This episode of the Kilometer Eater podcast is all about the latest developments in electromobility. The two hosts, Jonas and Tarek, are reporting from a special location this time: they are sitting in a brand new VW ID.7 after an automotive event, where they present exciting news directly from the event to their listeners. Right at the beginning, they make it clear that today is about two big topics: firstly, the presentation of the VW ID.1, the upcoming successor to the popular e-Up and new entry-level electric car from Volkswagen, as well as news about the slightly larger VW ID.2. The other focus is on the Volvo EX90, an all-electric SUV flagship for which Jonas has just published a YouTube video. Right from the intro, the presenters ask their loyal listeners to watch the EX90 video and comment on it. You can tell that the two of them care a lot about their audience - they even joke that there will be "no more videos" if the subscriber numbers don't reach the target of 1000 soon, tongue in cheek of course.
Jonas and Tarek convey a relaxed atmosphere in the introduction. They mention that they are at a trade fair in Düsseldorf, where Volkswagen is giving a preview of its new entry-level models. Despite the surroundings - a DJ is playing music outside - the podcasters concentrate on describing their impressions of the vehicles on show. "We're about to talk about the new ID Everyone, or the e-Up successor," announces Tarek enthusiastically. The mood is excited because there is "brand new information to announce". The hosts have even seen prototypes of the ID.1 and ID.2 and want to share their impressions. At the same time, they let listeners share in the experience: They report that they waited out an embargo on information at around 7pm and then quickly produced their videos to get the news out first.
The episode promises a wealth of topics: from first impressions of the compact ID.1 (also known as the "ID Everyone") - a car slightly smaller than a Polo - to a discussion of the luxurious Volvo EX90. In addition, Jonas and Tarek intersperse personal anecdotes, such as their experiences during the video shoot, comments from the community ("In the yellow color it looks like Bumblebee, only in mini format" is one comment on the design of the ID.1) and outlooks on upcoming projects. The introduction already gives an impression of the pair's expertise in the field of e-mobility as well as their humorous interaction with each other and with the listeners.
Important insights
- Volkswagen ID.1 impresses with its modern design: The hosts are impressed by the external appearance of the new entry-level electric car. Both Jonas and Tarek emphasize that the prototype of the ID.1 already makes a very good impression - "I think it's great - I do too" they say enthusiastically. If the production model looks similar to the one shown, both agree that the ID.1 will be "really cool" and should attract many buyers.
- Price as a key factor around €20,000: A central topic is the targeted price of the ID.1. Volkswagen is aiming for a starting price of "around €20,000", but remains vague when it comes to specific figures. The podcasters emphasize how important an attractive base price is: This is the only way to get the broad masses - from pizza delivery services to care services - "over to electric mobility" and make the switch to e-cars palatable. However, if the ID.1 costs significantly more than €20,000 and thus comes too close to the larger ID.2, they see challenges for market acceptance.
- Compact dimensions, surprisingly spacious: Despite its shorter exterior length, the ID.1 is said to be surprisingly spacious inside. Jonas reads out the dimensions of the concept car from his notes: approx. 3.88 m long, 1.82 m wide, 1.49 m high - slightly larger than an e-Up, but smaller than a Polo. Thanks to a clever layout, however, the ID.1 offers interior space at the current Polo level, including approx. 305 liters of trunk space (for comparison: the e-Up had ~250 liters). Features such as a sliding rear seat or a folding front passenger seat for transporting long items are discussed. Flexibility in the interior is seen as a major plus to guarantee suitability for everyday use.
- Power and range sufficient for everyday use: The ID.1 is expected to have an electric motor with around 70 kW (95 PS). With this and a top speed of around 130 km/h, it is primarily designed for the city and surrounding areas. The hosts agree that "95 hp is enough", but they criticize the top speed limit of 130 km/h: "A modern electric car - even a subcompact - should also be able to cope with highway speeds so that it is not degraded to a mere "second car". They consider the predicted range of at least 250 km (WLTP) to be acceptable for everyday urban use and for fleet customers. However, both hope that a variant with a larger battery (~350 km range) will be released to appeal to private customers with occasional longer journeys.
