[JimmyVW]

So i'm looking into the Scheduled/delayed Charging feature that everyone seems to have issues with, just to see if i can pinpoint what is going wrong.
For me it doesn't seem as broken as i was initially thinking it was, but I'm really curious what everyone's experience is.
I will update this post over time with more data I've gathered and conclusions I've drawn.

Car: European Model Year 22 ID.4, with OS version 2.3 (factory default)
EVSE: 11KW 3-phase smart charger (dumbed down for these experiments)

1st test:
So I have off-peak rates between 11PM and 7AM (23:00 - 07:00) weekdays and full weekends.
I've defined my home location as a charging location, set 23:05 to 06:55 as preferred charging times in the car, set the "leave time" to 7 AM, and set the maximum charge level to 80%.
I've also defined to unlock at the end of the charging.

Start of charge level: 72%
End of charge: 80%
Actual charge window: 0:48 AM - 07:48 AM

Power consumption graph (from the whole house):
Dutch -> English
totaal -> total
fase -> phase
stroomverbruik -> powerusage

SOC graph (in percentage):

Analysis:
Ignore the bumps in the red phase 2 and short sharp spikes in the blue phase 1, those are from other appliances.
what you see is that due to the high level of charge, the car decided to only trickle charge on phase 1 (blue) with 1KW until around 07:30 AM and then briefly 3-phase with 11KW until 80% SOC was reached at 7:48.
conclusion is that the car is quite smart with it's charging, only doing a fast charge in the final moments, likely to warm up the battery a bit and/or make the schedule.
problem with "making the schedule" is that it is an hour late...
The cable was released upon completion of charge.

Hypothesis:
The car internally uses a wrong timezone somehow (ignores summertime?) and is therefore an hour late.

Test 2:
For this test I've simply set my preferred charging time and leave time 1 hour earlier to 5:55 and 6:00 AM.
This time the battery was also much further discharged.

Start of charge level: 42%
End of charge: 80%
Actual charge window: 02:53 AM - 06:23 AM

power consumption graph (from the whole house):

SOC graph:

Analysis:
Again, ignore the short spikes in phase 1, that's noise.
This time the car needed to replenish about 30KW, so it decided to do a 3-phase charging from the start, but limited to 8KW.
Again at the end it speeds up to 11KW for 20 minutes, likely to preheat the battery.
Cable was unlocked again at the end of the charge
Due to the adjustment of the end time it now finishes well before 7 (but still after the requested 6 AM)

Conclusion: setting the leave & preferred charge time an hour earlier worked, even for a deeper discharged state as a 42% to 80% charge.

Hypothesis:
Due to the apparent one hour internal offset, could people be trying to disconnect the cable while it's still charging and therefore still finding it locked?
As most of the charge is delivered at the end, leaving early could also cause the charge to fall short a lot.
Still my newer car could have fixes others don't have yet.

I'll continue testing, playing with and documenting this feature, to better understand it, so "to be continued"
In the meanwhile, I'm curious to learn what charge curves and behavior others see.
It could be the car uses a fixed time zone to interpret the preferred window and/or leave time.

If you have access to your smart meter and /or EVSE data logging just as me, please chip in so we can find a decent solution for many.
my current settings from WeConnectID (Dutch, sorry):
thuis -> home
weekdagen -> weekdays
Details vertrektijd -> details time to leave
Voorkeurstijden -> preferred times (to charge)

 

[mochalatte]

I have to admit that since I've known from the beginning that scheduled charging is "broken", I haven't even begun to look into it. So I have some questions:

So i'm looking into the Scheduled/delayed Charging feature that everyone seems to have issues with, just to see if i can pinpoint what is going wrong.
For me it doesn't seem as broken as i was initially thinking it was, but I'm really curious what everyone's experience is.
I will update this post over time with more data I've gathered and conclusions I've drawn.

