

    What do you think?

    Cheers

    1. martin says:

      The Leaf S trim still weighs in at 3,242 lbs btw.

  3. Boris says:

    up to $5 over Leaf – reasonable

    $8-10k over Leaf – silly

    1. scottf200 says:

      One of the features people may appreciate over the LEAF:
      “the battery management controller utilizes intelligent thermal control to ensure that temperatures inside the battery remain within the ideal range for optimal performance.”

      1. kdawg says:

        liquid cooled?

        1. Brian says:

          No, air cooled. But still actively cooled, unlike the Leaf which just hopes for the best.

          1. DaveMart says:

            I seem to remember that VW had considerable success with the original, air cooled, Beetle.

            A good engineering package is just that, and there is no one formula for success.

            Nissan screwed up with their passively cooled Leaf in very hot climates.

            With that example fresh in their minds I very much doubt that VW have screwed up the cooling in the E-Up or the E-Golf.

  4. Bloggin says:

    This should do very well globally. VW won’t target the stripped Leaf S, as the e-Golf has a nicer looking design, larger battery pack/longer range, faster onboard charging, standard fast charging.

    But it’s all about the lease price. If VW can get the lease below $300/mo it will do well.

  5. Brian says:

    All in all, the car seems to be a slight step ahead of the Leaf – in terms of styling, features, controls and charging (not counting infrastructure). Range looks about the same. I hope Tony puts this car through his real-world range tests.

    I will be anxiously awaiting the actual price in the US – this car could definitely replace my Leaf and lease end. I look forward to seeing more QC capable cars on the road. I do hope that someone (either private enterprise or government) starts installing dual CHAdeMO/CCS chargers along major travel routes. I applaud VW for making this feature standard.

  6. Anon says:

    Comes with combo DC Fast charge… That makes two US EVs.

    1. Spec9 says:

      3 . . . Spark EV, i3, and this eGolf. Hopefully Fiat 500e adds it soon.

  7. kdawg says:

    That’s a strange junction box under the hood. I hope they move the terrible charge port location.

    1. Aaron says:

      Same place as my i-MiEV. It’s really not so bad. They likely put it there so they didn’t have to change the stamping dies from the gas/diesel versions.

    2. Mike I says:

      I like the charge port location. I have 50A outlets on both side walls of my garage, so having the charge port on the opposite side from my RAV4 works out well.

  8. cab says:

    With that comparatively low weight and 200 lbs ft of torque, I am pretty disappointed with the 0-60 performance compared to the i3, Mercedes B class EV and even my Volt.

    1. Brian says:

      The torque helps it get the 0-30 acceleration. The lack of horsepower is holding back the 0-60 performance.

      That said, it does have a few more horses than the Leaf, and weighs a little less. So why the similar 0-60 times? Maybe the difference is too small to be meaningful?

  9. pjwood says:

    Some good stuff.

    +Going right to heat pump, plus resistance, it seems.
    +7.2KW charging system, plus fast-charging
    +205 tires, rather than the i3’s 155mm experiment
    +numerous tweaks to quiet the car

    This thing will only be ~300lb heavier than the i3, as well. This means suspension components, spring rates, etc, may carry over from the traditional Golf platform.

    The bad? Roll-on acceleration, as indicated by the 87mph top speed, and double-digit 0-60. So, it looks like MB and BMW will offer the better highway performance, but no fast-charging. -Go figure.

  10. Leafer says:

    I dont think there is any battery TMS
    likely pack is sealed.
    no liquid or refridgerant and no air cooling.

    0-60 is very disapointing
    range is weak

    1. Brian says:

      “To combat extreme temperature conditions, the battery management controller utilizes intelligent thermal control to ensure that temperatures inside the battery remain within the ideal range for optimal performance.”

      So what does this mean to you? I realize it is incredibly vague, but I take it to mean that there is some kind of active thermal management. It is probably air-based, but even using a fan to circulate air within the battery compartment is more than the Leaf does…

      1. Mike I says:

        Maybe when the battery gets hot, they curtail output to the motor or charging rate. I heard that they used these particular Panasonic cells because they have low internal resistance and therefore lower internal heating due to current.

  11. Ocean Railroader says:

    I totally don’t see the wow factor for range expect for price with this. In that this car is only a few dollars shy of the BMW EV and yet it has the battery pack of a leaf which is a car that is half it’s price. When is someone going to add at least ten kilowatts above the big 24?

    1. Brian says:

      If you’re going to simply compare battery size, it’s worth pointing out that both the Leaf and the e-Golf have larger batteries than the BMW i3. They all have similar range because the i3 is just more efficient.

      It’s all about miles, not kWh. We need a BEV that gets a good 125-150 mile range to slot between all the 80-milers and Tesla. Clearly the range is limited today to ~80 miles. I think that’s about the cutoff for the CARB credits. If VW makes a 125-mile e-Golf, they get the same number of credits as for a 80-mile e-Golf. That means that this e-Golf is just good enough to meet the requirements. Compliance anyone?

      1. Nix says:

        The car makers would have to roughly double the EV range in order to get just 1 more ZEV credit per car. They would have to roughly get around 160 miles in range on the current EPA cycle to get that extra ZEV credit.

        (That translates to roughly 200 miles of range using the old test cycle that CARB still uses to calculate ZEV credits)

        The roughly 80 mile range EV’s are selling well enough for now for car makers to meet their ZEV credit mandates with the current short range. The ZEV program doesn’t provide enough incentive for makers to increase their EV range. It just doesn’t pay off — too few additional credits for the additional cost at this point.