- Charging power and charging technology as a must: A clear appeal from the podcasters: even in the entry-level segment, important features must not be missing. Jonas and Tarek expect the ID.1 to come with modern charging technology despite its small battery - i.e. three-phase AC charging and fast charging capability (DC). "I don't advise anyone to buy an electric car with just an AC port," Tarek emphasizes emphatically, pointing to negative examples such as the Renault Zoe without a DC port. The e-Up was also able to charge almost 40-50 kW DC, but with limitations ("heat gate" when the battery is warm). The hosts argue that a small city car must be flexible to use: slow charging in the depot or at the socket in everyday life, but also being able to recharge quickly and spontaneously. After all, a plug-in hybrid can also charge at 50 kW - a pure e-car like the ID.1 should be able to pack at least 100 kW, according to the tenor.
- Volkswagen's strategy: late, but promising: While VW is later than some of its competitors with its affordable e-models, Jonas and Tarek are optimistic that the plan will work. "Volkswagen is not stupid. Volkswagen is too late. But believe me, if these things are not too overpriced [...] and look like they were presented to us, they will be a success." With these words, Jonas sums up the mood. The two point out that electric cars are selling better and better and that Volkswagen has huge potential with the ID.1 and ID.2 - provided the price and product are right. Competitor models such as the announced Renault 5 show that under €25,000 is realistically feasible (Renault is aiming for ~€24,000 base), and VW should not lag behind here.
- Thoughtful interior and new operating concept: The presenters enthusiastically commented on the interior details of the ID.1, which they could see in press photos. Apparently VW has learned from criticism: the ID.1 has physical buttons (instead of purely touch surfaces) and largely dispenses with glossy piano lacquer surfaces, which is welcomed by both. "No piano lacquer - physical buttons - I'm excited," says Jonas happily. A small driver display behind the steering wheel returns, and according to the photo, there even seems to be seat heating and seat ventilation ("seat climate") - amazing extras in this vehicle class. Particularly interesting: a holder on the passenger side should make it possible to attach a tablet or small table, e.g. for delivery services. Many of these features originate from the study, and it is rumored that around "85%" of them will be included in series production. This gives us hope that the ID.1 will hardly be slimmed down and will have a user-friendly, practical cockpit.
- Micro-mobility in view - the Mobilize Duo: Tarek briefly digresses from the topic again and again to express his enthusiasm for a completely different vehicle: the Mobilize Duo. This two-seater mini electric car (basically a covered electric scooter for the city) has obviously taken a shine to him. "I love the Mobilize Duo. Take a look at a video", he asks the listeners with a laugh. Jonas teases him about how often Tarek has already mentioned the Duo. This digression shows that in addition to the big innovations, the smallest solutions for urban mobility also find their place in the podcast. For Tarek, the Mobilize Duo is an example of what diversity looks like in the e-mobility market - from the smallest two-seater to the large SUV.
- Volvo EX90 - impressive design and safety: In the second major topic block, the podcasters turn their attention to the Volvo EX90. Tarek goes into raptures: "I think the look is beautiful, super elegant, powerful, dynamic", he praises the harmonious lines of the large E-SUV. The front and side of the EX90 are harmonious and, despite its impressive dimensions, the design looks sporty and not bulky. Volvo consistently pursues its safety philosophy: despite a system output of over 530 hp, the top speed is limited to 180 km/h - a self-imposed restriction on all new Volvos. Jonas finds this limit "okay", as outside Germany you are rarely allowed to drive faster anyway and Volvo has been doing this for years. At the same time, he admits that this is "an absolute German problem" - after all, the opportunity to occasionally drive a 500 hp car at full throttle appeals to many drivers, especially here in Germany. Overall, both agree that the EX90 is a technically and visually impressive vehicle that sets new standards for Volvo.
