Volkswagen e-Golf Battery Removal – Video

SEP 3 2015 BY MARK KANE 20

Volkswagen e-Golf

Volkswagen e-Golf

VW e-Golf

VW e-Golf

Volkswagen e-Golf is slowly becoming more popular, so now we can spot some videos more often.

Here is a battery removal video, nothing fancy, but it does provide us with an opportunity to compare the pack to other EVs.

e-Golf uses:

  • 24.2 kWh lithium-ion battery pack
  • 264 cells 25 Ah from Panasonic
  • 27 modules – 6 or 12 cells per module

“Removing the battery from a MK7 E-Golf.”

There is also an older video on the same topic:

“First HV class for the VW e – Golf removing the High Voltage Battery Pack”

Categories: Videos, Volkswagen

Tags:

Leave a Reply

20 Comments on "Volkswagen e-Golf Battery Removal – Video"

newest oldest most voted

His comment about the Leaf and the battery taking up trunk space is definitely wrong.

He was probably thinking of the Ford Focus Electric…

I assume he’s thinking of the hump for the charger in the 2011-2012 LEAF.

No where near 2/3rds of the trunk space, and not for batteries.

Huh, I found something similar recently from a C-Zero, but has a lot less to look at (although the modules are yellow instead of the usual blue.

It is kinda cool that VW has created a battery pack that will work in the same chassis as ICE, hybrid, and plug-in models.

But on the other hand, it seems they are space limited such that the 24.2KWH pack is not going to cut it anymore. So they need to figure out how to get more battery in there. Perhaps they’ll have to move to a specialized chassis for the EV model since Tesla seems to be the only ones to get it right.

Is has a lot to do with the size of the vehicle. The BMW i3 has a specialized chassis which uses a similar “skateboard” design as the model S. Yet the capacity is similar to that of the e-Golf. That’s partly because of lower volume density, but mostly because the Model S is roughly a full meter longer and 20cm wider than the i3, so it has much more room for batteries. It will be interesting to see how much Tesla will pack into the Model 3 (assuming it’s a significantly smaller car than the Model S as stated by Elon).

Well, they found room for an ICE and the fuel tank. If they stuffed that space with batteries they could have had much more electric range.

An engine can be placed in the crumple zone. A battery can not …

“for the EV model since Tesla seems to be the only ones to get it right.”

Yet Zero, Lightning, and arguably Mission crossed the 100-mile line years ago. Beat Nissan, and arguably Kia to it.

Oh that’s right, you think “vehicle” == cage. This is all besides BYD, Proterra, New Flyer, Trans Tech, and the lesser Chinese coachbuilders.

We were right to nickname them cages.

“years ago”? The longest-range electric motorcycle, the Zero S, even the extended -range 2015 models, still won’t do 100mi at twisties/swwepers-type speeds (50-60mph).
If you add the top-heavy POwerTank it will, but not at freeway speeds.

Unless you happen to live in the middle of the scenic route, electric bikes are still unusable for a day’s worth of sport-touring, (200mi of “administrative” freeway riding + 200mi actual fun riding), since there are no reasonable quick charge option (and no, doing what Terry Hershner does — carrying thousands of $ and 180lbs of chargers with him, using custom bodywork — doesn’t count as reasonable. He’s exceeding the GVWR anyway).

Hmm, I guess it wasn’t designed to be removed without 6 techs standing by to make sure it does not snag on cables as it drops? No battery swap station for this EV.

Looks like a convolutedly converted ICE, with a strangely shaped and rather tiny battery. 😛

Harness is a black art. Finding a better artist gets you better harness.

I own an eGolf and its actually pretty awesome, it goes 80-100 miles distance, charges in 3.5 hours over night and feels like a real car, except it has those really cool tron-led lights in the front.

Having a real golf chassis means mature engineering on the seats, i.e. I can access trunk from back seat, fold down an armrest with cupholders etc that even tesla does not have on the model S.

Of course its acceleration is nowhere near the model S, but it still beats any gas car off the line at the two lane redlight turning green…

What is interesting and different from other EVs is that the battery is not under the floor in front of the second row, maintaining better seating position for rear passengers. Kia soul has a significantly higher floor in the back. Leaf and i3 are higher cars, but still the height of the rear seat above the floor is relatively low. They also used space for the transmission of the ICE. But it would be hard to use more space in the engine compartment since the motor and HV unit is quite high filling the front space. i3 and Tesla split this unit to save space, but Leaf and Zoe are conventional in keeping it in one piece (2014 onward).

Problem with this Chassis we will see when 30 kWh Leaf arrives, VW cant react because there is no optimal room like in Leaf, i3 or Model s.

Could indeed be problematic but do we know for sure yet that this increase (for leaf) does not come from improved energy density ?

Yes, i think so. But VW actually uses cells with higher energy density then the Leaf. I mean VW has around 170 Wh/kg, Leaf less. So perhaps VW could improve 10 %, but not 25 % like Leaf.

It would take a huge jump in technology to pack significantly more electrons into this vehicle.

They should have redesigned it as a pure BEV in the first place. No compromises on pack shape or size then.

I’m sure they will, once sales justify it. Remember, this is the first generation.

Interesting how all these battery removal videos are done using brand new cars in a pristine lab environment.

Real world battery replacements will be done on 10 year old cars with salt corrosion, underbody damage, caked in dirt and grime, and in a dingy service shop without super high tech lift platforms. That’s when we’ll find out how good or bad the battery pack design and R&R procedures really are.