As of now Tesla has reduced the price of the Model Y down to 50.000€ in Germany and Leasing has 0% interest. In my example Model Y is now 653€ per month
Your results are a bit skewed, Tesla uses power at a charger to warm up or cool the battery if it is not in optimal condition. From experience it pulls anywhere from 500 W to 2 kW, so hard to tell how much extra power it pulled from the charger that didn't go to the battery. Other testers, like Byorn, use Scan my Tesla to see how much power goes where to get the actual kWh that goes into the battery.
@@badbasic My Y pulls 7 to 8kw peak, which this surely also did, at least shortly because charging curve suggests battery was significant below optimal
@@D00MINIK What year is your Y? My new M3 doesn't pull that much for conditioning. It is brand new though, got it on 08.03., the coldest temperature since then was 10 C°, so maybe it didn't need more.
@@badbasic My Y is 03/23 so a year. In what situation did you see 0,5- 2kw? I see 7-8kw when i charge at home AC to 100% and it's only balancing at 2-3kw and when i start preconditioning it pulls the max 11kw and Battery is red in App and one time I drove unplaned to a Charger without navigation, Battery wasn't even that cold because i preconditioned before driving and than drove about 200km at 6°C (very much like in this test) but because i didn't navigate to the Supercharger it didn't know I wanted to charge so it couldn't precondition the Battery slowly over 1,5h drive with the 3-4 times more efficient Heatpump instand it heated with the motors, which is more inefficient, also between 7-8kw and wrote in the App that charging speed is restricted due to low Battery Temp and next time I should navigate to the Charger. I believe the same happened in this Test. Ps: i can read the actual Kw the motors are pulling and Battery Temp and many things more with my SexyButtons Commander.
Tesla uses the SAE standard (all the way to roof) when measuring boot space while VW uses VDA (up to parcel shelf). In reality the difference is around 30 litres and not 300 litres.
@@ricarmig no it doesn’t depend on that. There’s no EV out there with non removable parcel shelfs. It’s just Tesla deciding to use SAE while most other brands use VDA.
@@thorsev6960 then I don’t understand other brands of the usable space can be bigger. Either way, I don’t buy cars without testing them and seeing if the space and other things are my cup of tea.
@@ricarmigwhat is so hard to understand? SAE standard which Tesla uses measures the space all the way to roof but VDA which VW uses measures to the parcel shelf. It’s obvious that if a car brand decides to use SAE then their number will be inflated compared to numbers from brands that use VDA since VDA leaves out space above the parcel shelf (even though the shelf is removable).
that definitely was an unexpected outcome. id7 is a saloon ,slightly better CD , and lower power, butit also does not have a heat pump and weighs more, yet it brought back better results. Impressed .
I am not that surprised of the outcome. Apart from a SUV being both taller AND further from the ground, the ID7 is 2WD no? And the Tesla 4WD. ID7 would lose vs the RWD Y, and even with RWD one should probably put the Tesla in low power/Chill mode to get on the same low HP-levels, that likely would lower consumption a bit more. The M3 RWD in chill mode would beat both ID7 and the MY considerably as well.
It's a valid comparison. Both family cars with liftback trunk. I have a Model Y but would have considered an Id7 if there was one at the same price as MY RWD.
Cool test and interesting outcome. The Model Y doesn't really have an 800l boot by the way. Side by side it is slightly smaller than an Enyaq, which is supposedly 560 or 580l I think. Tesla measure boot capacity to the roof instead of to the parcel shelf so their numbers are not comparable with everyone else's.
@@TB-up4xi your model 3 definitely does not have nearly 600 l of boot space by any normal definition. It has about 400. I'm not sure how the numbers are fudged by Tesla in this case but they are definitely fudged! 600 is more than an Enyaq, a Model S or a large estate car!
@@TB-up4xi Model 3 boot space is 542 L but when you compare it to an European SUV you have to consider that the space above the parcel shelf in the SUV is not counted.
Excellent real world comparison; thanks for sharing. At 3:08 you mention that the Model Y is 10cm taller. For two cars with the same drag coefficient, the drag will be more for the vehicle with the larger frontal area, which is the CDA. ☮️ Both cars performed well in winter conditions, so the main takeaway is that new BEVs are practical in normal winter driving. 👍
Very interesting comparison! The only mystery is anymore that how much each car heated its battery during the charging. Without that info the actual consumption during the test drive can't be known exactly.
Great real world comparison. Thank you for this (and your other informative videos too). Interesting to see that real world consumption/range is actually about the same between the Tesla Y and the VW ID.7 (or Y just slightly worse), despite what the official government test numbers say. Nice to see non-Tesla EVs getting better. Teslas are great and the segment leader in most respects still, but the more competitive options there are, the better for consumers and EV adoption in general.
Very nice to see a test with charging loss also, as a consumer thats the electricity I pay for not what the car claims used for just driving, I wish more reviewers could show consumption with charging loss. Was a bit surprised anyways that the results from the cars was so close while driving in minus degrees and no heat pump in the id.7.
Thats quite difficult to do as the loss depends on whether AC or DC, what speed, how cold, how full the battery. FWIW in my normal day to day life of 95% AC home charging, losses on my Kia are about 15% as far as I can measure. So that means 2p a mile becomes 2.3p a mile . SInce petrol would be around 15-20p a mile i can live with that.(not that it being cheaper to fuel is why i have an EV)
@@Joe-lb8qn But the same about weather/conditions could be said about every range/consumption test reviewers do, so why do them then? With more data in different situations the more accurate information would be so I really see a benefit more would do charge loss test (as why range test are done). And also we consumers would benefit that every aspect is transparent (and also make carmakers have as efficient loading as possible with loss at minimal if they knew it is reviewed). For the 2 ev's I had/have im about 10% on average of charging loss, from about 7% at good conditions up to almost 20% in -27 C (biggest loss in that temperature was heating battery, so not in converting AC to DC)
@@Tobias-b people like Bjorn do do range tests in different weather but generally cold and hot are the two extremes he tests otherwise you'd suffer a data overload. I understand that DC charging has a lower loss than AC so if it's a concern just add 10% a figure that's dwarfed by differences in driving style.