- High-tech: 800-volt battery and 700 km range: The EX90 also has a lot to offer in terms of technology. It is based on a modern 800-volt architecture, which enables extremely fast charging times: from 10 to 80% in approx. 20-21 minutes - a peak value that is highly praised by the hosts. This is made possible by a huge battery (available in two sizes, around 92 kWh or 106 kWh gross, of which 88 or 102 kWh can be used). Volvo states a WLTP range of up to ~700 km - an astonishingly long range when you consider that the Audi A6 e-tron, for example, "only" manages a good 550 km in a similar size, according to Jonas. The efficiency of the EX90 is positively surprising and is on a par with the VW ID.7 (which achieves a net range of over 700 km with ~86 kWh). Despite the high ground clearance of 18 cm (more than some other SUVs), Volvo has obviously done a good job aerodynamically. Jonas only has a small criticism of the rear design: in his opinion, the vertical rear lights of the EX90 could be positioned a little further out to better emphasize the width of the vehicle visually - otherwise the rear looks a little narrow from certain angles. However, that's complaining on a high level in view of a very successful vehicle overall.
- Plug-in hybrid as a bridge - outlook for the next topic: Towards the end of the episode, Jonas and Tarek briefly change the subject and report on current test cars on their doorstep. Tarek has a Cupra Leon Sportstourer e-Hybrid (plug-in hybrid) in the garage and is amazed at its electric range. In a real-life journey from Cologne to Düsseldorf, he was able to cover over 50 km purely electrically and still had around 60% battery left afterwards - which indicates an electric range of well over 100 km. "People, [...] you can drive these new hybrids [...] just like a real electric car." The latest generation of VW/Audi plug-in hybrids therefore enables almost fully electric driving in everyday life, without range anxiety on long journeys (as the petrol engine takes over in this case). The presenters think that's "amazing" and are considering exploring this topic in greater depth in the next episode. For listeners, this means that exciting insights into small EVs and premium SUVs will soon be followed by a practical check of the interim plug-in hybrid solution.
Main topics of the podcast
Volkswagen ID.1 - premiere of a new entry-level electric car
The heart of the episode is the in-depth discussion of the VW ID.1, which was shown to the press for the first time at the event in Düsseldorf. Jonas and Tarek vividly describe their impressions of this prototype, which they see as the legitimate successor to the e-Up. Visually, the ID.1 looks very successful to both of them: Slightly beefier and wider than you would expect in this segment, with short overhangs and modern lighting elements. With its eye-catching yellow paintwork, it even reminded some onlookers of the Transformers character Bumblebee - "only in mini format", as Tarek amusedly quoted from a viewer comment. Volkswagen itself did not explicitly refer to the concept shown during the presentation as "ID.1", but used terms such as "ID. Entry" or even tongue-in-cheek "ID. Everyone" for the e-Up successor. Nevertheless, it is clear that this vehicle will go into series production as the ID.1 and round off the bottom end of the ID family. The ID.1 will be slightly smaller than the Polo, but will offer a similar amount of space inside as the current Polo thanks to intelligent packaging. The podcasters repeatedly emphasize that Volkswagen has attached great importance to creating sufficient space for passengers and luggage despite the compact dimensions. The trunk, with a capacity of around 305 liters, is said to be significantly larger than the old e-Up (approx. 250 liters). Overall, the car leaves a positive impression on the hosts: if Volkswagen does indeed bring this design into series production almost unchanged, the "ID. Everyone" - as they jokingly call it - could become an attractive entry-level electric car for many target groups. However, interested parties will probably have to be patient: The market launch of the ID.1 is not on the cards until 2027. Until then, we can only hope that Volkswagen maintains the qualities it has shown and can realize the "ID. Everyone" at the promised price.
Price and positioning: ID.1 and ID.2 in comparison
A key topic of discussion is the expected pricing of the ID.1 and its position in the VW portfolio. Volkswagen has already officially promised to offer the slightly larger ID.2 for less than 25,000 euros. For the smaller ID.1, however, the manufacturer is still keeping a low profile and speaks vaguely of "around 20,000 euros". Jonas and Tarek analyze this announcement critically: In their opinion, it is crucial that the ID.1 remains significantly cheaper than the ID.2, ideally close to the €20,000 mark. Any noticeable overlap in price would put the ID.1 under pressure, as customers would then be more likely to opt for the larger model. Tarek assumes that the base price will probably be just over €20,000 - "then it will be €21,000," he speculates, which would still be within reason. One thing is clear: if the ID.1 turns out to be too expensive or only comes sparsely equipped in the basic version, customers are likely to be skeptical. Conversely, an inexpensive ID.1 has enormous potential to appeal to many buyer groups. The presenters explicitly mention commercial customers here: Small cars like the e-Up were frequently used by delivery services (pizza delivery services, care services, etc.). These customers pay particular attention to economy. If Volkswagen makes the ID.1 attractively priced and inexpensive to maintain, it could seamlessly take over the role of the e-Up and "transition" companies and private individuals from the combustion engine to the electric world. The competition is not sleeping: Renault has announced a similar vehicle with the upcoming Renault 5 and promises a base price of around 24,000 euros. On the one hand, Volkswagen must not be too late, but on the other hand it must not create any price illusions. Jonas puts it in a nutshell: "VW is not stupid, VW is late. But if these things are not too overpriced and look like they are presented, they will be a success." Both share this confidence - the demand for affordable electric cars is already high, as the rising registration figures show.