Car: European Model Year 22 ID.4, with OS version 2.3 (factory default)

Is it possible that scheduled charging in in better shape in 2.3 vs. the 2.1 that most of us are using?

1st test:
<snip>
Start of charge level: 72%
End of charge: 80%
Actual charge window: 0:48 AM - 07:48 AM
<snip>
What you see is that due to the high level of charge, the car decided to only trickle charge on phase 1 (blue) with 1KW until around 07:30 AM and then briefly 3-phase with 11KW until 80% SOC was reached at 7:48.
conclusion is that the car is quite smart with it's charging, only doing a fast charge in the final moments, likely to warm up the battery a bit and/or make the schedule.

That's awesome! I love that it employs the gentle charging knowing it has plenty of time to do so.

Hypothesis:
The car internally uses a wrong timezone somehow (ignores summertime?) and is therefore an hour late.

Ok, yeah, that a significant bug especially given that it uses a blast of high wattage charging to reach the final SOC goal. But is that bug enough to explain all the problems everyone is having? I mean, maybe? Your car thinks that you aren't leaving until an hour later at 80% but when when the owner tries to get in their car at their departure time they find that the car is still only at 70% or so and that the charger is still locked. Is that what folks are experiencing--and it's all explained by the car getting the time zone wrong or Daylight Savings Time wrong?

Analysis:
This time the car needed to replenish about 30KW, so it decided to do a 3-phase charging from the start, but limited to 8KW.

Have you ever seen the car pick something between 1kW and 8kW? I wish it would also pick 2kW or 4kW if those are sufficient.

Hypothesis:
Due to the apparent one hour internal offset, could people be trying to disconnect the cable while it's still charging and therefore still finding it locked?
As most of the charge is delivered at the end, leaving early could also cause the charge to fall short a lot.
Still my newer car could have fixes others don't have yet.

Great questions! (Especially since they were the same I just asked in this post. )

my current settings from WeConnectID (Dutch, sorry):

Ugh, that's another short-coming of Car-Net. Unless I'm missing it, I don't see a way to set up scheduled charging in our app.

But since I have a Shelly on my EVSE measuring power and have an OBD dongle (which everyone keeps telling me to use at my own risk), I could do similar types of experiments. I'll try to contribute when I have a chance.

 

[mochalatte]

SOC graph:
View attachment 5183

How are you getting the SOC data? I just assumed you are using an OBD dongle and an app but wanted to make sure.

 

[JimmyVW]

How are you getting the SOC data? I just assumed you are using an OBD dongle and an app but wanted to make sure.

The car uploads it near real time to VWconnectID, and there are public tools to interface with their API and grab it.
So i log it permanently to a database. no permanent dongle needed. Possibly you could use EV-notify with a dongle?
I know Carnet is much less reliable and thus useless for this task

 

[Joe_U698745]

In short you're saying that scheduled charging works but is not taking into account time changes due to daylight savings time, correct?

I know in my case that if I select charging to start at 10PM, end at 6AM, the car does not start charging at 10PM (maybe because the software thinks its 9PM). If however, I open the driver's door with the key in pocket and sit down, the EVSE starts to charge the car. If I get up off the driver's seat, charging stops.

 

[JimmyVW]

Great feedback! am happy to help however i can.

I have to admit that since I've known from the beginning that scheduled charging is "broken", I haven't even begun to look into it. So I have some questions:

Is it possible that scheduled charging in in better shape in 2.3 vs. the 2.1 that most of us are using?

Possibly, though people with 2.3 generally mentioned that it was still "just as broken"
Hence me asking others here to test as well.

That's awesome! I love that it employs the gentle charging knowing it has plenty of time to do so.

Yeah i was really happy to see the difference in charging behavior as well, same with the fact it tries to charge as late as possible to reach the needed level "just in time" as this would generally be better for the battery.