It's a good result for an SUV/CUV, but considering both cars have the same drag coefficient (0.23) and that the Model Y is lighter and has a heat pump, the Model Y should have had a lower consumption. So VW did something else better than Tesla - drivetrain, software, motor or whatever - so kudos to them. Regarding consumption with charging loss, the ID.7 had 236 Wh/km at charger and 208 Wh/km on the car display so +13.5%. MY had 259 on charger and 212 on car display, so +22.2%. Both cars show big differences, but the MY difference is huge. Teslas now seem more and more like Chinese products, way more out of paper/display specs than the Western/Japanese brands. LE: the MY does have an extra motor which probably causes friction which increases the consumption a bit + probably the MY has a higher frontal area (which is not considered in the drag coefficient) which also increases the consumption. Both seem to explain the difference, so I can't really say if VW did actually something better than Tesla, but being on par with Tesla is already a big achievement :)
The drag coefficient is not telling you the whole story about aero efficiency. The drag is proportional with the frontal area as well. So even though the drag coefficient is the same for thw two cars, the frontal area may be bigger on the Model Y, hence the slight higher consumption. Also, if the cars started the journey with hot batteries, that should give Tesla and advantage because of the super efficent octo valve system and heat leaching tech.
@@HotHatchTV @HotHatchTV double motors means more weight, but the MY is lighter - as I have said. But it could also mean some loss due to 2nd motor friction which could add 10-15 Wh/km from what I see in Bjorn Nyland's tests, so I'll give you that. Still, this bearly puts the MY on par with thd ID.7 I don't see where power matters in this test.
@@TheDanishSpaceman the frontal area isn't already included in the drag coefficient? I mean the frontal area is practically most of the drag... Fair point with the initial battery temperature status, I guess we don't see it from this test. However, if they charged at Ionity at the start of the tests, the batteries should have been both hot or at least warm :)
Thank you for this real world comparison! 11:17 I guess Tesla uses the battery to not only charge electrical energy but also thermal energy. As they use the additional battery heat to heat up the cabin when on the road again, they can achieve a higher real world range in cold conditions.
You don’t need the Tesla Full Autopilot (it does not work in EU anyway). Included Basic Autopilot will give you adaptive cruise control, lane assist, stop and go traffic assist and blind spot monitoring. If you upgrade to advance autopilot you will have auto parking and navigate with autopilot (only highway).
in the UK i have FSD, only benefit i can tell is lane change which you get with enhanced. Summon, autopark etc aren't enabled in the UK so FSD is pretty much pointless!
Chris did a range test using no heat for the cabin and found that the range at 130 km/h increased by 34km or 11.2% (from 304km to 338km). This would be the maximum if the heat pump were very efficient and used no electricity. In reality the heat pump does use the battery a bit so the gain is lower, maybe 6% more range?
It will make the biggest difference in the city when your car heats up and cools down multiple times a day. Heating has a small effect during highway driving as maintaining a warm cabin uses much less energy than heating it up from cold. So depends on where you drive
@@BbboyMuppet and in the city doesn't really matter cause you charge over night, during shopping etc It's usually slow charging, so cheap, not a big saving.
@@Vercixx I saw once in a test drive that the heat pump was taking a third of a normal heating (0,7 kw vs approx 2 kw). But gaining only 30 km in real life does not make the option essential in my eyes.
@@cubmeister1971 So this would mean gaining 2/3 of the 34 km which is aprox 22km at 130km/h full discharge or 7.2% more range. Of course, the higher the temperature, the less gain. Frankly, I'll take the heatpump if the price is spread over a longer period (e.g. 3 years), not sure though if I were to pay everything upfront.
Great video as always. A comparison in the city with the same vehicles would also be interesting. If you want to repeat the test with a Model 3, I am happy to make myself available. I only have the 60kWh battery, but the lower consumption should make this really interesting. Best regards from Neuburg am Inn.
You should be quite pleasantly surprised with these numbers; making your decision to buy the Id.7 more justifiable. The Id.7 is quieter and more comfortable too than the model Y.😊
Thanks for a good video. Interesting that consumption is so similar between the cars. I will soon return my ID.4 and have been thinking about an ID.7 as my next car but right now it feels like a MY is a better choice. In Sweden ID.7 costs more than MY especially if the cars are about the same equipment level. In Tesla you can basically not opt out of any equipment, but in ID.7 you can which can makes it cheaper but at the same time "more boring". A big advantage for MY is the huge cargo space.
The consumption difference is largely due to *frontal area*. These two vehicles have similar Cd coefficient of drag. At highway speeds, aero drag is huge. Colder air is more dense, so temperature also matters.
Great video. Thanks, Matthias, for helping with the test. It is very interesting that they had about the same consumption even without a heat pump in the Id.7 . Did the Model Y heat up the Battery when it was charged at the end? I would love to see more of these head-to-head comparisons.
Yes, Teslas heat up battery to around 50c when fast charging. It does add more cost to charging. But one important fact is not known in the video: In cold weather, you should start the journey with Teslas from a charge session! That way, you will have heat in batteries to scavenge with octovalve. That helps a lot with consumption in winter...
Excellent test, big kudos that you have included the charger kWh! Liked & Subbed. What surprises me is the difference in indicated consumption vs. at the charger on the Model Y. If you calculate with 75kWh and take the SOC difference you end up with 35,25kWh consumed, although the car indicates only 33. With charging losses then it's 40,2. Is the Tesla deliberately lying about its consumption? If you take the 35,25kWh then the charging losses are almost equal to the Passat.
You do not need 500+ horsepower to overcome road resistance (rolling resistance, air resistance, gradient etc.), so it is irrelevant metric for cruising on autobahn. So of course it will have nearly the same consumption as Vw.
I think I might have figured out the cutoff-line issue of ID.7's new headlight: It is using a completely different and new cutoff-line shape from previous VW cars like Passat and ID.4, to follow the newest regulations. Previously the right side of the cutoff-line is always higher than the left side by a little, and the height is exactly the same of the height of the elbow shape in the middle. However in the new shape, both side are mostly the same height, and the elbow shape becomes larger in height and shorter longitudinally.
Hey Chris hope the new year is going good. Were you at the Billy Talent concert in Frankfurt? Saw the video of it and I swear I saw you on Camera for 1/2 a second. Maybe your doppelganger.
@@TB-up4xi heh. power does not make any significant difference to consumption in electric motors. That comment is more like monumental misunderstanding of technology :)
Compare with an id4/5 would be more fair in this case 🤔 Then I am pretty sure I know which one has the lower consumption. I recently did a back to back test with a model 3 and y, and at 130 km/h the model 3 was consuming 200 wh and the y 250. Mayor difference
Very nice comparison and actually does fit because tge id7 is a little between Model 3 and S and does have way bigger Trunk than Model 3 but way cheaper than Model S. I just wished you would have pre heated both cars, because i think the Model Y did Heat the Battery more on the charger which is why it showed so much difference. I'm getting like 4% difference on Tesla Supercharger. Rumors say Superchargers do charge Teslas not all losses like other chargers, don't know about that for sure, but that's what i pay. Also to even things out would be good to use the Aerocaps on the Model Y and no heater at all to get more even
@@BatteryLife Early this year my 2023 Model Y Lr always preheated the Battery to over 30°C if i let it long enough. Since a few month there was an Update with what the car seems to guess if it should preheat the Battery to more than about 13°C. So if i charge it to 80% with AC i can preheat all day long, it never gets to more than 13°C. Last time i send the car a Destination with the App about 250km away and charged it to 100% Ac and preheated it an hour and the Battery showed 38°C. I don't like it very much that i have not much controll if the car preheats or not from home, although the one time i needed it it did. My guess is that the Battery of the Model Y was colder although it said it is finished preheating. Of course you can say that is the cars fould. And your partially right, but at 36% it should have charged way faster, so you can see that the Battery was cold, maybe also on id7 where you can manually set preheating right? Can you do that also from the App?
