How good is the VW ID.7 in winter?

No car has ever been rated "very good" in the annual test of the largest German automobile club. Until now. The ID.7 from VW changed this record as the first vehicle ever. Reason enough to take a closer look at the "native" East Frisian. The Volkswagen is built at the Emden plant. And that is how it should remain. We were able to test the sedan in the Pro version for two weeks. The focus, as always, was primarily on the assistance functions and the user experience. The latter includes - especially in winter - the real range of the electric vehicle. Let it be said in advance: A range of up to 395 kilometres is not possible at consistently crisp sub-zero temperatures, which prevailed in the Lower Saxony test area in mid-February. Nevertheless, the ID.7 also convinced us.

Infotainment and User Experience in the ID.7

The central screen of the ID.7 in landscape format presents a clear tile view, which strongly resembles the design of Apple Car Play. The navigation system is integrated into the interface and can be personalised with various widgets. As a tactile volume control is missing, volume and climate control are exclusively regulated via touch sensors below the display. The top bar of the screen offers quick access points that are individually customisable. The main menu is designed with various icons, similar to smartphones. Apple CarPlay and Android Auto are seamlessly integrated.

The infotainment system includes features such as the online voice assistant "IDA", which is connected to Chat GPT. There is also an AirConsole In-Car App, allowing games to be played directly on the large display. Optionally, a Wellness In-Car App and the Connected Travel Assist with online data are available. Unfortunately, VW's IDA also fails to respond reliably. Even the simplest commands, like activating the massage function, posed unsolvable problems for the ID. assistant.

Too few tactile controls in the ID.7

The optimised user interface offers more customisation options and shortcuts, making the system significantly more flexible to operate. Additionally, the infotainment works quickly and stably. The climate control has been improved, particularly through illuminated sensor surfaces under the monitor, which allow easier use under all lighting conditions. The basic climate functions can be controlled directly via a designated area on the touch display, while an alternative menu in plain language ("warm hands", "cool feet") allows for more intuitive use. Also positive: shortcuts for frequently used functions can be individually customised at the top of the screen, making navigation through menus easier. The dynamic light strip under the windscreen provides useful visual feedback, such as navigation instructions or battery status.

The infotainment system features enhanced functionality: The navigation system offers online functions, while DAB+, Bluetooth, and wireless Apple CarPlay and Android Auto are standard on board. The optional Harman Kardon sound system installed in our car sounds good, but not more than that. The climate control is less intuitive than mechanical rotary knobs. Additionally, the multifunction steering wheel with touch-sensitive buttons leads to deductions: The lack of clear separation between the buttons and the artificially generated haptic feedback make operation difficult. The swipe function for volume control is also imprecise and less practical than classic rotary knobs.

Do the assistance systems in the ID.7 annoy or help?

Hands-free driving, even if only for a few seconds, is not really possible in the ID.7. However, this could change. When asked, VW says: The underlying software architecture of the ID.7 is built like a server-based service platform. This is intended to enable efficient data processing and simplify the exchange of information between different systems without compromising safety. This architecture is particularly crucial for future technologies such as autonomous driving at Level 3 or higher: While real-time critical systems like steering and braking continue to operate in separate, specially secured control units, highly networked functions - such as charging management or assisted driving - can be used flexibly across various interfaces and continuously optimized. This scalable structure is intended to facilitate the integration of new assistance functions and make the system future-proof.

So far, however, it remains with the basic equipment: The driving assistance system includes, among other things, a lane keeping assistant, a speed warning, fatigue and attention warnings, as well as the emergency brake assistant (Front Assist). The Travel Assist also offers the possibility of assisted lane changes. In the test, however, this did not really work reliably. The adaptive cruise control (ACC), on the other hand, works precisely, as does the lane keeping assistant. Only in tight corners does it intervene too abruptly. The driver monitoring works unobtrusively and only gives warning signals in understandable situations. The acoustic speed warning activates automatically at every start - this is quite annoying and anyone who only wants to use it visually has to laboriously set this in the menu.

Electronic Architecture and OTA Updates

Central architectures are standard at VW in the Modular Electric Drive Toolkit (MEB). In terms of hardware, Volkswagen relies on a central architecture for the ID.7. Two high-performance computers, the so-called In-Car Application Servers (ICAS), take over the main tasks of infotainment, ADAS functions, and powertrain control. This reduces the number of distributed control units and allows for easier maintenance and scaling. In general, according to Volkswagen, they are pursuing a consistent further development of the zonal architecture within the framework of the Software Driven Vehicle approach and refer to existing partnerships with Rivian for the western hemisphere and Xpeng for the Asian market.

The software architecture is designed as a broad service platform that facilitates data exchange between systems. This structure allows for continuous updates over the mobile network (OTA updates). Highly networked functions such as charge management can be updated or expanded, while safety-critical functions such as brakes and steering remain on separate control units. The centralised architecture also offers the possibility to provide new functions via "Function on Demand". This allows customers to purchase additional features temporarily or permanently.

Conclusion

After the end of the two-week test phase, it is difficult to hand back the ID.7. Despite all the justified criticism that Volkswagen has faced recently, it can be said with a clear conscience that the Wolfsburg, or rather the Emden team, have built a really good car here. Even in the depths of winter, the saloon was impressive across the board. In particular, the very fast charging of the battery, including the option to manually preheat it at the touch of a button, means that even in winter there are no range anxieties or charging frustrations.

In general, the ID.7 combines a modern infotainment architecture with a solid suite of assistance systems. The consistent use of a central architecture allows for high flexibility in the introduction of new functions and updates. The combination of largely intuitive UX design, comprehensive sensor technology, and powerful computing platforms shows that Volkswagen is making an important step towards a software-defined vehicle with the ID.7. Despite some optimization potentials, such as with the voice assistant, the vehicle offers a convincing mix of technology, comfort, and safety.

This article was first published at automotiveit.eu

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