2017 Volkswagen e-Golf: 35.8 kWh Battery, 124 Mile/200km Range (Update)

MAY 22 2016 BY JAY COLE 139

Recently, we heard confirmation that the Volkswagen e-Golf would be a getting a significant range upgrade by the end of this year, to better keep pace with domestic rival BMW, and its recently improved i3 (now with 114 miles of range via a 33.2 kWh battery).

Update (May 24th, 2016 – 6:57 AM/ET): additional statistical info added below, and change to originally stated motor output

VW e-Golf Touch from CES in Las Vegas In January

VW e-Golf Touch from CES in Las Vegas In January

At the time, we noted that a 186 mile/300 km range (on the NEDC scale) was in the cards for the plug-in VW.

Frank Welsch, Volkswagen’s technical development boss, stated that:

“…a heavily revamped VW e-Golf will go on sale at the end of this year or early next year”,  with a claimed electric range of 186 miles, up from the current model’s 118 miles/190 kms.

For comparison to “real world” EPA terms, the current e-Golf is rated at 83 miles/134 km.

Mr. Welsch added at the time, “cell technology is moving forward quickly, and will move even faster in future.”

Now we have some specifics on exactly what the upgrades will entail, as Electrive.net (German) reports that Dr. Volkmar Tanneberger, VW’s Head of Electrical Development, spilled the beans on the 2017 e-Golf at a meeting with journalists from a Formula E race in Berlin this weekend.

“We now go to the new generation (cells),” Mr. Tanneberger stated, saying that the previous 25 Ah cells are on the outs, and the new 37 Ah are in.  

New VW e-Golf batteries to be housed in same volume area as old

New VW e-Golf batteries to be housed in same volume area as old

As for battery capacity, it moves from 24.2 kWh up to 35.8 kWh, an increase of 48%.

The VW exec says this result stays on course with the company’s predicted 186 mile/300 km NEDC estimates from earlier this month, but also adds that the “real world” mileage will be about 200 km/124 miles.

Using a “apples-to-applies comparison” on the current US EPA range to the new battery size, would net a range of 123 miles/198 km, so the VW exec is refreshing bang-on-the-money with his mileage estimate it would seem.

Unlike Nissan and BMW who are continuing to offer their “old technology” batteries in their cheaper base trim levels on the LEAF and i3, VW says the current 24.2 kWh battery will be discontinued.  Pricing on the new model was not mentioned during the meeting.

Update: The original source (Electrive) stated that the updated e-Golf’s electric motor would move from 85 kW to 120 kW, which was in error. As Motor Talk reports, the actual output of the 2017 e-Golf is 100 kW.

Additional info:

  • 0-60 mph in 9.2 seconds
  • increased topspeed – 93 mph
  • 20 kg/ 44 lbs more weight
  • EU weight 1.605 kg
  • L2 charging will stay at 3.6 kW for Europe (7.2 kW is currently standard in the US)
  • CCS Combo fast charging is standard.

The new longer range e-Golf is expected to arrive by the end of this year. A full generational upgrade for the e-Golf is now not likely to appear until model year 2020.

Motor TalkElectrive.net (German), hat tip to Adrian!

Categories: Volkswagen

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139 Comments on "2017 Volkswagen e-Golf: 35.8 kWh Battery, 124 Mile/200km Range (Update)"

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Looks like 100 mile EPA range is the new absolute minimum for EV’s. Painful for long range travel, but good for most cases.


I was going to write some on “segments” and “price points” but then realized that its not yet reality in EVs market.

Tesla can do big battery packs cheaply (check miles per $!), cause they have scale.

Others can only do smaller cause bigger would be too pricey and uncompetitive.

So maybe You are right and industry is really going to unilaterally move to 100 milers as “low end”.

Active or passive cooling?

Passive unless they make changes to the current setup.

And note that 7.2 kW charging is standard on the SEL only. It is available as on option (with the DCQC on the SE). Some SE buyers are/were a little ticked that the Monroney sticker on the SE still showed (& shows?) the 3.7 hour charge time of the SEL.

One should always do their due diligence on a major purchase on anything new technology. Which is why I opted for a 2015 e-Golf. All 2015’s had 7.2 kwh chargers on board, as well as the DCQC feature. When you shop for a price point, you get what you pay for.

If the keep the base price, the Leaf will have a very serious competitor.