Ok, yeah, that a significant bug especially given that it uses a blast of high wattage charging to reach the final SOC goal. But is that bug enough to explain all the problems everyone is having? I mean, maybe? Your car thinks that you aren't leaving until an hour later at 80% but when when the owner tries to get in their car at their departure time they find that the car is still only at 70% or so and that the charger is still locked. Is that what folks are experiencing--and it's all explained by the car getting the time zone wrong or Daylight Savings Time wrong?

I find that a weak explanation as well, that is why i wanted to get input from others.
Could also be that it uses a fixed European time-zone, making the charging experience a total disaster in the US.
Only way to know is to have some-one help me test more

Have you ever seen the car pick something between 1kW and 8kW? I wish it would also pick 2kW or 4kW if those are sufficient.

Not yet, but I've only followed a few charges, that were very similar. Am planning to map the charges for every 10% of SOC

Ugh, that's another short-coming of Car-Net. Unless I'm missing it, I don't see a way to set up scheduled charging in our app.

This feature has just been added yesterday to VWconnectID, so there is still hope

But since I have a Shelly on my EVSE measuring power and have an OBD dongle (which everyone keeps telling me to use at my own risk), I could do similar types of experiments. I'll try to contribute when I have a chance.

I think actually that mapping the charge over time is much more important than the SOC.

 

[JimmyVW]

In short you're saying that scheduled charging works but is not taking into account time changes due to daylight savings time, correct?

I know in my case that if I select charging to start at 10PM, end at 6AM, the car does not start charging at 10PM (maybe because the software thinks its 9PM). If however, I open the driver's door with the key in pocket and sit down, the EVSE starts to charge the car. If I get up off the driver's seat, charging stops.

I'm seeing it doesn't handle the leave time properly. Current guess is that it is an hour off in it's internal charging clock / algorythm for some reason.
unsure if that is also the case in other time zones (need more input there)

The car will start charging as late as possible, based on SOC level and available power from the charger. it wants to finish just before the time you've set when you want to leave.
My assumption is that it charges immediately if you sit in the car, because it thinks you might want to leave soon.

 

[Joe_U698745]

I'm seeing it doesn't handle the leave time properly. Current guess is that it is an hour off in it's internal charging clock / algorythm for some reason.
unsure if that is also the case in other time zones (need more input there)

The car will start charging as late as possible, based on SOC level and available power from the charger. it wants to finish just before the time you've set when you want to leave.
My assumption is that it charges immediately if you sit in the car, because it thinks you might want to leave soon.

I did get Scheduled Charging to work.
Did the following at approximately 8:55PM:

1. Set charge to 90%. Car was at a charge state of 79%.
2. Set location to Home.
3. Set Departure Time to 12:20AM
4. Set Preferred Charging Time to start at 9:05PM, end time 2:00AM
5. I believe charging started at about 10:40PM with the EVSV kicking in.
6. I let the car charge to 81% and manually shut charging down. Had to uncheck the departure time in order to stop charging from the main vehicle screen.

I'm using a Clipper Creek HCS-50 240V, 40A, 9,600W EVSE. Usually when performing on demand non timed charging the cord from the EVSE is slightly warm to touch. During the Scheduled Charging Event, the cord from the EVSE was barely warm which probably means it was supplying less than the full 40A of current.

I'll try this again with a battery depleted to around 60A and set the same schedule to 80% charging to see if I can reproduce another Scheduled Charging Event. I'll let this on complete until finishing at 80%.

My previous car which was a 2019 Chevy Volt Premier, all you needed to do was to set the departure time and the car determined on it's own when to start charging. I assume the VW ID.4 should work the same way as well. The preferred charging time should just pertain to when you want to EVSE to turn on in order to take advantage of preferred utility pricing during non-peak hours. So, setting a departure time should be all that is necessary if you're not concerned about utility pricing. Usually a charging window between 11:00 PM and 7AM should be off peak hours to take advantage of lower electrical utility rates. Maybe the ID.4 needs both Departure time and preferred charging time settings to coincide in order for Scheduled Charging to work.

I'll try again sometime later this coming week.

