Volkswagen ID.3 Neo test reveals an electric car that does what it’s meant to
Did someone say boring? Normally, no one turns to look at a Volkswagen ID.3. But the ID.3 Neo is an exception. Some passers-by glance furtively, while others stare openly. The second major revision of the electric car — which will assume the role of the e-Golf until its new presentation in 2029 — clearly piques people’s curiosity. What can the ID.3 Neo do, with its price list starting at 33,995 euros?
In Germany, Volkswagen is offering a flat 2,000-euro discount on this base price for the Trend trim level, calling it a purchase premium (in German). For the ID.3 Life, VW automatically deducts 3,000 euros, and for the Style trim (the test car), it deducts 4,000 euros. Private customers with lower household incomes can receive up to an additional 6,000 euros from the subsidy fund. Money matters.
Only the Škoda Elroq sells better in Germany
Regardless of these financial calculations, sales figures in Germany prove that the ID.3 is popular. From January to July, it was the second most-registered electric car in Germany, after the Škoda Elroq. If there’s a crisis at Germany’s largest carmaker, it’s not due to a lack of demand for electric cars.
The Neo differs little from previous ID.3 models on the outside, more on the inside, and most of all in its drivetrain. It’s great to see the unlit slider elements for the climate control have been replaced by sleek toggle switches, while the choice of materials really gives the interior a sense of spaciousness. The ID.3 has always been an exceptionally quiet electric car, but now the build quality and sound insulation reinforce the brand-typical blend of comfort and solidity, rather than undermining it.
Image: Christoph M. Schwarzer
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Small turning circle, efficient drivetrain
The ID.3 Neo is nimble and simple to drive. Its turning circle of 10.2 metres makes it agile, especially for parking in tight spots. Those who wish can rely on the optional — and very good — automatic parking function. The steering provides precise feedback in both slow and fast corners. And the electric motor on the driven rear axle also ensures excellent traction. Just like the old VW Beetle.
The previous electric motor, the APP 310 (Axial Parallel Position), has been replaced by the APP 350. In the test car, the new motor delivers 140 kilowatts (kW) and accelerates the ID.3 Neo to 100 km/h in eight seconds. Like the APP 550 used in the high-performance ID. models, the APP 350 impresses with its efficiency. On average, the ID.3 Neo consumed 15 kWh/100 km according to the onboard computer, even though two-thirds of the distance was on motorways.
With an available energy content of 58 kilowatt-hours (kWh) in the battery, the calculated range is 387 kilometres (km). As usual, this is less than the WLTP figure of 485 km. But it’s still a good real-world value.
550 km on the motorway with one charging stop
In detail, the minimum value of 10.5 kWh/100 km was recorded in flowing city traffic. In rural driving, it was 12.4 kWh/100 km. And on the motorway at the recommended speed, it was exactly 20 kWh/100 km.
For longer trips, this means that under ideal late-summer conditions, the ID.3 Neo with 58 kWh drops to ten per cent battery charge after around 350 km – time for a fast charger! Volkswagen follows ISO 12906 for charging performance, specifying maximum DC power at 105 kW, time to charge from ten to 80 per cent at 25 minutes, and range added after ten minutes of DC charging at 130 km.
In practice, the ID.3 Neo exceeded the factory specification, with the DC power being 126 kW instead of the stated 105 kW. We found that 44 kWh were charged in 25 minutes, enough for a good 200 additional motorway kilometres. In total, this means over 550 km are achievable with a single 25-minute charging stop.
LFP cells in the MEB+
Notably, the charging curve consists of two flat sections. The first is at around 125 kW. At approximately 60 per cent battery charge, the charging power drops to around 80 kW and remains there. The real test will come in winter when the revised Modular Electric Drive Matrix (MEB) has evolved into the MEB+, which now features LFP cells in the 50 and 58 kWh battery sizes.
The lithium, iron and phosphate cell chemistry of LFP batteries is cost-effective, particularly safe, and very durable. However, its energy density is lower than that of the previous NMC cells, which are still used in models like the ID.3 GTI.
50 = 58 kWh
Anyone planning long-term ownership and wanting to spend less money might find the perfect combination in the ID.3 Neo with 50 kWh because the APP 350 is more efficient than the previous APP 310; this variant offers a range of 410 km—almost matching the discontinued 58 kWh version. Volkswagen confirmed to _electrive_ that the 50 kWh version of the ID.3 Neo has a 58 kWh battery limited by software. In other words, fully utilising the charging capacity in the ID.3 Neo with 50 kWh is like driving an ID.3 Neo with 58 kWh permanently in Battery Care Mode, meaning it only accesses 80 per cent of the possible energy content.
Winter will show whether Volkswagen has the biggest weakness of LFP cells under control, as Tesla has, since LFP cells are sensitive to cold and must be specifically heated for fast charging. The entire automotive industry is following China’s lead in switching to LFP cells for affordable electric cars.
Drivers notice little to nothing of the changes introduced with the MEB+, except that the electricity bill is lower. And that’s how it should be.
Traffic light recognition available for a surcharge
This compact electric car’s driving automation has also made tangible progress. Some buyers won’t care, others will. For example, the ID.3 Neo with the IQ. Drive Pro package (2,305 euros) includes traffic light recognition, which worked with precision in Hamburg’s city traffic, and the ID.3 Neo does indeed stop automatically. However, the driver must confirm the start when the light turns green — a change in approval regulations could alter this in the medium term.
VW has also significantly improved the steering feel for lane-keeping. The ID.3 Neo stays more composed between the lines and skilfully assists in many scenarios, even off the motorway. Without any surcharge and for all customers, the developers have refined the pedal feel during braking, so the ID.3 Neo allows for precise deceleration, and the strange sensation of stepping into the North Sea mudflats when braking is a thing of the past.
Because it fits so well
With the ID.3 Neo, Volkswagen has consistently returned to its roots. The third version of the ID.3 embodies clarity, comfort, and efficiency. How well it sells depends on external and internal pricing structures — a similarly equipped ID. Polo, for example, is only slightly cheaper. This makes the ID.3 a recommendation for those who aren’t looking for an automotive spectacle but want an excellent electric car for everyday use. And that’s exactly what they get.