Not only will the Bolt steal the higher spec customers, the Golf would probably steal the lower trim ones…

Are you frkn kidding me 120kw motor output? This car is way lighter than a bolt. This will go way quicker than a gti so the pricing will come in very fair and the range of 200+km real world is way enough for many.
Im so excited even for this years ev entrys.

Love the eGolf. But love any tesla more lol

Maybe. But in Europe the build quality of Tesla is regarded as poor.

Model 3 is entry luxury market. Golf will not compete with it.

Maybe build quality is regarded as poor. But the trooth is that we have had no service so far with our two model S Teslas 150.000km driven together. Never been back to service center after pickup. Our previous Audi and Volkswagen did have a lot of issues and required a lot of expensive services every year.

what? 😀 where’d you get that from? 😀

BMW are you listening? This is how it should be done. A model update with a 50% pack increase should also have some kind of HP upgrade. VW and TESLA deliver. The LCI i3 has a bigger battery, but is actually heavier and slower with the new battery? No led turn signal upgrades, or bumper fascia upgrades like most BMW updates?? The quick acceleration is the number one thing I love about the i3. Such a lost opportunity to keep the rear wheel drive i3 significantly quicker than the competition such as the Volt, etc..in acceleration. Almost a bittersweet feeling to upgrade to the 2017 model when it comes out. With quicker throttle mapping, etc…the i3 should be in the 5 second 0-60 mph range.

The acceleration of the i3 is and will remain more than sufficient, especially for a car designed to be the most efficient EV. Even with the 2017 e-Golf’s 120 kW motor, the 2017 i3’s 125 kW motor remains more powerful (for those of you who think that acceleration is so important – not me) and the 2017 i3’s weight will still be over 600 lb. lighter than that of the e-Golf (it appears that the 2017 i3’s weight increase will be only ~100 lb.). So the 2017 i3 will remain very competitive with the e-Golf for those who want a more premium EV, don’t need more than 4 seats, and appreciate advanced, light, corrosion-free construction, nimble performance, a tight turning circle, and rear wheel drive.

For accell traction control is important.
Then torque.
Then drag coefficient.

HP play smaller role.
Torque wins races, HP sell (ICE) cars. 😉

Careful, alohart. Tesla talked about motor power once, too. Just because one car has 125kw, doesn’t mean BMW will allow it, or will sustain it if they do. Volt is 111kw, and everyone knew GM was keeping “the dogs” in, off the line until Volt2.

In terms of weight, I bet nobody repeats the i3’s ~2,800 pounds, but if you still want to drop 1-2 seconds, get a nicer ride and spend no more money, get a used Model S 60kwh. I’m seeing $47,250 as the lead-off, and bet it won’t depreciate nearly as quick (anybody use TCO, anymore?)


Many of us don’t want a huge, heavy car like the Model S with range and power that we don’t need. The i3’s power, whether it’s 125 kW or less, is more than I need. There’s so much more than power to consider when choosing an EV. I prefer an i3 BEV but understand why many prefer other EV’s. Variety is a beautiful thing.

Yeah, I like my smart EV. I like the technology/progress/ideas of Tesla (and have some stock), but the cars are HUGE and very expensive..

Hopefully the greatly expanded range will eventually come to the very small cars too.

You are absolutely right about the ease of parking and maneuverability of the i3. This car has an amazing turning radius that is something I appreciate in real life e eryday driving situations. And if not for the laggy start, the i3 accelerates to 60 mph like a ice car in the high 5 second range. I have done many acceleration tests against ice vehicle’s that are supposed to be faster on paper.But that is with drag strip launches on the ice cars, and not real life city driving.

Motor output is one thing battery output is another.

Will that batter provide?

Who knows maybe VW woke up finally and realised that old Porsche saying:

Torque wins races while horse power sell cars.

Is inverted for EVs?

Right now only Tesla is exploiting that. GMs did fine by Spark but they really got it in Bolt. Volkswagen is next? Good for them.

120kw is spirited enough in a Tesla Model S. I recall 75kw is the limit on the Valet mode. This is definitely going to be a fun refresh for the Golf. Way to recover some face, VW!

Bolt will be 150 kW for 3500 lb, 23 lb/kW. SparkEV at 2866 lb and 105 kW is 27 lb/kW.

eGolf is currently 3050 lb wity 700 lb battery for 24 kWh at 85 kW (36 lb/kW). Adding 12 kWh will add weight, maybe to 3350 lb and 120 kW for 28 lb/kW.