 

[TPG]

It is good to have more eyes on this.

This was diagnosed pretty exhaustively in this thread.

Nobody was able to get scheduled charging to work correctly when starting at a fairly low SOC to a fairly high SOC, say from 30% to 80%. Several failure modes were reported in numerous tests, from not charging at all, to charging some and then stopping, to starting the charge really late and not being close to finished at the scheduled departure time. We also found that the car often drew considerably less power than the EVSE was capable of delivering, as some have reported in this thread.

Please report if you are able to get the car to charge from <30% to >= 80% with scheduled charging set or during set preferred charging times.

 

[JimmyVW]

It is good to have more eyes on this.

This was diagnosed pretty exhaustively in this thread.

Nobody was able to get scheduled charging to work correctly when starting at a fairly low SOC to a fairly high SOC, say from 30% to 80%. Several failure modes were reported in numerous tests, from not charging at all, to charging some and then stopping, to starting the charge really late and not being close to finished at the scheduled departure time. We also found that the car often drew considerably less power than the EVSE was capable of delivering, as some have reported in this thread.

Please report if you are able to get the car to charge from <30% to >= 80% with scheduled charging set or during set preferred charging times.

Thanks, will try a 20 to 90 or so next.
battery is pretty full at the moment, so could take a few days.

My goal with this topic was to really graph out it's behavior to get a deeper understanding and don't let it get convoluted with EA charging issues, as well as understand if 2.3 might brought any changes, etc.

 

[JimmyVW]

I did get Scheduled Charging to work.
Did the following at approximately 8:55PM:

1. Set charge to 90%. Car was at a charge state of 79%.
2. Set location to Home.
3. Set Departure Time to 12:20AM
4. Set Preferred Charging Time to start at 9:05PM, end time 2:00AM
5. I believe charging started at about 10:40PM with the EVSV kicking in.
6. I let the car charge to 81% and manually shut charging down. Had to uncheck the departure time in order to stop charging from the main vehicle screen.

I'm using a Clipper Creek HCS-50 240V, 40A, 9,600W EVSE. Usually when performing on demand non timed charging the cord from the EVSE is slightly warm to touch. During the Scheduled Charging Event, the cord from the EVSE was barely warm which probably means it was supplying less than the full 40A of current.

I'll try this again with a battery depleted to around 60A and set the same schedule to 80% charging to see if I can reproduce another Scheduled Charging Event. I'll let this on complete until finishing at 80%.

My previous car which was a 2019 Chevy Volt Premier, all you needed to do was to set the departure time and the car determined on it's own when to start charging. I assume the VW ID.4 should work the same way as well. The preferred charging time should just pertain to when you want to EVSE to turn on in order to take advantage of preferred utility pricing during non-peak hours. So, setting a departure time should be all that is necessary if you're not concerned about utility pricing. Usually a charging window between 11:00 PM and 7AM should be off peak hours to take advantage of lower electrical utility rates. Maybe the ID.4 needs both Departure time and preferred charging time settings to coincide in order for Scheduled Charging to work.

I'll try again sometime later this coming week.

Good to hear it starts within the preferred window, at least that learns us that the car isn't on some fixed timezone.
Think that for the next test it would be good to focus on when it finished charging (passed the set preferred charge window and/or departure time or not), and if it reaches the requested charge level.
I'll experiment more with the departure time and see what it's influence is, once i'm sure it charges properly from any level to any level. Don't want to change to many values at the same time.

 

[mochalatte]

Ok, here's my first test of scheduled charging.

• Car was at 65% SOC last night.
• Configured a departure time of 8:00 AM for today.
• Set the SOC target at 80%.
  • "Immediate Charge" was set to 0% to remove that as a factor.
• Configured the preferred charging window of 12:00 AM to 10:00 AM in the car GUI.
• I'm still on car SW Ver 2.1.