@@D00MINIK If the cars were preheated to the same battery temperature before the drive, the Tesla with its heat pump would have used the heat energy in the battery to warm up the cabin more efficiently. So without a preheating before the second charging session, I expect the MY's battery to be colder than the ID.7's. While this makes sense to maximize range (less energy used for heating the cabin) it makes it (even more) necessary to preheat the battery for charging stops (costing range again). The temperature Tesla likes to heat their batteries to during the charging stop is also much higher that for most other brands. I have always wondered how these huge swings in battery temperature in Teslas impact total used energy, incl. charging "losses", especially in winter. Unfortunately most other reviewers (e.g. Bjørn with his hard-core winter tests) don't report the energy pulled from the charger most of the time, but I can't believe it's the most energy-efficient way to get around. Maybe in total it's faster and that's why they do it.
Yes i think it's because Teslas are built to block Fast Chargers as short as possible. But this Test doesn't represent charging losses. At Tesla supercharger with warm Battery you have around 4% which would be less than this id7 in this Test, but this did maybe also a little Battery Heating and that's why the only accurate way to do such a Test is to charge at the end with an AC charger which showes the Energy or you do a real Road Trip where the Car knows in the SatNav what you plan and can adjust to that.
Why did you opt for no heat pump I'm curious. I ordered an ID5 without one but thinking of adding it to the order. So many conflicting reviews on it. I live in Ireland which seems to be optimal temp for one, but I'm still not sure.
Would be interesting to see the same test done in warmer weather, above 14C, when I believe battery heating is not required. I would be disappointed with 2.6 miles/kWh. What did you get with the ID3 under similar conditions?
P.S was the Model Y preheating fpr the charger? I guess Matthias didn’t navigate to the charger, to avoid this? I guess the Tesla running the battery heater hard while actually changing (if not preheated) might explain higher charging losses in the MY.
I remember you reporting on the increased charging "loss" of Teslas a while ago. You had a table if I recall, showing consistently high overcharging... This is due to the car powering its heaters and motors - using the motors as heaters - or something....so after charging the Model Y would probably be more efficient. I think. I thinks its this reason why Tesla's generally suck on a 50kW charger because 10-12kW of power is diverted to the heating and on 37kW goes to the battery.
@@BatteryLife even so...they do things! Tesla Bjørn has covered it in the past showing stators and stuff firing up. Completely invisible to the driver.
Dual motor MY/3 use max 7 kW for heating the battery, not 10-12 kW. That has been many times verified using Scan My Tesla, myself included. The reason for seeing 37 kW going to battery is due to 50 kW being limited to 125A, so with relatively low pack voltage cars like these Teslas and all MEB 77 kWh cars, the actual charging power is significantly below 50 kW especially when the battery is low.
@@BatteryLife Probably MY nevertheless used more power for heating its battery than ID7 did. This since Teslas charge significantly hotter than MEBs. I know this based on our own cars (TM3LR and Enyaq 80). The former needs near 50 deg C for max charge power and heats up to near 60 deg C while the Enyaq lets the battery go up to 40 deg C and gets max power at less than 30 deg C. Perhaps you could hook up OBD dongle and Carscanner to the ID7 to check how hot it charges? Or maybe I have missed you having done so already - sorry if so :)
The DC charging consumption should be factored into the WLTP cycle somehow. Like efficiency during winter => total consumption with charging losses. Otherwise this information is not visible to users and car companies have no incentive to optimize for it. I am a Tesla owner and I like Telsa. But I find it unacceptable that for the exact same condition tesla will have 8-9% more charging losses due to heating up the battery actively (consuming 10 Kwh in the process). There should be a way to turn of the active heating during charging like Taycan offers. I would trade a few minutes of charging time for a few kwh better overall efficiency. It would also be the more sustainable trade-off.
So, under these circumstances, we will call it winter, long range means around 300 km? And that is when you empty your battery. So more likely it will be around 250 km.
Yeah that's Bullshit. Only difference was that the id7 preheated the Battery more before the Test and not at the charging after because it was said to do so and in the Tesla you cannot manually press a Button, you have to send it a Location where it knows it has to charge and so does preheat to a higher Temp and also you cannot plug it into a Fast Charger and tell it not to Preheat the Battery as fast as it can what-for it uses inefficient ressistant heating because Heat Pump alone would take longer. This is not always ideal, like in such a Tests, but Teslas where built so that you cannot block a Fast Charger longer than necessary intentionally. So if you wanna measure charging losses you have either to verify that all cars have the exact same Battery Temperature or plug it into an AC. The Austrian Car Club Öamtc did a Test on Ac 11kw and Tesla was actually the one with the least charging losses of 6,7% which is exactly what i have in difference from displayed to charged on my 11kw AC from my Model Y. Also on Superchargers when you arrive with a warm Battery, you have constantly only 4% loss. Öamtc Test: Hyundai Ioniq 5 8,79 % Peugeot e-2008 9,92 % Tesla Model 3 6,69 % VW ID.3 8,25 % www.oeamtc.at/thema/elektromobilitaet/oeamtc-untersuchung-ladeverluste-bei-elektrofahrzeugen-53183736
@@D00MINIK The opposite is the case. The ID.7 keeps the battery always on higher temperature and a Tesla does. VW relies on a electric heater whereas Tesla is using waste heat of the motor. This is the reason why VW IDs have a ridiculous short trip consumption compared to Tesla. But they say not heating up the battery will reduce the life time a lot. Tesla says it does not, you can choose who you will trust. Both use basically the same battery cells. If plugged in both heat up the battery and the VW uses even more KW than MY because it has a much stronger heater. The only measure you can trust is a third party charger. Teslas range is always off reality although they were forced recently to adjust it.
