VW can build Chinese EVs for half the cost of European production.
Lower labor and faster R&D cut time by 30 percent at its Hefei hub.
Tariffs make exporting to Europe less viable for now, VW admits.
Volkswagen is leaning further into its Chinese operations, looking to export more vehicles built there to overseas markets. albeit with the notable exception of Europe. The strategy hinges on a striking cost advantage that makes developing cars in China significantly cheaper than in other regions.
As established European carmakers face growing pressure from newer Eastern brands, many are beginning to shift attention toward their Chinese production networks. For legacy manufacturers like VW, the appeal is increasingly hard to ignore.
According to a report from the Financial Times, Volkswagen says it can develop and build a new electric vehicle in China from scratch for about half the cost of doing so elsewhere.
What Makes China So Efficient?
Volkswagen has invested billions of dollars into the local market, and, thanks to things like lower labor costs, shorter development periods, better battery procurement, and supply chain efficiencies, costs can be reduced by 50 percent.
Part of this efficiency comes from VW’s new research and development hub in Hefei, which is playing a key role in shaping the company’s next-generation EVs. By optimizing integration across teams and disciplines, the automaker now claims it can develop a new electric model in roughly 30 percent less time than before, a process that would traditionally take around 50 months.
Thomas Ulbrich, chief technology officer at Volkswagen Group China, described the facility as offering “an entirely new level of integration,” with software, hardware, and vehicle validation processes all running in parallel.
“We can now run software, hardware and full-vehicle validation processes in parallel, shorten decision loops and bring innovations to maturity much faster,” he told the Financial Times.
VW has already begun shipping Chinese-built petrol sedans to the Middle East, and Ulbrich confirmed the company is exploring similar exports to countries across Southeast and Central Asia. That said, there are no plans to bring these China-built vehicles to Europe.
The reason is twofold. First, the electronic architecture of China-developed vehicles doesn’t align with European standards. Second, tariffs on Chinese-made EVs would likely negate any cost benefits, undermining the very strategy that makes this approach viable elsewhere.
VW’s Chinese Plans
VW plans to release 30 new EV models in China over the next five years. These models will be crucial in helping the automaker regain market share in China.
Data reported by The Financial Times reveals that VW does not rank among the top 10 battery-electric or even plug-in hybrid brands in China, although it still holds a 20 percent share of pure ICE model sales.
VW faces a lawsuit over ID.4 steering wheel touch button safety issues.
Drivers claim light contact can trigger ACC and cause sudden acceleration.
One plaintiff says her EV struck a tree after brushing the ACC button.
Several months after VW was sued in the United States over claims the capacitive steering wheel buttons of the ID. 4 pose a safety risk, the company has filed a motion to dismiss.
A case like this can gather momentum long before it reaches a courtroom, so VW is trying to shut it down before it turns into a long, expensive tangle.
The class-action lawsuit, filed in the U.S. District Court for the District of New Jersey, argues that drivers can inadvertently trigger Adaptive Cruise Control with a light pass of the hand over the steering wheel’s capacitive controls.
The two plaintiffs named in the lawsuit say they are “terrified and hesitant” to drive their vehicles because of this risk.
What Does VW Say?
While no doubt inadvertently engaging a vehicle’s Adaptive Cruise Control system could be a little unnerving, VW has noted that neither of the two plaintiffs has had to stop driving their vehicles because of the alleged fault.
One plaintiff, Janice Beecher, says she brushed the ACC button while pulling into a parking space, claiming the ID.4 then accelerated and struck a tree. VW counters that Beecher never stated she applied the brakes during the incident.
The company adds that although Beecher reported the issue, the ID.4’s event data recorder did not capture any sign that the event occurred.
As for the second plaintiff, Omar Hakkaoui, he says his wife damaged their ID.4 after it suddenly accelerated in their driveway. However, according to VW, Hakkaoui has not claimed that his wife touched the ACC controls on the steering wheel.
The German automaker argues that the class action’s warranty claims fall short and that the plaintiffs have not clearly identified the defect they believe affects the electric crossover.
It also maintains that the lawsuit should not go forward as a class action because the plaintiffs live in Massachusetts and Connecticut and cannot represent owners who live outside those states.
VW’s 2025 ID.Cross concept is being developed into a production EV.
Electric counterpart to subcompact T-Cross ushers in new VW design.
Concept had a front-mounted 208 hp motor and a 261-mile range.