I set all of that up at about 11:30pm last night and after getting out of the car, plugging in the EVSE, it looked like this though the car window:

It's a little hard to see everything because I took the photo through the door glass, but everything checked out.

This morning shortly after 8:00 AM I checked the status of the car through my Carnet app I saw the car was charged to 78%. Huh, why not the full 80%? And when I checked my Shelly app I saw the car was no longer drawing current (less than 2 W).

A bit later at 8:33 AM I sat in the car and saw the SOC at 78%:

Also I heard the car radiator fan start up as I put weight on the driver seat and the EVSE started drawing 0.735 kW current, which is not really much:

Then something interesting happened. Less than a minute later I saw the SOC go up to 79%:

... but note that the car display shows 0 mph charge rate. Even though the EVSE was drawing 735 W to run the radiator fan and maybe some other BMS stuff, I don't think the car was actually charging.

We were headed somewhere this morning and by the time I got back in the car 11 minutes later at 8:44 AM the SOC was showing 80%, but I checked the Shelly a couple of times and it wasn't drawing more than 735 W of power:

I don't think the car was actually charging, but assume for a moment that it was. Given that the EVSE was only getting 0.735 kW, the charge rate delivered to the car battery would have been something smaller due to all the normal losses in the car's inverter, the radiator fan and the BMS system. Let's pick 0.600 kW for 11 minutes and that's only 0.11 kWh, which would only be good enough to add 0.14% to the car SOC. So there's no way to account for the displayed SOC increasing from 78% to 80% based on the car actually adding charge to the battery in 11 minutes.

Here are a couple of low-resolution views of last night's power draw. This is from the Shelly which only measures the power delivered to the EVSE:

And this is from our SolarEdge showing the whole house power draw:

Ignore all of the air conditioner cycling and a baseline current power mostly from a dehumidifier running in our crawl space. Note that I have my Grizzl-e Classic configured to limit current to 24 A this summer even though I have it on a 50 A circuit, but I don't think the car ever drew the full 5.76 kW that it could have drawn (you can see I had all 240 V available based upon the Shelly measurement). It looks like it was drawing more like 4.8 kW starting shortly after 5:30 AM and finished charging very close to the 8:00 AM departure time.

Summary:

• It appears there were no problems with the car knowing the proper time. It took both our time zone (US East Coast) and DST into account and finished right at 8:00 AM.
• Why the heck did the SOC drift up from 78% at 8:33 AM to 80% at 8:44 AM with the EVSE drawing no more than 735 W and the car not showing any charging mph? It is as if the car SW was confused about small differences between BMS SOC and Display SOC and it took a few minutes to start showing what it was to supposed to show.
• The car very easily could have started charging earlier drawing something more like 2.4 kW of power, but it does appear the car chose 4.8 kW rather than the full 5.7 kW that was available.
• I didn't see a final blast of power like JimmyVW saw. Maybe something added to the 2.3?

Other than the oddity of the SOC drift, I think scheduled charging actually worked as expected for this small charging cycle of 65% -> 80% @ 8:00 AM assuming the car was actually at 80% when it reported 78%.

I will try a deeper charging cycle when I have a chance, TPG.

 

[JimmyVW]

Ok, here's my first test of scheduled charging.

• Car was at 65% SOC last night.
• Configured a departure time of 8:00 AM for today.
• Set the SOC target at 80%.
  • "Immediate Charge" was set to 0% to remove that as a factor.
• Configured the preferred charging window of 12:00 AM to 10:00 AM in the car GUI.
• I'm still on car SW Ver 2.1.

<snip>

Summary:

• It appears there were no problems with the car knowing the proper time. It took both our time zone (US East Coast) and DST into account and finished right at 8:00 AM.
• Why the heck did the SOC drift up from 78% at 8:33 AM to 80% at 8:44 AM with the EVSE drawing no more than 735 W and the car not showing any charging mph? It is as if the car SW was confused about small differences between BMS SOC and Display SOC and it took a few minutes to start showing what it was to supposed to show.
• The car very easily could have started charging earlier drawing something more like 2.4 kW of power, but it does appear the car chose 4.8 kW rather than the full 5.7 kW that was available.
• I didn't see a final blast of power like JimmyVW saw. Maybe something added to the 2.3?

