This is my third foray into reviewing Volkswagen’s ID.4 Pro S. I took Hooniverse through the ins and outs of the 2021 and the 2023. During the first round in 2021, I was frustrated with the user interface, the relatively dull exterior style, and the unimpressive performance. On round two in 2023, I noted that “it’s not particularly good at any one thing. It’s just kind of there.” VW launched some changes for the 2024 model year, including more powerful motors and a revamped touchscreen interface. So, let’s see if this reviewer is starting to warm up on VW’s compact crossover EV.

2024 Volkswagen ID.4 Overview

Depending on a buyer’s needs, the ID.4 has a solid spectrum of trim levels. If you need a relatively inexpensive runabout for the school run and errands, the ID.4 Standard starts under $40,000 and has 206 miles of range. That range is comparable to the Mach-E that I had a couple of years ago, and it did great for local travel; you could even top it off via a regular outlet overnight after a series of short local trips.

From there, the listing of features, motors, and range, along with the MSRP, starts to expand. Well, sort of. Like many EVs, if you want AWD, it will add some weight and complexity, so while the non-AWD RWD models get up to 291 miles of estimated range, the AWD models deliver 263 miles. Additionally, you can opt for the single-motor version with 201 horsepower or a more powerful 282hp rear-drive model, which is also available. We got the Pro S with a single motor, rear-wheel drive, and 335 hp.

Pricing for this version is $5 under $50,000, and no options are added, giving you an out-the-door price of $51,420. That places the ID.4 Pro S right in the mix with many of the $50K compact crossover EV options currently on the market. Let’s get into the driving experience and see if it’s worth it.

The ID.4 has a fairly generic shape but does have some nice exterior features. In particular, I really dig the knife blade-style wheels. The shiny aluminum look is a nice change from the typical black wheel that many automakers still use. The rest of the ID.4 is bereft of too many crazy details or slats and scoops that plague some modern designs. Like a lot of VW designs, it’s restrained but tasteful. The front looks the VW part, and would look at home parked next to a GTI. The side profile has some swooping design lines that join in with the rear taillight treatment. Overall, it’s smooth and likely very unoffensive to most buyers.

The interior is comfortable and appears to have pretty solid materials. From a design perspective, it’s clean (if a bit minimalist), though the 12.9-inch screen looks a little tacked on. Sadly, that’s a common issue with new cars, so I can’t ding VW any more than others. The spot to put your phone is nice; it even has a little flap to keep your device in place on the wireless charger. There is a ton of room for other small objects upfront including a huge drink holder in the door large enough for a water bottle (which is all my kids use). Some really cool metallic-looking pieces are applied across the dash and on the doors. However, once you tap on them, you can tell they are plastic.

This brings me back, once again, to the interface. VW has done a decent job of adding some quick-access icons to the home screen, and the HVAC “buttons” are now at least backlit, so you can actually use them at night. It’s still a bit frustrating to use on the go, but I guess you might get used to that as an owner. There are also no rear window buttons up front. You have to push “rear” and reuse the front window buttons to lower the rear windows. If you hold the “rear” button and wait for it to start blinking, you can push just one window switch and release it. All four windows will go down at once, but that’s a pretty annoying exercise in cost savings.

However, if you have the key fob, you can hop in, put the ID.4 in gear, and go. It’s a little unsettling that there is no stop-start button, but I actually think you really would get used to it since it’s one less thing to do to get on the road.

With the rear seats in place, the cargo area has 30.3 cubic feet of space. That’s a bit less than some competitors, like the Mach-E and Model Y, but likely enough to tackle most day-to-day jobs. Rear legroom is 37.6 inches, also a little less than some others as well, but it wasn’t bad for my kids during my week with the ID.4.

Out on the road, the ID.4 drives like most compact crossover EVs. Acceleration is instant but still not particularly quick. The trip to 60 mph is around six seconds, which I guess would have made for a quick sport compact car in the 1990s, but it isn’t all that impressive today. The steering is ok, but I wasn’t particularly impressed with the handling. There just isn’t much “feel” in the ID.4 to discuss here.

Summary

That’s where I struggle. I’ve come to realize that I’m part of a dwindling segment of society that wants to feel something from their automobile—something more than a willingness to convey me quickly and quietly from place to place. I want to be forced to smile when I drive, which takes more than instant acceleration. It’s a sensory experience that comes from sound, movement, texture, and the ability to elicit some sort of emotion.

I’ve driven most of the latest compact crossover EVs, and they all have started to blend in with regard to the overall driving experience. That puts a more significant emphasis on the other factors of a car, such as its design and ergonomics. Sadly, the ID.4 Pro S blended in too much with the other compact SUVs on the outside and infuriated me way too often on the inside. Between the lack of rear window buttons (and buttons overall) plus some less than impressive trim, it feels like someone in the accounting department asked for the engineers to find as much cost savings as possible. It didn’t even come with a charging cord!

All too often, I had to say, “I guess you might get used to that.” After three rounds of testing the ID.4, I’m still not used to it. Your results may vary.