Volkswagen’s smallest electric SUV has crawled out of the concept studio and onto public roads. Our spy photographers just snagged the very first shots of the ID.Cross prototype, giving us an early look at the subcompact EV that VW previewed with the ID.Cross concept at last September’s Munich Auto Show.
It’s still wrapped in camouflage, but even through the swirls, the production version looks remarkably close to the original concept.
The proportions look almost copy-and-paste. The ID.Cross sits has short overhangs, a rounded nose and a slightly pinched tail that mirrors the concept’s “urban-friendly” footprint.
Expect the real thing to land close to the concept’s numbers, which were designed to squeeze maximum cabin space from a small footprint: roughly 4,160 mm (163.8 inches) in length, making it shorter than America’s Taos and right in the heart of the subcompact EV class.
Even under wrap, the headlight and taillight outlines look familiar from the Munich show, hinting at VW’s newest light-bar family face. And though we can’t see them, we’re sure the three illuminated rectangles embedded in the concept’s black C-pillar have also made the cut.
The concept’s whimsical yoga-studio-on-wheels interior probably won’t survive 100 percent unchanged, though, so don’t expect pastel mood lighting or Zen-garden textures in the base model.
But VW’s latest compact cabin architecture, with a bigger infotainment screen and improved physical switchgear, should appear here.
What Powers It?
SH Proshots
Under the skin, the ID.Cross rides on the latest evolution of the MEB platform, tweaked for a new front-wheel-drive generation of small EVs including the ID.Polo.
The concept was pitched with a single-motor setup producing around 208 hp (211 PS / 155 kW), and that’s a believable target for the production version, though we expect to also see less powerful versions join the lineup to improve accessibility.
VW didn’t give a battery size for the concept but claimed it could deliver a 261-mile (420 km) WLTP electric range, and again, that’s a solid indicator about the kind of touring ability we’ll get from the real thing when it makes its global debut next year.
Will The US Get It?
US sales are yet to be confirmed, but in Europe the ID.Cross will cost from around £25k/€28k ($32k) when it goes head to head with other electric crossovers like the Kia EV2, Toyota Urban Cruiser, and its VW Group cousins, the Skoda Epiq and Cupra Raval.
The last Ford Focus has quietly rolled off the assembly line in Germany.
The Focus was launched in 1998 and generated millions of sales.
It could potentially be replaced in Europe by a new mid-size crossover.
Ford’s war on cars has claimed another victim and this time it’s the Focus. While the model exited North America in 2018, it has survived overseas.
Unfortunately, the grim reaper has returned as the final Focus has reportedly rolled off the assembly line in Saarlouis, Germany. Ford hasn’t officially announced the end of production, but workers have been morning the loss of the car by describing its death as “painful” and “sad.”
Even worse, the future of the Saarlouis plant looks bleak. Two years ago, Ford said they “conducted an extensive search” for a suitor and signed a non-binding agreement with a potential investor in June of 2023. However, the unnamed investor dropped out following a “rigorous due diligence process and negotiation.”
Ford Europe’s Future Comes Into Focus
The Focus’ death is the latest blow to the company’s European arm, which has seen sales plummet in recent years. There have also been painful job cuts as well as a disastrous collaboration with Volkswagen.
Amid this background, Ford of Europe has a new president with tough decisions to make. Autonews said Jim Baumbick will need to decide if the company’s new Universal EV Platform, which will be launched on a mid-size truck, would make sense for Europe.
If he rules that out, the publication suggested Baumbick could double-down on the Volkswagen partnership. In particular, they suggested Ford could potentially offer a new Fiesta based on the ID. Polo. The latter rides on the new MEB Entry platform and is targeted to cost less than €25,000 ($28,973).
While it remains to be seen if that idea will come to fruition, Ford has already announced plans for a new “multi-energy” vehicle that will be built in Valencia, Spain. Previous reports have suggested the mystery model will arrive in 2027 and be a Focus-sized crossover.
The model is rumored to be built alongside the Kuga and will reportedly share some components to help keep costs down. The crossover is also expected to offer hybrid and electric powertrains.
VW and Rivian’s joint venture employs 1,500 engineers on new software.
VW’s first car with Rivian tech will be the all-electric ID.Every1 model.
Several upcoming Rivian models will share the new software system.