Other than the oddity of the SOC drift, I think scheduled charging actually worked as expected for this small charging cycle of 65% -> 80% @ 8:00 AM assuming the car was actually at 80% when it reported 78%.

I will try a deeper charging cycle when I have a chance, TPG.

1. great to see it adheres to the charging window, that's just perfect. maybe this is a new bug.
2. Weirdly enough this can be by design because it apperently does a rough guess when the car is off and really starts to calculate the precise level once the car is on. Personally i also think that the SOC is a bit lower in a cooler state and drifts up a bit when the environment heats up. possibly @VW TECHNICIAN could shed some more light on this. in my car it charges to the bottom 80 percent but then can show 81 or 82 a while after i sit in the car and it does some recalculations.
The power usage it shows when it comes online is likely just the car sapping off it's own usage (for the system and air conditioning) instead of grabbing it off the battery.
3. no idea why it decides on what charge level it uses.. sorry, maybe we can build up a bigger data set and reverse engineer the logic from that?
4. this might indeed be a tweak of 2.3? or the fact it recognizes it can't get 11KW, so it can't really boost the internal temperature. or even because your environment is quite a bit hotter then mine (i had 14 degrees C at night) not sure. Also pretty hard to to be fully sure what it did as i have a 15 second granularity in my measurements and you seem to have a 30 or 60 minute granularity?

lets keep this up for a while, keep posting experiences and see what it does.
my battery us still high in the 70s, so no charge planned for a couple of days .

 

[VW TECHNICIAN]

1. great to see it adheres to the charging window, that's just perfect. maybe this is a new bug.
2. Weirdly enough this can be by design because it apperently does a rough guess when the car is off and really starts to calculate the precise level once the car is on. Personally i also think that the SOC is a bit lower in a cooler state and drifts up a bit when the environment heats up. possibly @VW TECHNICIAN could shed some more light on this. in my car it charges to the bottom 80 percent but then can show 81 or 82 a while after i sit in the car and it does some recalculations.
The power usage it shows when it comes online is likely just the car sapping off it's own usage (for the system and air conditioning) instead of grabbing it off the battery.
3. no idea why it decides on what charge level it uses.. sorry, maybe we can build up a bigger data set and reverse engineer the logic from that?
4. this might indeed be a tweak of 2.3? or the fact it recognizes it can't get 11KW, so it can't really boost the internal temperature. or even because your environment is quite a bit hotter then mine (i had 14 degrees C at night) not sure. Also pretty hard to to be fully sure what it did as i have a 15 second granularity in my measurements and you seem to have a 30 or 60 minute granularity?

lets keep this up for a while, keep posting experiences and see what it does.
my battery us still high in the 70s, so no charge planned for a couple of days .

SOC shown at display is not always what SOC measured at three other sources that BMS is looking...then there is various other things that make it more complex.....example if BMS see battery cells out of balance. .... battery temperature changes ( lithium battery can chemically recharge even if it was discharged completely over time....but this is something it would never be allowed by BMS)....how many times was battery charged or discharged to small percentage......does BMS is in state of drift mode......age of battery...number of charging cycles....AC and DC fast charging.
BMS measures AH and watts hours charge in and charge coming out....resistance in the pack..losses when discharged....
ID4 has three BMS slaves for 12 modules and one master ....
Balancing is always done in passive balancing ( if BMS sense need for balancing it will charge 2-4% higher before it start battery cells balancing)....then there is bottom buffer that is allowed to go below 0%SOC on display ( this is something you should not use unless you are in big trouble getting to next charging location)...then there is VW server that collect data and if necessary sends new algorithms to make BMS more efficient.
real reading of SOC on display will be delayed if battery main contacts are in off position...and BMS was in state of balancing or it happened to battery heated or cooled while it was not energized to send power to the ID4.
So integration of app to watch over SOC is wrong way to watch or keep recording over time.
I hope i answered as easy as I can to make people understand logic behind BMS and Display SOC.

