After a twist and fall, VW’s most important model of the new millennium, ID.3, is finally starting to appear in some dealer’s showrooms. Recently, according tomedia reports, Volkswagen announced the ID.3 model planning, the first scheduled 1ST version of the owner will be june 17 in European countries officially launched. After the optional configuration, new vehicles will begin delivery as early as early September.
The delivery of the model, which VW announced as “anti-Tesla,” has been delayed once.
ID.3 Delivery plan delayed by nearly a year
In terms of form, this car is the evolution of the Volkswagen Golf, positioning the compact hatchback, the longest life version of 500 kilometers, the basic model in Germany sold for about 230,000 yuan.
What’s more, ID.3 is VOLKSWAGEN’s first all-electric vehicle with a MEB platform with a new software architecture. If ID.3 is not included, VW does not yet have a real lying electric car.
So for VW, ID.3 means a lot, not just because it’s a new electric car, but with the help of ID.3 sweeping through the emissions door and leading the brand toward an electried future.
According to the plan, this high-profile product ID.3 is due to go on sale by the end of 2019. However, the overall performance of the software system is not perfect because of the hasty development, which was reported in The German magazine Managers in March, when VW ID.3, which was in the commissioning phase, could find up to 300 software bugs a day.
Currently, problems at the VW ID.3 software level focus on the unavailability of distance measurement capabilities for the App Connect feature and the car head-up display. In addition, the vehicle’s hardware levels have reached the standard of deliverables.
Unfortunately, the first batch of new cars delivered this time has not fully resolved the previous problems. In response, VW offers two solutions:
Deliver as soon as possible. That means that vehicles will sacrifice some of the software experience and deliver them to the owners as quickly as possible, and in 2021, these vehicles will be software updated, and VW will compensate the owners for their corresponding membership benefits.
By the fourth quarter of this year, when the vehicle’s software will be complete. That is, VW won’t be delivering a full-featured version of ID.3 until the end of the year, a full year later than originally planned.
At the same time, there are rumors that vw group management problems, otherwise Herbert Diess will not be in the recent personnel changes to give up the CEO of the VW brand. After taking over in 2018, Diess has led VW out of the haze of the 2015 emissions door.
In the past year, a number of ID.3 models have been on the market, Volkswagen not only to compete with traditional car companies, but also to bear the pressure of new forces to build cars.
The challenges of electric platforms and on-board systems
If electricity is at the heart of the new strategy that VW is actively promoting, then the MEB platform is the jewel in the crown.
For now, the VW Group, which has a large brand, now has multiple pure-electric platforms, but the MEB platform used by ID.3 is the most important because it is targeted at the mainstream consumer market. Literally, MEB is actually a modular power-driven platform in German.
ID.3 is just the first egg under the MEB platform, followed by the crossover model ID.4 (the form factor has been exposed), the electric re-engraved version ID of the Volkswagen T-Type. Buzz and another crossover ID. Crozz. In addition, Volkswagen has developed a sedan ID based on the MEB platform. Vizzion and Beach Car ID. Buggy. In addition, other VW brands, such as Audi, Siaat and Skoda, will also use the MEB platform.
The development of the Volkswagen ID.3 is not a code on a conventional fuel truck, but more like a technical iteration.
From a 21st-century perspective, platform solutions are not new, and MEB is unique in that it was built on pure electric vehicles from the start.
The traditional fuel vehicle architecture has two important components – the engine and the gearbox, which are generally integrated on the front of the vehicle. Electric cars are completely different, with a lighter drive system that can be placed directly near the wheels, and the real big guy is the battery, at least 5 kg per kW.
However, batteries can be spread across the vehicle without being concentrated, and their best destination is under the cockpit floor, which, by the way, can also reduce the vehicle’s center of gravity. In other words, the design of the entire frame revolves around these completely different technical indicators from traditional fuel vehicles.
In the case of the ECU (on-board control unit), ID.3 has also been significantly reduced in number, reducing the number of more than 70 ECUs on the fuel truck to a high-performance on-board computing platform with 3-5 cores, making the control unit highly integrated and newly developed by Volkswagen. OS on-board system control. Literally these just changes in quantity, but behind the streamlining of the ECU is a huge amount of work.
Furthermore, the e-eCU’s streamlining and integration require both the support of computing power, but so far, Volkswagen does not have the experience and technology to develop its own vehicle-class vehicle chip.
At the automotive system level, VW’s MIB system also performs poorly at the technical level. Although the GEN1 first-generation MIB system was released as early as 2012, it was not until the second half of 2019 that the third generation MIB system truly realized some basic car networking capabilities.
Compared with domestic BAT and other Internet giants, Volkswagen’s pace in the car system is seriously lagging behind.
Traditional car companies want to turn around
Although traditional car companies already have a very mature system in manufacturing and suppliers, the research and development focus of the car companies, as well as the accumulation of experience and technology, usually lies in the engine, transmission, chassis and other vehicle mechanical components.
However, after the fuel age entered the era of automation, computing, connectivity technology and self-driving software in the value of the car in the increasing proportion of the body and chassis is no longer the dominant factor in value.
The path to automation for many other automotive brands is also fraught with a variety of challenges.
In late 2018 and early 2019, Audi’s first mass-produced all-electric SUV, the e-tron, twice delayed delivery because Audi had adjusted some of the e-tron’s software features in a short period of time to improve the user experience, requiring the federal transportation administration (KBA) to re-certify. In addition, supply chain problems have forced factories to shut down, slowing down vehicle delivery.
Mercedes-Benz also delayed the delivery of its first electric car, the EQC, for the second time in 2019; Porsche also delayed the delivery of its first pure electric vehicle, the Taycan, by 8-10 weeks.
And, so far, BMW and Mercedes-Benz, which are also German giants, have yet to release any decent electric platforms.
On the one hand, the slow automation process of traditional car companies, on the other hand, Tesla and the new forces of car-making to win the pursuit.
Last week’s news that Tesla had overtaken Toyota as the first stock in the auto industry gave the German auto industry a chill. As a manufacturer with little traditional design “burden,” Tesla has followed the guidelines for electric vehicle design from the start, which is one of the tips for staying ahead of the competition.
However, the major traditional host factories are also actively seeking change. In January 2020, Volkswagen, the world’s largest car company, announced that it would transform itself into a software-driven company and set up a dedicated division to drive digital transformation. Toyota also plans to transform itself from a car company to a mobile travel company.
In addition to its own internal transformation, traditional car companies are also looking for cooperation.
In June, Ford motor editing and Volkswagen said it had signed a strategic alliance agreement to expand technical cooperation in the field of electric vehicles. Toyota Motor has also set up joint “Joint Fuel Cell System Research and Development (Beijing) Co., Ltd. with CHINA FAW Group, Dongfeng Motor, GAC Group and BAIC Group to promote the development, landing and popularization of hydrogen fuel cell vehicles in China.”
In any case, the auto industry is undergoing profound automation changes, and today’s electric cars are no longer a niche hobby of environmentalists, a promising and profitable market.
If they want to survive the competition for decades to come, manufacturers will have to take a dim sum on electric cars. Vw now has a MEB, and while ID.3 is still undecided about whether it will win the competition, they have at least got a ticket to the finalround.