Bolt will be quicker by wide margin and even SparkEV will be quicker than the new eGolf.

12 kWh shouldn’t add much weight because the same number of battery cells are merely more energy-dense. The i3’s battery pack update adds ~100 lb., some of which might be due to additional standard equipment. So I expect something similar for the e-Golf.

I doubt 12 kWh will be only 100 lb. Even assuming 150 lb, it’s still 27 lb/kW, same as SparkEV and far away from Bolt.

How do you figure this will be quicker than the GTI? The i3, which is still more powerful AND lighter than the eGolf is STILL not quicker than the GTI. Similar, having owned both (MK6 GTI), but I don’t see how you concluded this will be quicker.

GM and Tesla laugh.

Don’t forget, “LG”…

They might be laughing but not to the bank. Even without the upgrade, it outsells GM and Tesla combined in Europe.


I’m shocked. How 30k$ car can outsold 70k$ car?

However Golf vs Spark is spot on. Sadly it seams GM can’t make money on it. It’s compliance car only in numbers. Everything else is quite nice. Alas GM learned a lot and Bolt vs Golf will not be as one sided slaughter in EU. Good.

If it keeps the same price I think this will sell very well especially in Europe. I just hope they start selling it across America when it comes out

Still only in compliance states?

Yep, that’s the question.

Maybe ask your state to comply ?

Should I also make the car myself while at it?

Should we start a pool on which decade VW will no longer be a U.S. Compliance Car automaker?

If a car is sold worldwide it is not a compliance car as compliance cars only apply to the USA.
“Should we start a pool on which decade VW will no longer be a U.S. Compliance Car automaker?”

In the U.S., it is quite obviously a compliance car. It makes no difference to me whether I can buy one in Germany, since I’m not about to move there to buy one. Or to California.

It makes no difference to me whether I can buy one in USA, since I’m not about to move there to buy one, but I can buy one in most other counties in the world.

What, if anything, is your point? Whether or not you can buy one in some other country has no relevance to whether the eGolf is a “U. S. Compliance Car” as the person you replied to (Rich) so clearly wrote. Possibly you were not aware that “U. S.” is a common abbreviation for “United States of America”?

Exciting news – especially happy that they up the power as well!

Will be interesting to see the price, and how it’ll fare against Bolt/Ampera-e.

Also interesting to see what Nissan is doing for next year. It’ll presumably not be easy to sell the lineup they’ve struggled to push in 2016, even if the prices are lowered a bit. I think they have something in the pipeline. I hope they do.

Does this mean we get an 60kWh Golf from 2020 with the full modell upgrade? There are more space in that floor.

The e-Golf sales pretty well considering it’s only offered in a few states. I wouldn’t expect sales of the eGolf to increase dramatically even with a larger battery unless VW starts selling them in a lot more states.

Finally they’ve put some money where their mouth is! An EV with decent range for me! This would replace my leaf … if it’s priced right. Now about VW’s reputation for unreliable electronics …

I think VW can do better…than 124 mile real driving range…where is the 200 mile EV?

If it increases from 118 to 186 in EU, then based on the US EPA’s 83 mile range, it should be

186 / 118 * 83 = 130 mile range in US with the newer battery.

Who provides battery for VW. It looks like many battery makers were able to achieve 50% range increase.

Samsung’s battery that goes into i3 is increasing from 60 Ah to 94 Ah.

What is most important is the price. I hope BMW & VW won’t raise the price so much since the upcoming Bolt with 200 mile range and a 37.5 K price tag will keep the pressure on these companies.

… on range :

I wonder if there’s not a “no man’s land” of battery capacity?

At 124 miles range, the e-Golf seems plenty for a daily commuter/city car. But if you’re really serious about taking road trips … I think you have to go significantly higher. I’m not even sure the Model 3’s base at 215 miles is going to work that well for US drivers.

So the no man’s land might exist between, say, 120 miles and 300 miles of range?

/Obviously the level 3 charging network will be just as big a factor.