 

[Erhard]

Compliment to all the testing but
Isn't it quite rediculous to have this thread in the first place. Is vw unable to implement a proper charge timer? In that case I should be more worried about the rest of the software.
Really sad.
In 6 six weeks i had/have
1 Door opening issues
2 Poor stereo sound. Seems to optimized for talk radio, news, traffic reports but surely not suitable for music. Ok sarcasm because it makes me cry.
3 sudden Dark infotainment screen
4 Motor power outage due to motor calibration after service at dealer
5 No charge station routing
6 Cannot find EA stations , tip: search for
150kw
7 Seat belt recall
8 Cruise control and travel assist failure 9 clima has 15 buttons and i am unable to find a proper setting . Old Lexus has 2 knobs. AUTO and temperature dial and i was happy camper.
10 no night light on controls below infotainment.
11 id.light useless as charge indicator because turns of after few minutes.
12 no transparency on OTA.
13 unclear how pet mode could be used. Seems not possible
14 crappy remote control. Very limited functionality
15 vw usa support has not much. Helpful information
But i have to credit them they try to help.
16 from collision system seems to work not reliably for me. Is it my fault.
17 pedestrian warning sound stays on when waiting at traffic light, why. Also current law is not <20 mph.



On the pros:
Car drives very quietly
Turn radius is fantastic
Massage seats
auto light system

Am I too demanding for a $45k car?

 

[bsalih]

Compliment to all the testing but
Isn't it quite rediculous to have this thread in the first place. Is vw unable to implement a proper charge timer? In that case I should be more worried about the rest of the software.
Really sad.
In 6 six weeks i had/have
1 Door opening issues
2 Poor stereo sound. Seems to optimized for talk radio, news, traffic reports but surely not suitable for music. Ok sarcasm because it makes me cry.
3 sudden Dark infotainment screen
4 Motor power outage due to motor calibration after service at dealer
5 No charge station routing
6 Cannot find EA stations , tip: search for
150kw
7 Seat belt recall
8 Cruise control and travel assist failure 9 clima has 15 buttons and i am unable to find a proper setting . Old Lexus has 2 knobs. AUTO and temperature dial and i was happy camper.
10 no night light on controls below infotainment.
11 id.light useless as charge indicator because turns of after few minutes.
12 no transparency on OTA.
13 unclear how pet mode could be used. Seems not possible
14 crappy remote control. Very limited functionality
15 vw usa support has not much. Helpful information
But i have to credit them they try to help.
16 from collision system seems to work not reliably for me. Is it my fault.
17 pedestrian warning sound stays on when waiting at traffic light, why. Also current law is not


On the pros:
Car drives very quietly
Turn radius is fantastic
Massage seats
auto light system

Am I too demanding for a $45k car?

I think you are demanding too much. It is around 10k cheaper ($7500 plus state incentives) so you are getting it between 30-40k. For an SUV at this price, it is not bad considering you are getting an EV since batteries are the expensive item.

You even added the recall. Even my Porsche and BMW got many recalls and many parts were replaced. Added EA issues which is not the car issue, so your list is not sincere.

It is the cheapest EV SUV (ignoring those small size CUVs). For a better experience (which is not guaranteed) you have to pay little more than $35-37k.

Also getting a free 3 year EA unlimited plan is unprecedented. It could have been 30min max charge or it could have been up to 1000 miles or it could have been 6 months only. They really went all in there. I hear people who are travelling with this car are loving it since they basically pay nothing for electricity.

 

[Erhard]

I think you are demanding too much. It is around 10k cheaper ($7500 plus state incentives) so you are getting it between 30-40k. For an SUV at this price, it is not bad considering you are getting an EV since batteries are the expensive item.