@@D00MINIK It cannot explain a huge difference between consumption and energy charged into the battery. Active heating while charging? I am sure that ID7 does it too. And no car did use preheating during the test. The only missing information is the temp of the packs at the beginning of the run. Tesla uses the battery heat to save energy. Id7 probably does it too. No need for heat pump to do so. My Ev6 without heatpump does it, I use to spend a lot less energy for heating after a fast charging in winter (about 50% less)
@moa2252 Yes, it can, because on the Tesla, you can not prevent it from preheating while fast charging, and i think on the id7 you can. I think maybe it would have been possible to decrease the charging speed in the Tesla and so decrease the heating as it wasn't a supercharger, but i'm not sure about that. It would have been interesting to know the battery temperatures of the cars after the charging session. Because 4% Loss at a Tesla Supercharger is common with a warm Battery. Btw.: Both cars where preheated with the App, he told me that. But he also said the id7 preheated much longer after MY said finished, and as i know Tesla doesn't preheat the Battery much if it doesn't think it does a long trip.
@heinim2 Tesla doesn't claim that not heating up the Battery doesn't hurt it. It is the opposite, they tell you to preheat the car before driving and you cannot even disable the Battery heating. Also Vw is using more than up to 8Kw in preheating the Battery? I have a third party AC charger for my MY and i have constantly 6,7% difference between shown and charged energy. My brother has driven 50.000 Miles in his 21' Model 3 and has 4% loss on Superchargers when the Battery is warm so the Consumption shown is extremely accurate.
Drag coefficient doesn’t tell the whole story. You multiply drag coefficient with the frontal area of the car to get the drag force. Model Y is taller. Frontal area is bigger.
ID.7 Cx = 0,23 - Model Y = 0,23 ID.7 Weight = 2172 kg - Model Weight = 1984 kg Cx is the same but the ID.7 weights more 188Kg ... if the consumptions is the same the ID.7 IS MORE EFFICIENT!!!! Also, I can't help but comment on your statement about the Model Y's equipment ... do you even know what the Model Y's equipment is??? The Model Y has MUCH LESS EQUIPMENT AND FEATURES than the ID.7 Do it this way, since you've already had several weeks behind the wheel of the ID.7 ... spend a week driving the Model Y and then come and make a comparison .
You simply cannot trust the consumption figures displayed on Tesla's screen. There is always something odd when you see range tests with a Tesla - the numbers just don't get along with the battery size. You notice this difference when you charge back to 100%. I would say it under reports by roughly 10%, so you always need to add 10% to the figures displayed on the screen when looking at range test videos, unless they charge back to 100% or initial SOC to see how much the car really consumed. Tesla cars are still the most efficient cars in their categories / price range by a consistent margin, but it needs to be taken into consideration. Both the ID7 and the MY have a relatively similar Cx, but the drag coefficient also has to include the frontal surface (SCx). The MY has more frontal surface for sure. It is still an amazing performance for such a big SUV!
For me the consumption is not such important like the whole ecological footprint. And.. Tesla 3 for Europe is made whole in China, even Tesla Y from Berlin imports a considerable number of complaint parts from China and China is a country where 95% of electricity is from coal, where ecology is on the back burner and, above all, there are still reports from investigative journalists about poor working conditions at subcontractors. So is car from China "back to the future?" , no :-) The average European ev car gives 15 tons of CO2, in Chine it will be 20 and more tons because of very bad energy mix value.
China has produced half of electricity in 2023 from renewables. What do you think ID7 battery and electronics come frome? What a load of uninformed opinions.
@@danielstefanovic2604 VW IDx doesn't have parts from China buddy :-) Yes there is option to have Chinese CATL battery but you can choose LG or SK also... BTW from 2026 VW will start produce own battery. We can also influence democracy and human rights by what we buy :-)
Too bad the Model Y has the less energy efficient alloy wheels while the ID.7 seems to have the standard semi closed rims, it really makes a difference, depending on the speed 2 to 3 percent..Also you didn't switch drivers.
have you seen an ID.7 owner believing it is dud? The specs on paper and the first feedbacks from owners don't seem to point it's a dud, no matter what (wrong) impression the rest of the people might have.
@@USUG0 can you get a bit more specific with what you're saying? I think the ID.7 is a really neat car and much more of a grown-up and quality car compared what Tesla is offering. You can always discuss the price for sure, but thats a topic of it's own....
@@mariokrings as far as EV goes the ID7 is a mediocre brand new proposition. it is more expensive, less efficient and charges slower. Probably even compared to the polestar2. Let alone Nio, etc.. Harry's garage just made a video about it, didn't watch it. But, from the title I think he reached the same conclusion. Then, if you are convinced its quality and reliability are actually better and worth to pay more to get less, go for it
As of now Tesla has reduced the price of the Model Y down to 50.000€ in Germany and Leasing has 0% interest.
In my example Model Y is now 653€ per month
Your results are a bit skewed, Tesla uses power at a charger to warm up or cool the battery if it is not in optimal condition. From experience it pulls anywhere from 500 W to 2 kW, so hard to tell how much extra power it pulled from the charger that didn't go to the battery.
Other testers, like Byorn, use Scan my Tesla to see how much power goes where to get the actual kWh that goes into the battery.
The Model 3 awd would be the Vorrecht car to
@@badbasic My Y pulls 7 to 8kw peak, which this surely also did, at least shortly because charging curve suggests battery was significant below optimal
@@D00MINIK What year is your Y? My new M3 doesn't pull that much for conditioning.
It is brand new though, got it on 08.03., the coldest temperature since then was 10 C°, so maybe it didn't need more.
@@badbasic My Y is 03/23 so a year. In what situation did you see 0,5- 2kw? I see 7-8kw when i charge at home AC to 100% and it's only balancing at 2-3kw and when i start preconditioning it pulls the max 11kw and Battery is red in App and one time I drove unplaned to a Charger without navigation, Battery wasn't even that cold because i preconditioned before driving and than drove about 200km at 6°C (very much like in this test) but because i didn't navigate to the Supercharger it didn't know I wanted to charge so it couldn't precondition the Battery slowly over 1,5h drive with the 3-4 times more efficient Heatpump instand it heated with the motors, which is more inefficient, also between 7-8kw and wrote in the App that charging speed is restricted due to low Battery Temp and next time I should navigate to the Charger. I believe the same happened in this Test. Ps: i can read the actual Kw the motors are pulling and Battery Temp and many things more with my SexyButtons Commander.
Tesla uses the SAE standard (all the way to roof) when measuring boot space while VW uses VDA (up to parcel shelf). In reality the difference is around 30 litres and not 300 litres.
It depends on if the parcel shelf can be taken off or not, Tesla’s can.
@@ricarmig no it doesn’t depend on that. There’s no EV out there with non removable parcel shelfs. It’s just Tesla deciding to use SAE while most other brands use VDA.
@@thorsev6960 then I don’t understand other brands of the usable space can be bigger. Either way, I don’t buy cars without testing them and seeing if the space and other things are my cup of tea.
@@ricarmigwhat is so hard to understand? SAE standard which Tesla uses measures the space all the way to roof but VDA which VW uses measures to the parcel shelf.