Power, range and charging capacity of the ID.1
In technical terms, the ID.1 is positioned as an entry-level model below the ID.2 and will probably be based on a scaled-down version of the MEB electric modular system - presumably with front-wheel drive. In terms of motorization, Jonas and Tarek expect an output of around 70 kW (95 hp), which is perfectly adequate for a city car. However, they controversially discuss the assumed limitation of the top speed to around 130 km/h. Tarek thinks: "95 hp is enough, but 130 km/h, come on" - he would like the ID.1 to be able to run at least 150 km/h so that it doesn't become a hindrance on highways. The two are of the opinion that a modern electric car, even in the small car class, should not be designed purely as a city car. After all, many e-Up drivers also use their vehicle for cross-country journeys, and the ID.1 "must not be degraded to a second car". In terms of acceleration and traction, they don't expect miracles, but solid values that are appropriate for the weight and purpose of the car.
When it comes to battery technology, the presenters speculate about the capacity and range. As Volkswagen has promised a range of "at least 250 km", Jonas and Tarek conclude that the battery has a usable capacity of around 35 kWh. Tarek makes a rough calculation: With a consumption of ~14 kWh/100 km, a ~36 kWh battery would get you about 250 km. They consider this basic variant with a relatively small battery to be sensible, as many commercial users - for example care services or delivery services - do not need more range per day. "They know exactly how many kilometers they drive per day before they buy," explains Jonas. For such customers, a low entry-level price is more important than a large battery that they never use. Nevertheless, both hope that Volkswagen will eventually offer an option for a larger battery, which would then allow a range of around 350 km. This would also appeal to customers who only own one car and occasionally drive longer distances.
A major focus is on charging. The podcasters agree that Volkswagen must not cut corners with the ID.1. Tarek puts it very clearly: "I wouldn't advise anyone to buy an electric car with only an AC connection". In other words, the ID.1 absolutely must have DC fast-charging capability. A small city runabout would be charged most of the time in an urban environment or overnight in a depot - many such vehicles are simply plugged into normal charging points or sockets in the evening. However, he believes that the ability to recharge significantly on the road in 15-30 minutes is essential. He backs this up with extreme examples: An acquaintance (Felix) drove a Renault Zoe (older model) without a fast-charging function over 150,000 km throughout Europe. He charged exclusively with alternating current and had to spend the night in the car on long trips, while the Zoe sucked on type 2 for hours - feasible, but tedious. Hardly anyone wants to accept such restrictions today. That's why Jonas and Tarek demand that even an entry-level EV like the ID.1 should ideally be able to charge with around 100 kW at a fast charger. "Even a plug-in hybrid can charge with 50 kW DC, then the [ID.1] can please charge with 100 [kW]," Jonas argues pointedly. Three-phase AC charging (11 kW) is also mandatory for them - at least in higher equipment variants - so that charging is not only possible at Schuko speed. Overall, the ID.1 should be equipped for all areas of use: short city trips, daily commuting, fleet operation and the occasional highway route with a charging stop.
