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Volkswagen launches the battery-electric e-Golf in Germany; “Das e-Auto”

The e-Golf shown at the North American International Auto Show (NAIAS) in January. Click to enlarge.

Volkswagen has launched the battery-electric version of the Golf, the e-Golf, in Germany with immediate availability. (Earlier post.) In launching the new e-Golf, Volkswagen is bringing the most successful European car ever onto the market as a full production electric vehicle. The e-Golf, sporting signature LED headlights, is available from €34,900 (US$47,796), including an 8-year / 160,000-kilometer (99,419-mile) battery warranty.

The launch of the e-Golf marks Volkswagen’s second electric vehicle brought to market inside six months; the first was the e-up!. (Earlier post.) The e-Golf features low power consumption of 12.7 kWh/100 km (the frugal e-up! offers power consumption of 11.7 kWh/100 km). As a comparison, the Nissan LEAF consumes 15 kWh/100 km (in accordance with UN/ECE Regulation 101).

The e-Golf’s electric motor delivers 85 kW / 115 PS and from a standing start develops maximum torque of 270 N·m (199 lb-ft). The high-performance 12,000-rpm motor and the single-speed EQ270 transmission form a compact unit: the EQ270 also incorporates an integrated differential and an electro-mechanical parking brake. The motor and transmission was developed in-house and is made at Volkswagen’s components plant in Kassel, Germany.

The e-Golf reaches a speed of 60 km/h within 4.2 seconds and 100 km/h after 10.4 seconds.

The Golf A7 was developed from the outset to be a battery electric vehicle. As the Modular Transverse Matrix (MQB) architecture that underpins the new Golf A7 is so flexible, Volkswagen was able to integrate the lithium-ion battery in a space-saving frame in the vehicle floor, under the front and rear seats and in the center tunnel. Like the electric motor and the transmission, the battery was also developed in-house at Volkswagen and is made at the company’s facility in Braunschweig, Germany.

The liquid-cooled lithium-ion battery accounts for 701 pounds (318 kg) of the e-Golf model’s 3,090-pound (1,402 kg) curb weight. It comprises 264 individual prismatic cells, which are integrated into 27 modules (each with six or twelve cells). Collectively, the cells have a nominal rating of 323 volts, with an overall capacity of 24.2 kWh.

Depending on the nature of the route, driving style and load, the range is between 130 and 190 kilometers (81 and 188 miles). More specifically, Volkswagen says, under the NEDC cycle, the range is 190 km (188 miles); practical range according to Volkswagen is the 130-190 km spread; and in winter operation, the range is expected to be 80-120 km (50-75 miles).

Under the slogan “electrified“, Volkswagen will be launching a series of e-mobility weeks in March on the site of Berlin’s former Tempelhof Airport. Volkswagen will offer a comprehensive overview of Volkswagen capabilities in the field of electrically powered motoring. From 14-16 March, members of the public can avail themselves of the numerous facilities on offer, such as test driving vehicles. The e-mobility weeks will be rounded off with public concerts in the evening.



"Power consumption" measured in [kWh/100 km]? What kind of quantum physics is that?

As Aha

^ yeah MPGe is the way to go...

on topic: seems no more A123 as VW used


About all I can see going for it is good accomodation as the batteries don't intrude.

The acceleration is poor, and the cost high.

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It will not sell well for the same reasons that the Leaf does not sell well. It is impractical in many driving situations because of its limited range and long charging times. On top of that it cost 10,000 EURO more than the comparable powered gasoline model that has at least 7 times as much range and can refill in 5 minutes. The only good thing is that this Golf can charge at home and electricity is cheaper per mile than gasoline. However, this is not enough to sell this car in volume.

Currently the Model S is the only battery electric car that can do long range trips in all kinds of weather nearly as fast as a gas burner. The nearly zero vibration and noise of the Model S also makes such long-range trips more convenient than doing it in a gas burner. Moreover, Tesla takes advantage of the fact that high powered electric motors and transmissions cost much less than such items in a combustion car. That means Tesla can price their BEVs at roughly the same price as a similar powered gas burner in spite of the costly battery. Tesla will gobble up most of the global market for high powered cars costing over 70k USD. That will enable higher volume production of the battery cells that Tesla use and their subsequent cost reduction so that they will be able to launch a 45,000 USD car with 200kW engine, 200 miles range and 135kW charging. That car (Model E) will then gobble up most of the global market for this segment of cars.

My point is that Tesla is the only BEV maker with a winning business strategy because they make BEVs that are better (or nearly as good) in all aspects as a similar segment gasoline/diesel vehicle. The low hanging fruit for EVs is obviously in the segment for very high-powered and expensive cars. It will take many decades before battery cost can been lowered to a level where battery electric vehicles will dominate the Golf and the Leaf segment that VW and Nissan target. Therefore, it would be more fruitful for Nissan and VW (indeed all other BEV makers except Tesla) to drop their current BEV strategy and simply copy Tesla's business strategy for BEVs.