It’s obvious that if a car brand decides to use SAE then their number will be inflated compared to numbers from brands that use VDA since VDA leaves out space above the parcel shelf (even though the shelf is removable).
Well done! Thanks for both of you this real life comparison between Y and ID7.
that definitely was an unexpected outcome. id7 is a saloon ,slightly better CD , and lower power, butit also does not have a heat pump and weighs more, yet it brought back better results. Impressed .
They have the same Cd, 0.23
@@Vercixx But Not the same frontal area,model y has more,try to Test a model 3lr against id7
@@alexanderb.9084 I agree, different frontal areas
@@alexanderb.9084But then M3 is smaller though...
I am not that surprised of the outcome. Apart from a SUV being both taller AND further from the ground, the ID7 is 2WD no? And the Tesla 4WD. ID7 would lose vs the RWD Y, and even with RWD one should probably put the Tesla in low power/Chill mode to get on the same low HP-levels, that likely would lower consumption a bit more. The M3 RWD in chill mode would beat both ID7 and the MY considerably as well.
Excellent range test , we need more like this one
It's a valid comparison. Both family cars with liftback trunk. I have a Model Y but would have considered an Id7 if there was one at the same price as MY RWD.
Cool test and interesting outcome.
The Model Y doesn't really have an 800l boot by the way. Side by side it is slightly smaller than an Enyaq, which is supposedly 560 or 580l I think. Tesla measure boot capacity to the roof instead of to the parcel shelf so their numbers are not comparable with everyone else's.
Not sure this is correct - My model 3 has nearly 600L of boot space and 88 more front boot space, it has no parcel shelf.
@@TB-up4xi your model 3 definitely does not have nearly 600 l of boot space by any normal definition. It has about 400. I'm not sure how the numbers are fudged by Tesla in this case but they are definitely fudged! 600 is more than an Enyaq, a Model S or a large estate car!
@@TB-up4xi Model 3 boot space is 542 L but when you compare it to an European SUV you have to consider that the space above the parcel shelf in the SUV is not counted.
Excellent real world comparison; thanks for sharing. At 3:08 you mention that the Model Y is 10cm taller. For two cars with the same drag coefficient, the drag will be more for the vehicle with the larger frontal area, which is the CDA. ☮️ Both cars performed well in winter conditions, so the main takeaway is that new BEVs are practical in normal winter driving. 👍
AMS had a good info video on the new efficient ID7 components. It's really a huge improvement. Not surprised it's this good.
Very interesting comparison! The only mystery is anymore that how much each car heated its battery during the charging. Without that info the actual consumption during the test drive can't be known exactly.
Great real world comparison. Thank you for this (and your other informative videos too). Interesting to see that real world consumption/range is actually about the same between the Tesla Y and the VW ID.7 (or Y just slightly worse), despite what the official government test numbers say. Nice to see non-Tesla EVs getting better. Teslas are great and the segment leader in most respects still, but the more competitive options there are, the better for consumers and EV adoption in general.
Very nice to see a test with charging loss also, as a consumer thats the electricity I pay for not what the car claims used for just driving, I wish more reviewers could show consumption with charging loss. Was a bit surprised anyways that the results from the cars was so close while driving in minus degrees and no heat pump in the id.7.
Thats quite difficult to do as the loss depends on whether AC or DC, what speed, how cold, how full the battery.
FWIW in my normal day to day life of 95% AC home charging, losses on my Kia are about 15% as far as I can measure. So that means 2p a mile becomes 2.3p a mile . SInce petrol would be around 15-20p a mile i can live with that.(not that it being cheaper to fuel is why i have an EV)
@@Joe-lb8qn But the same about weather/conditions could be said about every range/consumption test reviewers do, so why do them then? With more data in different situations the more accurate information would be so I really see a benefit more would do charge loss test (as why range test are done). And also we consumers would benefit that every aspect is transparent (and also make carmakers have as efficient loading as possible with loss at minimal if they knew it is reviewed). For the 2 ev's I had/have im about 10% on average of charging loss, from about 7% at good conditions up to almost 20% in -27 C (biggest loss in that temperature was heating battery, so not in converting AC to DC)
@@Tobias-b people like Bjorn do do range tests in different weather but generally cold and hot are the two extremes he tests otherwise you'd suffer a data overload. I understand that DC charging has a lower loss than AC so if it's a concern just add 10% a figure that's dwarfed by differences in driving style.
It's a good result for an SUV/CUV, but considering both cars have the same drag coefficient (0.23) and that the Model Y is lighter and has a heat pump, the Model Y should have had a lower consumption. So VW did something else better than Tesla - drivetrain, software, motor or whatever - so kudos to them.
Regarding consumption with charging loss, the ID.7 had 236 Wh/km at charger and 208 Wh/km on the car display so +13.5%. MY had 259 on charger and 212 on car display, so +22.2%. Both cars show big differences, but the MY difference is huge. Teslas now seem more and more like Chinese products, way more out of paper/display specs than the Western/Japanese brands.
LE: the MY does have an extra motor which probably causes friction which increases the consumption a bit + probably the MY has a higher frontal area (which is not considered in the drag coefficient) which also increases the consumption. Both seem to explain the difference, so I can't really say if VW did actually something better than Tesla, but being on par with Tesla is already a big achievement :)
Model Y should have a lower consumption? It has double the motors and the power. Seems like you forgot this?
The drag coefficient is not telling you the whole story about aero efficiency. The drag is proportional with the frontal area as well. So even though the drag coefficient is the same for thw two cars, the frontal area may be bigger on the Model Y, hence the slight higher consumption.
Also, if the cars started the journey with hot batteries, that should give Tesla and advantage because of the super efficent octo valve system and heat leaching tech.
@@HotHatchTV @HotHatchTV double motors means more weight, but the MY is lighter - as I have said. But it could also mean some loss due to 2nd motor friction which could add 10-15 Wh/km from what I see in Bjorn Nyland's tests, so I'll give you that. Still, this bearly puts the MY on par with thd ID.7
I don't see where power matters in this test.
@@TheDanishSpaceman the frontal area isn't already included in the drag coefficient? I mean the frontal area is practically most of the drag...
Fair point with the initial battery temperature status, I guess we don't see it from this test. However, if they charged at Ionity at the start of the tests, the batteries should have been both hot or at least warm :)
@@HotHatchTVthey drive samen speed. So horde power is not relevant
Danke!
Very interesting real world compareising, thanks for the video
Thank you for this real world comparison!
11:17 I guess Tesla uses the battery to not only charge electrical energy but also thermal energy. As they use the additional battery heat to heat up the cabin when on the road again, they can achieve a higher real world range in cold conditions.