Interior and operation: the ID.1 listens to customers
In addition to the exterior and technical values, Jonas and Tarek also take a close look at the interior of the ID.1 - as far as this was possible based on photos and brief impressions. What is particularly striking is that Volkswagen seems to have addressed some of the criticisms of previous ID vehicles in its smallest ID model. For example, the prototype shown has real, physical buttons and controls instead of the often criticized touch surfaces. High-gloss "piano lacquer" surfaces have also been dispensed with, suggesting more practical and less sensitive materials. Jonas is visibly pleased about this and says that the interior has a "looser, brighter character" than previous models. The user interface looks modern and clear. Another detail: despite its small size, the ID.1 has a small digital instrument display behind the steering wheel (similar to the ID.3 and co.) so that the driver has relevant information directly in view. The center console is adorned with a central infotainment display, under which - unlike the ID.3, for example - there are apparently illuminated sliders or even a rotary control for the volume. Tarek notes enthusiastically that a press photo even showed hints of seat heating and seat ventilation ("seat climate") - amazing for a vehicle of this class.
The announced holder on the passenger side could be a very practical feature. It should be possible to either attach a tablet or even mount a small table there - ideal for delivery services, tradesmen in the vehicle or to provide entertainment for the front passenger. Such well thought-out details show that VW intends the ID.1 to be a fully usable vehicle for a wide variety of purposes. Finally, the presenters discuss how realistic the concept shown is in relation to the later production model. A VW employee present indicated that the concept car on display was already "85%" the same as the production model. If this is the case, many of the new interior ideas are likely to make the leap into series production - to the delight of the two hosts, who attest to the ID.1's high level of user-friendliness thanks to these improvements.
Volvo EX90 - luxury SUV with Swedish understatement
After the VW ID.1 has been examined in detail, Jonas and Tarek turn their attention to the second major topic of the episode: the Volvo EX90. This all-electric luxury SUV from Volvo is at the other end of the spectrum - instead of minimalism and a focus on price (as with the ID.1), it's all about technology, performance and Scandinavian premium quality. Tarek, who has already experienced the vehicle in Sweden, is full of praise for the design: the EX90 is "beautiful, super elegant, powerful, dynamic" and yet harmonious and not ostentatious. He raves about the long, straight side line and the harmonious rear end. Jonas agrees in principle, but notes that he doesn't like the rear view 100%. In his opinion, the upright LED tail lights are positioned a little too far inwards, which makes the rear look narrower. He wishes Volvo had moved the lights further outwards to increase the width effect. Tarek can only agree to a limited extent - photographed from an oblique angle, everything looks coherent, he replies. This little dispute shows that design is always a matter of taste. However, both agree on the rest of the design: the EX90 combines luxury and understatement in a Swedish way. Despite being over five meters long, it doesn't look bulky, and details such as the striking front section or the elegant rims are unanimously appreciated.
The presenters also describe Volvo as relying on familiar virtues in the interior: high-quality but restrained Scandinavian design, paired with the latest technology. A large central infotainment display in portrait format dominates the cockpit - Jonas admits that he personally is not a fan of vertical displays, but Volvo remains true to its concept here. It is noticeable that Volvo is already using the latest generation of batteries in the EX90 (similar to the related Polestar 3). An 800-volt system is used here, which enables much faster charging than previous 400-volt architectures. Tarek explains that the EX90 can be charged from "10 to 80" percent in just around 21 minutes - figures that seemed unthinkable in this vehicle class not so long ago. The battery is huge: there are two variants, one with around 88 kWh usable capacity and a larger one with over 100 kWh usable capacity. The range is correspondingly impressive: up to 700 km should be possible in an ideal scenario. Jonas compares this with Audi's upcoming A6 e-tron, which has a significantly lower range with a smaller battery, and is amazed at how efficiently Volvo has apparently designed the large SUV. Even the new VW flagship ID.7 is in similar regions with 86 kWh net and a range of around 700 km - the EX90 can keep up here despite its size.
Power is available in abundance: Over 530 hp system output and all-wheel drive are in the data sheet. Nevertheless, Volvo has provided an electronic lock at 180 km/h - entirely in the interests of safety. "What do you say?" asks Tarek provocatively. Jonas finds this step consistent: "Volvo has been doing this for years," he replies and reminds us that even combustion Volvos have not been going faster than 180 for a long time. Outside of Germany, this is not an issue, as speeds above 130 km/h are taboo on most roads around the world anyway. Only in Germany does this sometimes lead to discussions - Jonas calls it an "absolutely German problem". He himself grew up in Germany, but also admits that it is satisfying to have the opportunity to take a 500 hp car up to 250 km/h - at least the acceleration there is an experience in itself. Tarek adds that German highways are unique in their state of development and speed limit freedom. You wouldn't miss 180 km/h abroad (in Sweden or the USA, for example), where even lower speeds sometimes feel "fast". Overall, however, they come to the conclusion that Volvo's decision is justifiable and understandable for safety reasons - especially as the acceleration and power delivery of the EX90 remain unaffected. The colossus should sprint to 100 km/h in just over 5 seconds; they don't mention the exact figure, but you can sense their awe at the performance data.