"The e-Golf, sporting signature LED headlights, is available from €34,900 (US$47,796), including an 8-year / 160,000-kilometer (99,419-mile) battery warranty."

Is the steering wheel and spare tire included in the quoted price??


@Henrik said:
'It will take many decades before battery cost can been lowered to a level where battery electric vehicles will dominate the Golf and the Leaf segment that VW and Nissan target.'

It will? Not according to all the analysis I have seen, for instance by the DOE, who see full price competitiveness within a decade or so.


Well, that price includes the 19% value added tax. For people who have a business, this can be taken off. In addition there might be tax incentives, like quicker write-offs. Net price for this car in these countries might be 15,000 or less.


700lb battery"; 88 mile range; not much new here! Wonder what chemistry is used?

I'm still waiting for someone to build a small better-priced, EV sedan with 150 mile range. This is just another Leaf with Lederhosen.


Yes, it IS a Leaf in lederhosen.  The battery capacity is almost identical.  There are lots of people for whom this car would be just about perfect, especially if they could charge at work.  (At 188 Wh/mi, a 120 VAC 15 A circuit could replenish roughly 10 miles of range per hour.  That's enough over an 8-hour day for an awfully long commute.)

It doesn't have to work for everyone, or even a majority.  For instance, given dedicated parking, this could be a very, very popular Zipcar.


It is a bit disappointing that more than 3 years after the introduction of the LEAF, all VW can do is come up with a car that has nearly identical specs.

As Davemart says, the only thing it has going for it is that the VW engineers have apparently done a better packaging job by not letting the battery intrude into the passenger compartment as much as in the LEAF (or the Zoe for that matter).

And at €34,900 it comes with a free retro-style dashboard!


VW are putting out this car because it is easy for them to do so, as they can do very short production runs on their MQB platform.
They have already said that as far as they are concerned PHEV is the way to go for the moment, and the Audi A3 E-tron and the Golf GTE look altogether more attractive packages.
I think that the Leaf 150 mile range version will catch them out though, and there are signs in the resurrection of the Audi R8 E-tron that they are frantically working on a double density battery.





190 km is not 188 miles.


Disagree with a few of the stats being quoted.

The potential buyer might otherwise have bought the 1.2 TSI or 1.6 TDI blue motion - which have a similar acceleration of 10 1/2 seconds to 100km/h. They're not going for the low hanging fruit that Henrik suggests but the low hanging fruit of the eco-concious buyer.

I work it out as about €7500 more expensive than the SE 1.6 TDI (excuse errors as converting via pounds) but I don't know if the accessory levels are comparable. A lot of money but so are the running cost differences. The lifetime costs are likely comparable for target users though VW may be taking a margin cut to achieve that thinking it is good publicity.


Seems to be using the same (1-1-1) batteries generation as the Nissan Leaf and many others.

Tesla's Model-S (2-2-2) EV battery pack could give the e-Golf almost twice the range.

Tesla's Model E will apparently use (3-3-3) batteries to produce a superior e-vehicle under $50K by late 2016 or so.


If your apparently freshly minted nomenclature of 3-3-3 and so on refers to energy density in generational terms, then the Model E is going to use the same generation as the Model S.
See Musk's Amsterdam talk where he says that although he expects a 30% cost reduction and hopes for 40%, he does not expect substantial changes in battery technology for 4-5 years.


Innovation in the car business is slower than someone else offering to pay the dinner bill in a classy restaurant.

BTW, Ever wonder about the historic interplay between the energy corporations, car makers, inventors and users over the last 150 years? Or, how we evolved into this current energy mess? I'm reading "Internal Combustion" by Edwin Black... very interesting.


DM..... EV batteries will evolve from 1-1-1 in 2010 to 2-2-2 in 2012 and 3-3-3 in 2015 and so on to 5-5-5 by 2020-2022 or so.

The next decade will see accelerated progression from 5-5-5 to 10-10-10 e-energy storage units. Those 10-10-10 units will be mass produced before the end of the next decade.

Quick public chargers will go from 6.6 kWh in 2010 to 80 kWh in 2013 to 135+ kWh in 2015 to over 240 kWh in 2020 or so.

Autonomous future EVs will find and drive the vehicle to the closest wireless charging facilities when required, activate and pay for the energy used, move the vehicle to the parking lot and advise the human driver (via smart phone) when charging is finished and pick him/her up at the door and drive off.


"Autonomous future EVs will find and drive the vehicle to the closest wireless charging facilities when required, activate and pay for the energy used, move the vehicle to the parking lot and advise the human driver (via smart phone) when charging is finished and pick him/her up at the door and drive off."

And the smart phone will be implanted in your head and will transmit this information straight to your brain.


A correction to the article text: Max range of 190km is 118 miles, not 188.

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