You even added the recall. Even my Porsche and BMW got many recalls and many parts were replaced. Added EA issues which is not the car issue, so your list is not sincere.

It is the cheapest EV SUV (ignoring those small size CUVs). For a better experience (which is not guaranteed) you have to pay little more than $35-37k.

Also getting a free 3 year EA unlimited plan is unprecedented. It could have been 30min max charge or it could have been up to 1000 miles or it could have been 6 months only. They really went all in there. I hear people who are travelling with this car are loving it since they basically pay nothing for electricity.

Ok thanks for your reply. I would say we cannot subtract the incentives we get from the car price because vw is getting the money I pay initially. I agree with the 3year free charge which is nice and comes out of vw s account.
I added the seatbelt issue because the dealer insisted that they needed the car for a few hours to check this. So I dropped off the so far 4 times at the dealer each time several hours to 1 day. That is my time and inconvenience invested too. I am willing to do this to help to make this a better car but i feel vw is not transparent with issues and OTAs. So far we are left in the dark and the software to me as a beta version. Don t get me wrong i want to like the car but with more issues i have a tough time.

 

[bsalih]

Ok thanks for your reply. I would say we cannot subtract the incentives we get from the car price because vw is getting the money I pay initially. I agree with the 3year free charge which is nice and comes out of vw s account.
I added the seatbelt issue because the dealer insisted that they needed the car for a few hours to check this. So I dropped off the so far 4 times at the dealer each time several hours to 1 day. That is my time and inconvenience invested too. I am willing to do this to help to make this a better car but i feel vw is not transparent with issues and OTAs. So far we are left in the dark and the software to me as a beta version. Don t get me wrong i want to like the car but with more issues i have a tough time.

Sorry to hear that. If I had to drop the car 4 times I would also be agitated. Software issues, glitches, missing features are real. Hope they fix them in short time.

 

[Huey52]

If I had to drop off my ID.4 frequently I too would be agitated, but fortunately I've only been to my dealership for the 60-day check back in now over 5 months of ownership.
Aside from a few App issues early on, the small number of rather trivial recalls, and the tail light trim bulge (not bothered to resolve any as yet) that's been it for me. Oh, and a few user error items. 🤦‍♂️
I do sympathize, if not empathize, however with those having more issues.
And I do consider the ID.4 cost post the Fed Tax and State grant incentives as that's what I actually paid when all's said and done. Plus the 3 year free charging, although I don't use it very much.
Paying less for a car doesn't mean any should have to withstand issues however, especially considering how reliable some lower priced cars are these days (esp. Toyota & Honda). But paying more doesn't guarantee less issues either. We lost track of the number of recalls on my wife's Caddy ATS. They were mostly relatively minor items but constant! All three of my Audi's had issues they really should not have had: water intrusion (A5), steering rack failure (allroad), delaminating seat backs (TTS).
I still have confidence VW will improve the firmware. Presumably they've run into some hiccups with the ID.3 v2.3 rollout to a select group and haven't therefore more widely disseminated. It could be flaws in either/both the code itself or the OTA transmission? Of course that's why they did a small group in the first place.

Ok thanks for your reply. I would say we cannot subtract the incentives we get from the car price because vw is getting the money I pay initially. I agree with the 3year free charge which is nice and comes out of vw s account.
I added the seatbelt issue because the dealer insisted that they needed the car for a few hours to check this. So I dropped off the so far 4 times at the dealer each time several hours to 1 day. That is my time and inconvenience invested too. I am willing to do this to help to make this a better car but i feel vw is not transparent with issues and OTAs. So far we are left in the dark and the software to me as a beta version. Don t get me wrong i want to like the car but with more issues i have a tough time.

 

[JimmyVW]

Guys, we have plenty of topics where we can discuss the general bugs and shortcomings of the ID.4.
Could we please keep this one on-topic?