        If there is pressure to go further on a charge, it will have to come purely from the free market, and being forced to compete against a company like Tesla.

        I’ll go out on a limb and predict today that no other EV manufacturer will build an EV with more than 160 miles of battery range, until the Gen 3 Tesla is ready to go. Only losing sales to Tesla will change the range of EV’s in the near future.

  12. koz says:

    Whoopieee! Another 80ish mile first day, best case small BEV hatch. Sheesh. Catch a clue before Tesla is driving up your….

    1. TomArt says:

      too late…

  13. Suprise Cat says:

    VW get 102 EV registrations in April in their home country Germany. Clearly shows this are just compliance sales to get EU carbon credits, no intention to active advertise and sell volume.
    The e-UP accounts only for 0.29% of all sold UP in Germany, compared to about 4% the Renault Zoe get compared to the Clio 4 in their home country France.

    1. DaveMart says:

      Its not a very good idea to judge a car on its first month sales.

      1. Suprise Cat says:

        e-Up is delivered since November in Germany.

    2. mustang_sallad says:

      Seriously. I don’t get why some people on this site seem to WANT certain manufacturers to flop in the EV segment. The e-UP was second only to the Leaf in Norway for April, with 257 sales – more than all the so-called “compliance cars” in the US for April, in an admittedly strong but still smaller market than the US.

      http://insideevs.com/nissan-leaf-vw-e-bmw-i3-lead-norway-ev-market-april/

  14. Alok says:

    To see how much importance BMW gives to its i line… They ended their presentation at the 2013 Frankfurt Motor Show, last September, with the i8 in the front (of course), and behind it 7 i3s, ahead of all their other big cars, including Rolls-Royces…
    Nice scene…

    At about min 35, i3 presentation
    At 38:50, i8 presentation.
    At about 43, Gran finale

    1. Alok says:

      Sorry… I was zapping between posts…
      I wanted to comment on the BMW post…
      A German automaker anyway… ahaha
      And a nice view anyway, I think.

  15. Anderlan says:

    I’ll say it again. Chademo is VHS. CCS is BetaMax. If you want to ever actually do a 30 minute charge between towns on this planet, your car should have a Chademo port.

    1. Brian says:

      I’m starting to think that this analogy and conclusion is getting long in the tooth. Reiterating it doesn’t really help anyone either.

      Outside of the west coast and select pockets on the east, there is no infrastructure for either standard.

      It has been shown that a dual-standard charger costs relatively little more than a single-standard one; it is mostly the 50-100kW supply that drives the cost, not the “nozzle” at the end of the cable. Going forward, it is reasonable to ask that most installations support both standards. Certainly private enterprise will be motivated to support as many cars as possible.

      Tesla has already proven that its supercharging standard is close enough to CHAdeMO that a $1000 adapter can convert the two. We know that Tesla was originally part of the consortium to develop CCS but bailed because it was taking too long (they actually wanted to make cars then, not in 2015). Tesla has suggested that the Supercharging standard is even closer to CCS than the CHAdeMO. Therefore, it is reasonable to expect that an adapter can be made for no more than $1000. If you can convert between Supercharger and CHAdeMO plus Supercharger and CCS – guess what – you can convert between CHAdeMO and CCS. There could be a huge market for such an adapter.

      So no, I don’t think it makes sense to choose your car based on the charging standard. At least not if you are thinking long term, and live outside of the very few areas with CHAdeMO infrastructure today.

    2. Spec9 says:

      It is more the other way around. CCS (and VHS) and more manufacturers supporting it. Chademo (and Beta) only effectively has one manufacturer behind it (Nissan).

  16. Tesla Model S says:

    Car looks dorky. No thanks. Uhhh again another EV that isnt attractive, when will it stop….

    1. MTN Ranger says:

      What are you talking about? It looks just like a regular Golf, nothing dorky about it.

    2. Mike I says:

      It’s not a Tesla. We get it. It does look much better than a Leaf. I actually prefer the looks of the Focus EV and e-Golf over the Leaf and i3. It appears that VW is much better at conversion than Ford based on battery placement. VW did have the benefit of waiting for a platform update though.

    3. Nix says:

      The looks of the i3 grows on you in person. Not lovely, but tolerable. The inside is very nice, if you don’t mind manual adjust seats.

      The Ford EV looks OK on the outside, but then you realize the cargo area sucks on the inside, and you forget about the exterior looks.

      I don’t think anyone selling a sub-40K EV is going to beat any $70K+ EV in the looks department any time soon. That’s pretty much just a reality in the car world regardless of what the drivetrain is. Cars that cost twice as much tend to look much better (with some exceptions, obviously).

  17. Nix says:

    Will there be converters/pigtails to use other chargers to charge this car through the Combined Charging System (CCS) plug?

  18. Nix says:

    I would personally choose the i3 with the range extender over this. It will be quicker and much longer range overall, for perhaps only a few thousand more dollars. I’ll have to wait for the PHEV version of the VW to come out to really compare VW vs. BMW.

  19. GSP says:

    “Although Volkswagen has sold more than 30 million Golf models worldwide, this is the first model sold that produces zero tailpipe emissions and operates fully on electric power.”

    Has VW forgot its own past? What about the limited production of CityStormers?

    Glad they made DC fast charging standard. Should be standard on any EV.

    GSP

    1. Spec9 says:

      Yeah, making the SAE-CCS standard is a big deal. Between the i3 and the eGolf, there will start to become lots of SAE-CCS cars out there. And perhaps BMW and VW will start pushing to get more SAE-CCS charging stations installed.

  20. Spec9 says:

    damn! VW has done good!