You don’t need the Tesla Full Autopilot (it does not work in EU anyway). Included Basic Autopilot will give you adaptive cruise control, lane assist, stop and go traffic assist and blind spot monitoring. If you upgrade to advance autopilot you will have auto parking and navigate with autopilot (only highway).
in the UK i have FSD, only benefit i can tell is lane change which you get with enhanced. Summon, autopark etc aren't enabled in the UK so FSD is pretty much pointless!
But the basic Tesla Autopilot has not the functionality and comfort of the Volkswagen's TravelAssist!
I wonder if the heat pump really gives the ID.7 any real benefit?
Looking forward to the Touring version.
Chris did a range test using no heat for the cabin and found that the range at 130 km/h increased by 34km or 11.2% (from 304km to 338km). This would be the maximum if the heat pump were very efficient and used no electricity.
In reality the heat pump does use the battery a bit so the gain is lower, maybe 6% more range?
It will make the biggest difference in the city when your car heats up and cools down multiple times a day. Heating has a small effect during highway driving as maintaining a warm cabin uses much less energy than heating it up from cold. So depends on where you drive
@@BbboyMuppet and in the city doesn't really matter cause you charge over night, during shopping etc It's usually slow charging, so cheap, not a big saving.
@@Vercixx I saw once in a test drive that the heat pump was taking a third of a normal heating (0,7 kw vs approx 2 kw). But gaining only 30 km in real life does not make the option essential in my eyes.
@@cubmeister1971 So this would mean gaining 2/3 of the 34 km which is aprox 22km at 130km/h full discharge or 7.2% more range. Of course, the higher the temperature, the less gain.
Frankly, I'll take the heatpump if the price is spread over a longer period (e.g. 3 years), not sure though if I were to pay everything upfront.
Well that blew away my preconceptions! Excellent test and well done VW, I hope they can make a profit at the reduced prices.
Great video as always. A comparison in the city with the same vehicles would also be interesting.
If you want to repeat the test with a Model 3, I am happy to make myself available. I only have the 60kWh battery, but the lower consumption should make this really interesting.
Best regards from Neuburg am Inn.
city is impossible to do.
@@BatteryLife why? Just drive together 30km through the city.
Very interesting results !
You should be quite pleasantly surprised with these numbers; making your decision to buy the Id.7 more justifiable. The Id.7 is quieter and more comfortable too than the model Y.😊
Thanks for a good video. Interesting that consumption is so similar between the cars. I will soon return my ID.4 and have been thinking about an ID.7 as my next car but right now it feels like a MY is a better choice. In Sweden ID.7 costs more than MY especially if the cars are about the same equipment level. In Tesla you can basically not opt out of any equipment, but in ID.7 you can which can makes it cheaper but at the same time "more boring". A big advantage for MY is the huge cargo space.
Unexpectedly, seems VW to be pulling up to the competition! Thanks for the test well done!
Great video and idea.
The consumption difference is largely due to *frontal area*. These two vehicles have similar Cd coefficient of drag. At highway speeds, aero drag is huge. Colder air is more dense, so temperature also matters.
Nice. And you had the seat heating turned on the whole time.
Hi Chris. Interesting. Why didn't you choose to get a heatpump? 🎉
Great video. Thanks, Matthias, for helping with the test. It is very interesting that they had about the same consumption even without a heat pump in the Id.7 . Did the Model Y heat up the Battery when it was charged at the end? I would love to see more of these head-to-head comparisons.
Yes, Teslas heat up battery to around 50c when fast charging. It does add more cost to charging. But one important fact is not known in the video:
In cold weather, you should start the journey with Teslas from a charge session! That way, you will have heat in batteries to scavenge with octovalve. That helps a lot with consumption in winter...
Both are good choices.
Excellent test, big kudos that you have included the charger kWh! Liked & Subbed. What surprises me is the difference in indicated consumption vs. at the charger on the Model Y. If you calculate with 75kWh and take the SOC difference you end up with 35,25kWh consumed, although the car indicates only 33. With charging losses then it's 40,2. Is the Tesla deliberately lying about its consumption? If you take the 35,25kWh then the charging losses are almost equal to the Passat.
Passat? => ID.7... ;-)
You do not need 500+ horsepower to overcome road resistance (rolling resistance, air resistance, gradient etc.), so it is irrelevant metric for cruising on autobahn. So of course it will have nearly the same consumption as Vw.
How a VW 2172 kg car with a 77 kWh battery can have a range of 621 km when a Tesla 2054 kg car with a 75 kWh battery only have a 533 km range?
It is not all about the weight 😉 wind resistance is more important.
I think I might have figured out the cutoff-line issue of ID.7's new headlight:
It is using a completely different and new cutoff-line shape from previous VW cars like Passat and ID.4, to follow the newest regulations.
Previously the right side of the cutoff-line is always higher than the left side by a little, and the height is exactly the same of the height of the elbow shape in the middle.
However in the new shape, both side are mostly the same height, and the elbow shape becomes larger in height and shorter longitudinally.
The Tesla model Y has its aero wheel hub caps removed which of course would have reduced its efficiency. Not a fair test.
Hey Chris hope the new year is going good. Were you at the Billy Talent concert in Frankfurt? Saw the video of it and I swear I saw you on Camera for 1/2 a second. Maybe your doppelganger.
No, that wasn't me.
@@BatteryLife to bad it was a good show. Saw them in my city just before they headed over seas.
What tires gives the lowest energy consumption / higest range for Id cars?
Good performance from both cars. It also seems that Tesla's lead in efficiency has mostly vanished.
? 80% more power and an SUV v tall saloon car and the same efficiency - that is a monumental lead for Tesla on this front.
@@TB-up4xi heh. power does not make any significant difference to consumption in electric motors. That comment is more like monumental misunderstanding of technology :)
Compare with an id4/5 would be more fair in this case 🤔 Then I am pretty sure I know which one has the lower consumption.
I recently did a back to back test with a model 3 and y, and at 130 km/h the model 3 was consuming 200 wh and the y 250. Mayor difference
Very nice comparison and actually does fit because tge id7 is a little between Model 3 and S and does have way bigger Trunk than Model 3 but way cheaper than Model S. I just wished you would have pre heated both cars, because i think the Model Y did Heat the Battery more on the charger which is why it showed so much difference. I'm getting like 4% difference on Tesla Supercharger. Rumors say Superchargers do charge Teslas not all losses like other chargers, don't know about that for sure, but that's what i pay. Also to even things out would be good to use the Aerocaps on the Model Y and no heater at all to get more even
both cars preheated the battery before we started the drive, and we charged.