I wouldn’t really think so, there are so many different applications for cars that a car of just about any range is going to right for at least a certain number of people.
Even when your talking long trips you will find a large portion of people make the same long trip every year, they know exactly how far it is and as long as the car they buy can make this trip they are probably happy, in fact even if they had to stop for lunch and recharge they are probably happy.
I am exactly like this, always travel about 220-230 kilometres to visit the folks in the summer, but thats the biggest trip I make every year, as long as an EV can cover that it would be fine for me, the once a year or less I drive somewhere far and random I am sure I can make do or rent something else for the day(s) required.


It depends on how often and how far you’re travelling. 200 mile trip could easily be made with one 35 min DCQC stop in the middle. 300 mile trip with two 35 min stops.

If you only take that kind of a trip a few times a year, it’s not an unreasonable trade-off for never having to stop at a gas station (one ten minute stop per week = 520 mins = 8.7 hours per year).

You’re right that DCQC station placement – between cities – becomes important.

No doubt that most people won’t be that adventurous with a 124 mile car. But from a purely practical viewpoint, it’s not that much of an impediment unless you’re making 200-300 mile trips more than 4x per year.

“You’re right that DCQC station placement – between cities – becomes important.”

And that is why no one can compete with Tesla until they increase the speed of their fast charge system and deploy them everywhere.

In germany i expect 3 types of driving patterns

Low usage: less than 70 km always (50 miles)
Middle usage: less than 300 km (180 miles) always, except 1 times a year.
High usage: almost 600+ km (320 miles) daily, driven at 150+ kph if possible.

Battery size needed for those cases are 16/60/200+ kWh. If you expect bad charging infrastructure.

Nation wide, or only selected states?

Now, let the game begin!


120 kw motor … that could farfegnugen your tires up.


No, FahrEVrgnügen.

I thought the mods would censor me if I spelled it out correctly…. I guess the f-word is ok here.

The 2015 SEL I have with my fat 250# carcass is already at the limit of tire traction, probably from 0-20 mph. VW will need traction control immediately as soon as the rain starts falling in the 2017. For a Golf, it’s going to be a monster off the line from a dead stop. Probably close to 280 ft lbs of torque in the new motor, and heavier gauge wiring to handle all the amps it can suck down, and the heat the windings can make too.

I wonder why the Germans like to use amp hours so much? It’s only good for comparing cells of similar size and voltage. It would be much more informative if they used watt hours/liter or joules/gram or something like that.

In the case of the e-Golf and i3, they are literally dropping in a higher capacity cell of the same dimensions in the same pack structure. I think their roadmap is also in Ah capacity.

124 miles should be an acceptable range going forward.

For entry-level EV’s I agree. That is sufficient for traveling around a metro area.

$35K EV is not entry level. They (any auto maker) need to bring the price down below $20K before subsidy to be considered entry level. As of now, only SparkEV on special sale is below $20K before subsidy.

Yeah. It is good for a local driver. Certainly much better than the 80 mile range EVs that can be a bit frustrating. But i wouldn’t want to take a 124 mile EV fora multi-hundred mile trip.

The 2017 Leaf better drop the old 24 kWh battery completely.

Right — it is worthless….

There are rumors on first Oktober Renault-Nissan will present on Autosalon in Paris the new LG cells Bolt is using, the Zoe uses 192 so it could be boosted to 40 kWh and in Leaf more…

Drop the 24kWh unless they can loss lead the price. Get that car down to 20k or less…

Not in Canada, eh.

I feel bad for anybody who bought the 24kwh VW, or first version i3. Those cars depreciated a lot faster than battery technology improved.

With 30% gone as soon as leaving dealer saloon because is federal and state incentives?

Sure. But after that? Any analysis that takes into account incentives?

No need to feel bad for those of us for whom the current i3 BEV’s range is sufficient and who plan to keep our i3’s for many years. For us, depreciation is irrelevant.

Oooh, Oooh, might have to trickle down the 2015 e-Golf SEL for a 2018 after 3 years. Very, very interested, since my 2015 so far has been just wonderful. Maybe sell it to a non compliance state customer, that lives outside of CA.

The problem with selling EVs outside of their home state is that the dealerships in the other states are not certified to work on the cars. I thought of buy an eGolf a while back but I was afraid I couldn’t find anyone to work on it if anything went wrong. The FFE is sold and serviced in Texas so that gave me some security.

No auto pilot!

Actually eGolf supposed to have adaptive cruise control.

Please please VW, add a 10 or 11kw charger pack on board for the 2017 model, in the USA market. It’s a necessity.