Plug-in hybrid in everyday test and outlook
To conclude the episode, Jonas and Tarek change the subject once again and provide insights into current test vehicles that are available to them. Tarek is particularly taken with the new plug-in hybrid from Cupra (Leon Sportstourer e-Hybrid). He reports with fascination that he was able to drive the distance from Cologne to Düsseldorf in this estate car purely electrically - around 51 km - and still had 60% battery charge left. Extrapolated, an electric range of well over 100 km would be possible, which is exceptionally high for a plug-in hybrid. His consumption was an economical 16.5 kWh/100 km. Jonas, who took part in a driving presentation of the new VW Tayron (also with plug-in hybrid) at the same time, listens with interest - he is still under embargo and is not allowed to say anything about the Tayron, but Tarek's experiences speak volumes. The two are impressed by how much PHEV technology has developed. "You can drive these new hybrids [...] like a real electric car," enthuses Tarek. In everyday life, this means that most distances can be covered electrically without causing local emissions, while the combustion engine is still available as a backup for vacation trips or long distances. This means that modern plug-in hybrids offer a bridge for all those who do not yet want to or cannot commit to pure electric.
You can tell that this topic is gripping the presenters - so much so that they decide to dedicate a separate focus to plug-in hybrids in the next podcast episode. Tarek announces that he will be driving the Cupra both empty and with a full tank of gas in the coming days in order to play through all facets (electric and combustion). Jonas, for his part, has already gained some experience with the hybrid on the highway, which he wants to share. The two of them are looking forward to discussing the advantages and disadvantages of this dual-motor technology in more depth next week. But that's the end of the current episode after a good hour and a half of information. As they say goodbye, Jonas and Tarek thank their listeners for their loyalty - "You're the best, guys!" - and reminded them once again with a wink to subscribe to their channel. You can tell that their passion for cars and electromobility in particular is infectious, and there is already plenty of material for the next episode.
Conclusion
The summarized podcast episode provides a vivid picture of current developments in the world of electric cars - from small city runabouts to large luxury SUVs. Jonas and Tarek discussed two very different vehicles, the VW ID.1 and the Volvo EX90, but are optimistic about both. Their conclusion: if manufacturers listen to customers and deliver convincing concepts in terms of both price and technology, electric cars will continue to establish themselves in all segments. The ID.1 is emblematic of the democratization of electromobility: an affordable small car with sufficient suitability for everyday use could make it easier for many people to get started and enable fleet customers to make the switch. The Volvo EX90, on the other hand, represents the upper end - it is all about range, comfort and safety at the highest level. Both approaches are important and complement each other in a growing market.
For the listeners, this episode offered valuable insights. You can feel the passion of the presenters, who express both praise and criticism of the new models with honest enthusiasm. Subjective impressions - such as Tarek's effusive praise for the design of the EX90 or Jonas' insistent demand for fast-charging capability in the ID.1 - make the discussions tangible and authentic. At the same time, the two provide a lot of concrete information: technical data, assessments of the market strategy and even personal anecdotes. This mixture of facts and opinions gives listeners orientation in the diverse electric mobility landscape.
In conclusion, the episode emphasizes the importance of the right vehicle concept for different needs. Not every e-car has to cover 700 km or have 500 hp - but basic requirements such as a reasonable charging offer and a fair price apply to all of them. Jonas and Tarek thus underline what is important when it comes to e-mobility: practicality. The commitment shown by the two hosts - be it their appeal to the community to support a YouTube video or the outlook for their own tests (plug-in hybrid, etc.) - engages the listeners and shows how dynamic this topic is. Overall, this podcast episode should have made listeners aware of the exciting models that will soon be coming their way and how important it is to take a critical and enthusiastic view of electromobility.