It’s been a year since Rivian and Volkswagen joined forces on a new zonal electronic architecture for their future electric models. Initially, the partnership only called for future EVs to use the American brand’s software, and while this will still happen, VW has said it may also use the software for its upcoming ICE models as well.
The software stack itself is being developed by the joint venture known as RV Tech, which has set up shop in Berlin and already counts 1,500 employees.
The team is preparing for its first major milestone: winter testing in early 2026, using vehicles from VW, Audi, and Scout to ensure the new system performs reliably in freezing conditions.
One of the first vehicles to benefit from the new system will be the all-electric VW ID.Every1 that’s scheduled to hit the market in 2027.
VW will also use the same RV Tech technology stack for other EVs based on its new SSP platform, which can support up to 30 million vehicles. Further down the line, ICE models could follow, using the same software.
“For sure, it is an extremely capable architecture and we could allow for future use to also use it for ICE, but as we already outlined our clear focus is on BEV implementation and whatever comes after that is to be decided at a later stage,” co-chief executive of the RV Tech joint venture, Carsten Helbing, told Autonews.
“The architecture is highly capable of also driving additional drivetrain configurations. So we do not see a huge issue there, but of course, it’s additional work on the component side and on the platform side.”
Rivian Models Also Getting The New Tech
Of course, it’s not just VW models that will use the new system. Rivian will also use the technologies being developed by RV Tech for its R2, R3, and R3X models and will update its current fleet with the latest software.
“We remain incredibly excited by the work coming out of our joint venture with Volkswagen Group,” Rivian boss RJ Scaringe noted.
“RV Tech has gone from strength to strength over the last 12 months and is raising the bar in automotive technology. We’re incredibly excited about the launch of R2 in the first half of next year, which will showcase the advancements the joint venture has made,” he added.
VW unveiled the ID. Unyx 08 in China, based on the ID.EVO concept.
The196.9 inch-long electric SUV closely retains the concept’s design.
Offered with single or dual motors, it delivers up to 435 miles of range.
Six months after unveiling the ID.EVO at the 2025 Shanghai Auto Show, Volkswagen has released photos of the production version, now officially named the ID. Unyx 08.
It’s a fully electric SUV scheduled to go on sale next year, joining VW’s steadily growing electric lineup in China. The introduction of this model reflects the brand’s continued push into the world’s largest EV market, where new entries arrive at a relentless pace.
The ID. Unyx 08 is the newest model to roll out of Volkswagen Anhui, the joint venture between JAC Motors and the German automaker. The EV was developed through Volkswagen’s collaboration with Xpeng, with more models to follow in the near future including an electric sedan.
The exterior design stays remarkably close to the original concept, retaining its clean, sculpted surfaces, frameless doors, blacked-out A-pillars, and prominent rear shoulders. A cool touch is the illuminated wolf badge on the third brake light under the rear spoiler.
How Much Has Changed From The Concept?
A closer look reveals only minor changes for production. The headlights and taillights have been reshaped slightly, while new shut lines appear on the hood and tailgate. You’ll also spot visible ADAS sensors, flush-fitting door handles, and light adjustments to the front bumper intake and rear diffuser.
In one of the official images, the SUV sits on the same five-spoke alloy wheels as the concept, featuring a copper diamond-cut finish and Brembo brake calipers.
Volkswagen hasn’t released interior photos yet but confirmed that the Unyx 08 will feature an onboard AI assistant and L2++ driver assistance. Based on current trends in China’s EV sector, it’s safe to expect a large central infotainment display complemented by a compact digital instrument cluster behind the steering wheel.
The SUV measures 5,000 mm (196.9 inches) in length, 1,954 mm (76.9 inches) in width, and 1,688 mm (66.5 inches) in height, with a wheelbase stretching 3,030 mm (119.3 inches).
That makes it 318 mm (12.5 inches) longer than the U.S.-spec Tiguan and 101 mm (4 inches) shorter than the Atlas, though its wheelbase surpasses both.
Unlike some rivals offering range-extender setups, the ID. Unyx 08 will be sold exclusively as a battery-electric model. It’s built on an 800V electrical architecture and will come in single- and dual-motor versions, promising a CLTC range of more than 700 km (435 miles).
Data from China’s Ministry of Industry and Information Technology (MIIT) lists the rear motor at 308 hp (230 kW / 313 PS) and the front motor at 188 hp (140 kW / 190 PS), producing a combined 496 hp (370 kW / 503 PS) in the all-wheel-drive configuration.