GFU, if you really are a scratch golfer, sort of like a Master in Chess, few people ever achieve that. I’m a 12.

And for others, Please VW, do NOT sacrifice the handling and driving capabilities of the e-Golf with it’s firm handling and great ride .at both 75 mph on the freeway, and 35-50 mph in the curves of the canyon roads. It’s close to the GTI, a benchmark car in 1984.

+1 loving it

Yep, such a pleasure to drive.

Upgrades for the current customers e-golfs?

Yes please. Make the new battery technology available as upgrades to older cars too.

Pinch yourself, cause you’re dreaming. Though sometimes dreams come true.

BMW is doing it.

And who will pay 8000$ + work hours for a Golf Battery upgrade? More than 100 nationwide? Really?

The article says: “Unlike Nissan and BMW who are continuing to offer their “old technology” batteries in their cheaper base trim levels on the LEAF and i3 …”

Jay, do a fact-check on this. I think this is incorrect about the BMW i3. It will be offered only with the larger battery.

Now please put this new battery tech in the current Volvo XC-90, BMW X5 40e, Audi A3 e-tron and the Cayenne SEH!!!

Maybe we could get 25 miles of real range out of these – which would be great!!

Actually X5 xDrive40e has 26 Ah cells made by Samsung SDI.

Recently in Beijing Samsung SDI unveiled 50 Ah cells for PHEVs with the same volume made to replace the old 26 Ah cells.

We can expect the 14 EPA miles range to improve to 27 miles.

Next year the upgrade will come.

Hooray – I’m assuming I’ll have to wait for the next Gen Cayenne and X5 (2018) – which are both due for a refresh and currently undergoing testing – 18 months is my guess.

Now if they are smart they will make these CA HOV lane compliant so they can get the new green stickers set to be released in Jan 2018 – if the new bill passes, which it should.

Presuming that you can charge at work – else the “average” CA commute is 25 miles.
A mpg improvement, no doubt, but seems rather the Wrong vehicle for green sticker, based upon Why the sticker was ever offered in the first place to BEVs and Very Efficient PHEVs.
Last -I- heard, the X5e got 25-ish Real mpg after the juice runs out, decent, but Hardly green sticker material.

If the battery upgrade is due for next year it has do undergo testing and implementation issues at the car manufacturer. That makes the new battery available in not less than 3 years inside cars.

Yet again we measure a car driven mainly in the EU using the US yard stick. I know it will be sold in the US but the car is really designed for the EU. London to Edinburgh (a long drive by UK standards) 397 miles 7.5 hours driving (if you are lucky). Assuming 130 miles on first charge plus 100 miles per fast charge you’d need to stop 3 times or about every 2 hours. That is ok, I count 10-14 DCFC’s along or near the A1(M) so I assume that there are a 3-4 stations that are compatible, sensibly placed and working. IMO we are at the start of the sensibly priced and specified mass market cars. The 24 kWh leaf is ok and would be able to allow most people in a country like the UK to still be able to get to places that they currently drive to but if you want to do a long trip it becomes extremely painful with 4-5 stops. You don’t want to be stopping for 30min every 1 to 1.5 even if it is only once or twice a year. At 36 kWh I think you will be able to pretty… Read more »

Contrary to popular belief, the average daily commuting distance for the US & EU is pretty much the same _for people who drive_.
The average over the entire population is lower in Europe because many people use public mass transit and/or bicycles, but that’s irrelevant for EV suitability.

That said, many Europeans have a lot of annual vacation time (4-6 weeks), and driving across Europe seems to be ver popular… Including from the UK to the South of France, Italy, Spain or Croatia.

For that reason, I expect 200mi AER (EPA-type numbers) EVs are going to be the number at which long trips become reasonable without compromise.

I’m coming from quite a weak position as I don’t have any hard numbers but from the time I spent in the uk, Germany, Belgium, USA and Australia my gut feel is that a bev with a 35 kWh battery will be very practical in the uk, for most people. Belgium I am not sure about. Germany has autobahn’s so I suspect ev’s will struggle there because of the higher average speed even though the distances driven are probably not that different to the uk. The US and Australia both have a road trip holiday culture, obviously not everyone, but my feeling is if you recorded the longest trip every 3 months of 100 people the US and Australian drivers would be 50% higher than the Europeans even though the average might be very similar.