Tesla was done heating it up. VW not. it would have needed more heating
@@BatteryLife Early this year my 2023 Model Y Lr always preheated the Battery to over 30°C if i let it long enough. Since a few month there was an Update with what the car seems to guess if it should preheat the Battery to more than about 13°C. So if i charge it to 80% with AC i can preheat all day long, it never gets to more than 13°C. Last time i send the car a Destination with the App about 250km away and charged it to 100% Ac and preheated it an hour and the Battery showed 38°C. I don't like it very much that i have not much controll if the car preheats or not from home, although the one time i needed it it did. My guess is that the Battery of the Model Y was colder although it said it is finished preheating. Of course you can say that is the cars fould. And your partially right, but at 36% it should have charged way faster, so you can see that the Battery was cold, maybe also on id7 where you can manually set preheating right? Can you do that also from the App?
@@D00MINIK If the cars were preheated to the same battery temperature before the drive, the Tesla with its heat pump would have used the heat energy in the battery to warm up the cabin more efficiently. So without a preheating before the second charging session, I expect the MY's battery to be colder than the ID.7's.
While this makes sense to maximize range (less energy used for heating the cabin) it makes it (even more) necessary to preheat the battery for charging stops (costing range again). The temperature Tesla likes to heat their batteries to during the charging stop is also much higher that for most other brands.
I have always wondered how these huge swings in battery temperature in Teslas impact total used energy, incl. charging "losses", especially in winter. Unfortunately most other reviewers (e.g. Bjørn with his hard-core winter tests) don't report the energy pulled from the charger most of the time, but I can't believe it's the most energy-efficient way to get around. Maybe in total it's faster and that's why they do it.
Yes i think it's because Teslas are built to block Fast Chargers as short as possible. But this Test doesn't represent charging losses. At Tesla supercharger with warm Battery you have around 4% which would be less than this id7 in this Test, but this did maybe also a little Battery Heating and that's why the only accurate way to do such a Test is to charge at the end with an AC charger which showes the Energy or you do a real Road Trip where the Car knows in the SatNav what you plan and can adjust to that.
Why did you opt for no heat pump I'm curious. I ordered an ID5 without one but thinking of adding it to the order. So many conflicting reviews on it. I live in Ireland which seems to be optimal temp for one, but I'm still not sure.
11:20 - by looking at the screen, does it mean that Tesla could lie about the consumption? Looks like they are not including some spend kWh
Would be interesting to see the same test done in warmer weather, above 14C, when I believe battery heating is not required. I would be disappointed with 2.6 miles/kWh. What did you get with the ID3 under similar conditions?
P.S was the Model Y preheating fpr the charger? I guess Matthias didn’t navigate to the charger, to avoid this?
I guess the Tesla running the battery heater hard while actually changing (if not preheated) might explain higher charging losses in the MY.
It would be awesome if you could do a similar test with a Tesla M3 LR
I remember you reporting on the increased charging "loss" of Teslas a while ago. You had a table if I recall, showing consistently high overcharging... This is due to the car powering its heaters and motors - using the motors as heaters - or something....so after charging the Model Y would probably be more efficient. I think. I thinks its this reason why Tesla's generally suck on a 50kW charger because 10-12kW of power is diverted to the heating and on 37kW goes to the battery.
Heating was off, battery was warm
@@BatteryLife even so...they do things! Tesla Bjørn has covered it in the past showing stators and stuff firing up. Completely invisible to the driver.
Dual motor MY/3 use max 7 kW for heating the battery, not 10-12 kW. That has been many times verified using Scan My Tesla, myself included.
The reason for seeing 37 kW going to battery is due to 50 kW being limited to 125A, so with relatively low pack voltage cars like these Teslas and all MEB 77 kWh cars, the actual charging power is significantly below 50 kW especially when the battery is low.
@@mjpk987 good info thanks for the correction.👍
@@BatteryLife Probably MY nevertheless used more power for heating its battery than ID7 did. This since Teslas charge significantly hotter than MEBs.
I know this based on our own cars (TM3LR and Enyaq 80). The former needs near 50 deg C for max charge power and heats up to near 60 deg C while the Enyaq lets the battery go up to 40 deg C and gets max power at less than 30 deg C.
Perhaps you could hook up OBD dongle and Carscanner to the ID7 to check how hot it charges? Or maybe I have missed you having done so already - sorry if so :)
The DC charging consumption should be factored into the WLTP cycle somehow.
Like efficiency during winter => total consumption with charging losses.
Otherwise this information is not visible to users and car companies have no incentive to optimize for it.
I am a Tesla owner and I like Telsa.
But I find it unacceptable that for the exact same condition tesla will have 8-9% more charging losses due to heating up the battery actively (consuming 10 Kwh in the process).
There should be a way to turn of the active heating during charging like Taycan offers. I would trade a few minutes of charging time for a few kwh better overall efficiency. It would also be the more sustainable trade-off.
As far as I know. it is. wltp consumption has charging loss included.
Indeed a surprising outcome. Was the Y notably heavier by any chance? Weight can skew results.
The Tesla should be ~120 kg lighter, you can see 1:55 the data in the comparison table, it's on line 8.
Id7 has very good efficiency
So, under these circumstances, we will call it winter, long range means around 300 km? And that is when you empty your battery. So more likely it will be around 250 km.
If the Model Y would be new too (it has 7% degradation) - range would be the same or better than ID.7..
Could it be that Tesla used that energy to warm the battery? Nice to see that the id7 is so efficient!
I don't know. It did not display heating battery
As usual, Testa’s displayed consumption almost never reflect the reality.
Yeah that's Bullshit. Only difference was that the id7 preheated the Battery more before the Test and not at the charging after because it was said to do so and in the Tesla you cannot manually press a Button, you have to send it a Location where it knows it has to charge and so does preheat to a higher Temp and also you cannot plug it into a Fast Charger and tell it not to Preheat the Battery as fast as it can what-for it uses inefficient ressistant heating because Heat Pump alone would take longer. This is not always ideal, like in such a Tests, but Teslas where built so that you cannot block a Fast Charger longer than necessary intentionally. So if you wanna measure charging losses you have either to verify that all cars have the exact same Battery Temperature or plug it into an AC.
The Austrian Car Club Öamtc did a Test on Ac 11kw and Tesla was actually the one with the least charging losses of 6,7% which is exactly what i have in difference from displayed to charged on my 11kw AC from my Model Y. Also on Superchargers when you arrive with a warm Battery, you have constantly only 4% loss.
Öamtc Test:
Hyundai Ioniq 5
8,79 %
Peugeot e-2008
9,92 %
Tesla Model 3
6,69 %
VW ID.3
8,25 %
www.oeamtc.at/thema/elektromobilitaet/oeamtc-untersuchung-ladeverluste-bei-elektrofahrzeugen-53183736
@@D00MINIK The opposite is the case. The ID.7 keeps the battery always on higher temperature and a Tesla does. VW relies on a electric heater whereas Tesla is using waste heat of the motor. This is the reason why VW IDs have a ridiculous short trip consumption compared to Tesla. But they say not heating up the battery will reduce the life time a lot. Tesla says it does not, you can choose who you will trust. Both use basically the same battery cells.
