Typical diesel driver

The Noord-Hollander is the textbook example of someone who should not drive an EV. He travels a lot for the company as an account manager. With customers and suppliers in Hamburg, Munich and Nuremberg. He visits them all by car. Denmark is also on his list, as are Sweden and Norway. “But I am in Oslo earlier than in Venlo, thanks to the plane.”
In short, the commercial man who works for a company that supplies everything for intensive horticulture is a typical Audi A4 diesel driver. With a range of more than a thousand kilometers. “I usually drove that tank almost completely empty, only then did I stop.” Bert was not averse to a nice drive on the German autobahn. Until that one time. “I was driving at 220 km/h and was going to overtake three trucks, which were driving one behind the other. Then the middle one suddenly went to the left. I’m in the anchors. Fortunately, the truck went back to the right, otherwise I wouldn’t be sitting here now.” That was a wake-up call for Bert. That whining was over.

Volkswagen ID3 not without problems

Without getting woolly, we will come across two other English terms mindset and way of life during our conversation. “Very honest: I started driving electric because of the addition. But a positive side effect is that I am now much more relaxed on the road than before.” A story we often hear from EV drivers. “You now have to plan and think and organize in advance. You must now take your rest when you have to load. And that’s totally fine.” The boss sometimes mumbled something like ‘being on the road longer that costs money’, but then I said: ‘then I will leave home an hour earlier’.
We often hear about teething problems with the four-wheelers of new EV drivers. This Volkswagen is no exception. The ID3 also suffered from malfunctions, inexplicable alarm bells pointing to an imperfection. “He never let me down, but the software updates that couldn’t be done over the air were a problem. I had to go to the garage again and sometimes I lost the car for days. Of course you get a loaner car and everyone does their best, but you don’t want to keep transferring your stuff, because you have to keep going anyway.” In addition to on-site updates, the rear driveshafts had to be replaced under warranty (‘that ticked’) as well as the front suspension’s top bearings. Not an EV thing at first glance, although the considerable weight of the ID3 may have played a role.

€1,000 for reservation

The Frankfurt IAA was the setting for the launch of the electric ID3 in 2019, which Volkswagen somewhat theatrically described as the most important car since the Golf. “And then I invited myself for the presentation in the Netherlands,” says Bert. He readily paid €1,000 from his own wallet as a reservation for the car. “I really wanted to be there. I later settled that amount upon delivery.”
Despite some setbacks and disappointments, Bert still looks back positively on his journey of discovery as a new EV driver. “I was a typical lease and frequent driver. Fine, but taking a different look at your own driving and traveling behavior is very healthy.” For example, it will only fast charge when necessary. “If I’m in the office all day tomorrow, I’m not going to fast charge the night before. You shouldn’t do that if you don’t have to.” Another tip from him: never load at lunchtime. Then it is extra busy.

Battery pack is still fine

The range is always an issue with EVs. What does mileage eater Bert end up with in daily practice? “I always build in a margin. Because the charging station you choose can be broken or occupied. Then you should be able to continue. That is getting better in Germany, it is good in the Netherlands and France, but there is still something to be gained in Belgium. In the winter I will look for a charging station after 250 km. In the summer after 300 kilometers. Then I am always safe.”
It is also safe with the freshness and capacity of its current battery pack. Aviloo’s Marcel van Renselaar reads a nice 94 percent battery capacity after the measurement. The electric Volkswagen still has 54 kWh ready. “I think that’s totally fine,” Bert says cheerfully.