I’d be interested to hear from some Norwegian drivers about their thoughts on range and driving habits especially how different it is driving in Norway vs Germany or the uk. Let’s face it it can’t be that different and 20-30% of new car drivers don’t seem to be having any issues in Norway with ev’s so maybe range isn’t such a massive issue.

Wth? They didn’t include a 11kW 3 phase charger for europe, that’s just bonkers. The new i3 will get this chargers as standard, and the Renault Zoe already has it. So does the Tesla in Europe.

I can’t see how they can offer such a iffy charger on this large a battery as standard.


All European electric cars should be available with a 3 phase charger.

What about NA?
3 phases is also pretty common in any commercial or industrial area in USA or Canada or anywhere else for that matter and this is where most public station is installed.
It’s a mistake not to go 3 phases because it’s so much more efficient.

The problem is that NONE of the EV charging infrastructure is 3-phase. J1772 is inherently single phase, while the Mennekes Type-2 inlet on European EVs is natively 3-phase. Therefore, talking about 3-phase in USA is useless. However, an automaker putting a single phase on-board charger in a European car that has a 3-phase inlet is ridiculous.

It’s too bad that the countries that have adopted the SAE J1772-based single-phase CCS standard didn’t adopt the 3-phase European Mennekes CCS standard instead. That would have eliminated 1 standard and made 3-phase charging possible in the J1772 countries. 3-phase charging would only be possible at public charging stations since 3-phase power isn’t available at residences like in many parts of Europe.

In the USA, make the J1772 charger on board 40 amp and 240V capable, for 9.6Kw charging, running a 50 amp circuit breaker and #6 wire. Still 4 hours to charge at home with this bigger capacity battery.

3.6 kW charger on a 35 kWh battery is a joke.

Not really, at least not in the eu. 10 hrs for a full charge at home isn’t that crazy. Yes it’d be nice to have the option of faster charging but really I can’t see it being that big a deal.

Most European homes support 16amp circuits without any changes to the systems. Most homes already have that 400V 3 phase system installed to provide for ceramic field/induction cookers, ovens, power tools, garden machines and more.
Cheapest thing to just have an electrician install a home charger to the garage/carport/driveway or use the existing and plug into the red 3phase outlet.

And they provide 11kW. Hence, VW is ignoring the standard capability of EU homes and IMHO makes the charging unnecessarily unattractive if they only offer 3.6kW charging or even 7.2kW charging.
If any competitor car can be charged with 11kW at home and only the VW offers cannot, what does that tell you about VW? Not competitive.

Nope, there might be 3-phase electricity in many german homes and maybe in some other european countries but Europe is not just Germany.


Just moved to France. 3 phase in a 50+ year old house. Not as common as in Germany but still…

VW has no interest in selling EV.

This is the reason why they put a crappy charger to their car.

This is the reason why they overprice.

Do never believe VW!

3.6kw is a mistake, most European homes can work with 7kw on board charging at full power, and it’s much preferred – they should have made the shift. It doesn’t add much – if anything – to the cost of the vehicle and makes charging at home much cheaper, as the 7kw charger could fully charge from empty within the Economy7 (off peak power) period. 3kw just won’t cut it. And if you have free charging at work… 7kw could tank you up within a normal workday – bonus!

I need the e-Up! with the same battery tech! C’mon, VW, do it!

Yea that would be about 26kwh and about 110miles real world range. More than enough for what is mainly a city car.

Maybe theyll introduce it with the upcoming up! facelift in 3 months?

Mmmm, I wonder how this goes in relation to the next generation Leaf, which will be announced around the time the refreshed e-Golf goes on sale. It might become a case of too little too late.

Seems like they will surpass each other in next few years. Every “upcoming” model will have better consumer characteristics.
Like Musk said: If you wait for a perfect car, you can wait forever.
In Europe people seem to be satisfied with current generation EV’s/PHEV’s, in America it doesn’t work.

In North America, current generation EV’s work fine for many people. Unlike in Europe, many (most) American families have more than one car, so a “city” EV can be one of them.

“Seems like they will surpass each other in next few years”

In this case, not. As stated in the article, the e-Golf will remain the same until 2020 and will have to compete with a much longer range LEAF and a Tesla Model 3 and an Opel branded Bolt for a few years. I see them having a hard time.

“In Europe people seem to be satisfied with current generation EV’s/PHEV’s”

Where did you get that info from. The current 100-150 km range EV’s only appeal to a very small public in Europe.