If plugged in both heat up the battery and the VW uses even more KW than MY because it has a much stronger heater. The only measure you can trust is a third party charger. Teslas range is always off reality although they were forced recently to adjust it.
@@D00MINIK It cannot explain a huge difference between consumption and energy charged into the battery. Active heating while charging? I am sure that ID7 does it too. And no car did use preheating during the test. The only missing information is the temp of the packs at the beginning of the run. Tesla uses the battery heat to save energy. Id7 probably does it too. No need for heat pump to do so. My Ev6 without heatpump does it, I use to spend a lot less energy for heating after a fast charging in winter (about 50% less)
@moa2252 Yes, it can, because on the Tesla, you can not prevent it from preheating while fast charging, and i think on the id7 you can. I think maybe it would have been possible to decrease the charging speed in the Tesla and so decrease the heating as it wasn't a supercharger, but i'm not sure about that. It would have been interesting to know the battery temperatures of the cars after the charging session. Because 4% Loss at a Tesla Supercharger is common with a warm Battery.
Btw.: Both cars where preheated with the App, he told me that. But he also said the id7 preheated much longer after MY said finished, and as i know Tesla doesn't preheat the Battery much if it doesn't think it does a long trip.
@heinim2 Tesla doesn't claim that not heating up the Battery doesn't hurt it. It is the opposite, they tell you to preheat the car before driving and you cannot even disable the Battery heating. Also Vw is using more than up to 8Kw in preheating the Battery? I have a third party AC charger for my MY and i have constantly 6,7% difference between shown and charged energy. My brother has driven 50.000 Miles in his 21' Model 3 and has 4% loss on Superchargers when the Battery is warm so the Consumption shown is extremely accurate.
[11:25] Your test result shows a difference of almost 10 % and you say they _have the same consumption?_
The only serious comparision is the ID.7 vs Ioniq 6 RWD LR. Not even Model 3LR is comparable, only with a possible GTX versuon of the ID.7
Drag coefficient doesn’t tell the whole story. You multiply drag coefficient with the frontal area of the car to get the drag force. Model Y is taller. Frontal area is bigger.
ID.7 Cx = 0,23 - Model Y = 0,23
ID.7 Weight = 2172 kg - Model Weight = 1984 kg
Cx is the same but the ID.7 weights more 188Kg ... if the consumptions is the same the ID.7 IS MORE EFFICIENT!!!!
Also, I can't help but comment on your statement about the Model Y's equipment ... do you even know what the Model Y's equipment is??? The Model Y has MUCH LESS EQUIPMENT AND FEATURES than the ID.7
Do it this way, since you've already had several weeks behind the wheel of the ID.7 ... spend a week driving the Model Y and then come and make a comparison
.
Model Y will loose the indicator and gear selector stalk soon...God, take care of tesla customers.😁
You simply cannot trust the consumption figures displayed on Tesla's screen. There is always something odd when you see range tests with a Tesla - the numbers just don't get along with the battery size. You notice this difference when you charge back to 100%. I would say it under reports by roughly 10%, so you always need to add 10% to the figures displayed on the screen when looking at range test videos, unless they charge back to 100% or initial SOC to see how much the car really consumed. Tesla cars are still the most efficient cars in their categories / price range by a consistent margin, but it needs to be taken into consideration. Both the ID7 and the MY have a relatively similar Cx, but the drag coefficient also has to include the frontal surface (SCx). The MY has more frontal surface for sure. It is still an amazing performance for such a big SUV!
VW EV's are also Chines
For me the consumption is not such important like the whole ecological footprint. And.. Tesla 3 for Europe is made whole in China, even Tesla Y from Berlin imports a considerable number of complaint parts from China and China is a country where 95% of electricity is from coal, where ecology is on the back burner and, above all, there are still reports from investigative journalists about poor working conditions at subcontractors. So is car from China "back to the future?" , no :-) The average European ev car gives 15 tons of CO2, in Chine it will be 20 and more tons because of very bad energy mix value.
China has produced half of electricity in 2023 from renewables.
What do you think ID7 battery and electronics come frome?
What a load of uninformed opinions.
and you think all the parts in the id cars are from europe?
Lots of china parts in there too buddy
@@danielstefanovic2604 VW IDx doesn't have parts from China buddy :-) Yes there is option to have Chinese CATL battery but you can choose LG or SK also... BTW from 2026 VW will start produce own battery. We can also influence democracy and human rights by what we buy :-)
@@palusisko lol where do You think the electronics Come from?
Tesla with heating on, VW off. Not fair.
Typisch Tesla, Verbrauchsangaben werden immer geschönt
Tesla just reduced the price in Germany
future. sitting in the car and waiting for min. 30 minutes to charge. wow progress😂😂😂😂
Because you never stop 😉
Model Y is a higher car so I expect to consume more. Also when is cold it matters the battery temperature before starting the test.
Model Y battery was warm, VW not
Model Y is missing the Aero wheels so it will loose 5-6% efficiency.
That is a lot for some wheels 👍
I think it’s more in the ballpark of 3% tbh
Too bad the Model Y has the less energy efficient alloy wheels while the ID.7 seems to have the standard semi closed rims, it really makes a difference, depending on the speed 2 to 3 percent..Also you didn't switch drivers.
No matter what, Tesla is still 🤢🤢
Ask your editor to count how much time you don't look at the road....
You don't need to be driving to compare specs
🤦
no matter how you slice it, that VW id7 is a dud!
It makes VW management, and sadly the engineers, look like a bunch of incompetents
have you seen an ID.7 owner believing it is dud? The specs on paper and the first feedbacks from owners don't seem to point it's a dud, no matter what (wrong) impression the rest of the people might have.
@@Vercixx well the reported data so far are really underwhelming considering both specs and price. And the car has just been released.
@@USUG0 what exactly is underwhelming?
@@USUG0 can you get a bit more specific with what you're saying? I think the ID.7 is a really neat car and much more of a grown-up and quality car compared what Tesla is offering. You can always discuss the price for sure, but thats a topic of it's own....
@@mariokrings as far as EV goes the ID7 is a mediocre brand new proposition. it is more expensive, less efficient and charges slower. Probably even compared to the polestar2. Let alone Nio, etc.. Harry's garage just made a video about it, didn't watch it. But, from the title I think he reached the same conclusion. Then, if you are convinced its quality and reliability are actually better and worth to pay more to get less, go for it