OK, if this is a battery- and motor-only update, and no major changes otherwise, engineering and production integration should be reasonably straightforward… (Their next-gen BEV platform, MQB, should take another 2-3 years).

This is the first potentially high-volume sales BEV from VW Group.

After all the announce-ware and concept-ware they do, and speaking about atoming for Dieselgate, let’s see when the car actually becomes available, where and at what price, and whether VW will make a serious marketing effort.

What I don’t understand is why they don’t supply a triphase 400 V 16 A recharge possibility since most houses in Europe have that available in the garage as a standard power supply socket for tools or other heavier appliances. At the corresponding 11 KW, the car would charge 3 times faster than with a low 3.6 KW power supply. Tesla is providing that on the Model S and with the double charger you can even charge at 32 A which is 22 KW. This is even more easy at work where 400 V socket are everywhere so why not on the parking for cars.

VW: “Look what I can do.”

I’d rather have 50 miles range + REX. 80 or 120 miles is almost the same usability.

And after 50 000 miles you’d have to buy a new battery. Don’t you people realise that if you buy a plug-in hybrid you will do the battery’s 1000 cycles in just about 2-3 years?

Really?? My volt is 4 years old with over 1400 cycles. I use the full 10.4kwh every day.

In California, the warranty is 10 years/ 150,000 miles. Other parts, 8 years/100,000 miles.

Baller move, Volkswagen! More torque in the motor, almost 50%, and more capacity in the same sized battery configuration. Make that battery retrofittable into my 2015 SEL US e-Golf, so we too can get some much needed added range.

200+ miles or GTFO

Stupid people draw stupid lines in the sand.

A 200 mile EV is not stupid.

No a 200 mile EV is not stupid. But 200 mile or nothing is stupid. Read the line in the line.

“Stupid people draw stupid lines in the sand.”

If the year was 2009 “200 mile or nothing is stupid” but it is 2016 and we have spent billions on clean renewable energy research and tech,therefore, a 200 mile EV should be the minimum. Wake up man…or would you be happy with dial up speeds in 2016?

No such thing as a stupid line, just stupid people writing such things…

I assume it’s still a compliance car, so since I can’t buy it, I don’t care – and neither does Volkswagen, apparently.

Is is a compliance car? I thought these were only sold in California.

The e-Golf is available Europe-wide. That doesn’t say ‘compliance car’ to me.

Looking forward to this… the eGolf is a nice EV. So… one that can do between 125 and 185 miles would be great. I get around well now with a 100 mile LEAF. So this would be a heck of a deal if the cost is low enough.

i am a VW hater since ever.
vw always had the same system.let others do the hard job,an rhen copy the success.
and now? nissan and renault did the hard work,first the built a e-golf,and with the 35kwh battery the bring the e-golf on the top of the range.
range is all what counts.
i dont need a new designed leaf,all i need are real 250km range

Not just VW using that strategy though…

Renault-Nissan will show 400 km NEDC about 5 months.

Well, the 2017 models are rolling off the boats and the range is unchanged.

I have a 2016 e-Golf and it already gets about 125 miles real-world range (avg 5.2 mi/kWh). I do not drive fast though. If you drive it at 70 MPH or more, or drive aggressively, you will get less than 100 miles range. This new battery should get 175 miles of range theoretically. Of course if the car is heavier, the consumption might be higher, like only going 4 – 4.5 mi/kWh?

I drive a 2016 eGolf as well, do a lot of freeway driving at different speeds, depending on traffic, and my average consumption is 5.0mi/kw in summer, 4.3 in winter. If I drive in-town or below 45 miles/hr, I can easily do 6 kWH in summer. Having tried out different things over the last 12 months, to my observation, unless accellerating or breaking really carelessly, electric cars seem to drive more against the wind resistance than anything else, which explains the strong relationship between speed and consumption. I assume that’s why the current eGolf is limited to 85mi/hr even with plenty of torque left at that speed, it simply would drain the battery too fast. So to give you my take on your question, the second dependency is of course weight, but with highly efficient brake-energy regeneration, it seems that matters not much in consumption at all. I see a huge dependency between driving uphill and downhill, but I’m always impressed that if I drive up a mountain and come back down, the mi/kw is only slightly lower than on a flat surface road. So I think an electric car with much heavier battery will have only slightly increased consumption.… Read more »