Power comes from a CATL-supplied lithium-iron-phosphate battery, though capacity details remain undisclosed.
VW canceled plans to offer electrified versions of the Amarok.
Current model shares its underpinnings with Ford’s Ranger.
Hybrid Amarok on Chinese underpinnings to launch in South America.
Volkswagen has stepped back from its earlier plans to introduce fully electric or plug-in hybrid versions of the global-spec Amarok, choosing instead to stick with its familiar lineup of diesel and gasoline powertrains for now. The decision keeps the pickup rooted in its traditional formula, at least for this generation.
Unlike the South American Amarok, which still rides on Volkswagen’s own ladder-frame platform, the global model is built on the same underpinnings as the Ford Ranger.
Ford’s pickup truck already offers a plug-in hybrid setup combining a turbocharged 2.3-liter gasoline engine with a single electric motor, producing 277 hp (207 kW / 281 PS). A modest 11.8 kWh battery enables around 40 km (25 miles) of electric-only driving.
Why Skip Electrification?
Earlier this year, reports suggested Volkswagen was seriously evaluating an electrified Amarok, especially given it already had access to the Ranger’s compatible hybrid system. Yet that interest appears to have faded.
According to Australian outlet CarExpert, Nathan Johnson, Volkswagen Commercial Vehicles’ brand director, explained that CEO Stefan Mecha “made it clear … the PHEV and BEV Amarok is no longer being discussed at this point in time, in this generation,” emphasizing that it’s a global decision.
That doesn’t mean the idea is gone for good. Johnson hinted that the door remains open for the next Amarok, which could arrive near the end of the decade.
The current generation debuted in 2022, so a successor is still some years off, but by then electrification will likely be standard practice among midsize pickups, making a hybrid or electric version all but inevitable.
Another Hybrid Amarok Is Under Development
Volkswagen’s approach looks different in South America. There, the company continues to evolve the first-generation Amarok, which remains in production on VW’s original chassis. A refreshed version of that truck launched last year, and an all-new hybrid successor is already scheduled for 2027.
The upcoming truck will ride on a ladder-frame chassis sourced from Chinese automaker SAIC, as part of its collaboration with Volkswagen. However, it will be manufactured at the General Pacheco factory in Argentina, backed by a $580 million investment.
Early teasers point to a close relationship with the Maxus Interstellar X, LDV Terron 9, and MGU9 pickup twins, though Volkswagen will apply its own design language to set it apart. The new hybrid Amarok will be limited to South American markets, sidestepping overlap with the global version.
Xpeng and VW are collaborating on a new ID electric sedan.
Based on the Xpeng P7, it features a unique exterior design,
VW plans 30 new models for China, including 20 electrified ones.
If anyone needed a reminder of just how central China has become to the global car industry, look no further than to Volkswagen’s partnership with Xpeng.
Announced last year, the collaboration centers on a next-generation electrical architecture set to support a wide range of future models, from pure EVs to traditional combustion and plug-in hybrid vehicles.
This joint effort is already bearing fruit. Among the first of these shared creations is an as-yet-unnamed sedan from Volkswagen that’s expected to join the ID family.
What Does It Look Like?
Recently seen testing under camouflage on Chinese roads, the upcoming electric sedan is believed to be based on the Xpeng P7, whose second generation debuted only a few months ago, while also reflecting design elements from Volkswagen’s ID. Aura and ID. Evo concepts showcased earlier this year.
Sugar Design
Digital artist Sugar Design produced a series of renderings based on those camouflaged prototypes, and there’s no denying that, compared with several Volkswagen models currently sold in Western markets, it has a distinctly sleeker and sportier presence.
At the front, it features split LED headlights and a small illuminated badge in the center, as well as a large open black grille and smooth lines. It’s nowhere near as radical as the sharp-looking second-gen P7, but for the German brand, it’s still quite a bold shift in style.
The side profile is particularly eye-catching, highlighted by its pronounced rear haunches and a smooth, flowing roofline. At the back, intricate LED taillights frame a softly illuminated VW badge, with a discreet black diffuser completing the look.
What Could Power It
Whether Volkswagen’s upcoming sedan will mirror the Xpeng P7’s specifications is still uncertain, but the P7 itself measures 197.5 inches (5,017 mm) in length and offers two battery options: a 74.9 kWh pack and a larger 92.9 kWh version.
The standard rear-wheel-drive layout produces 362 hp (270 kW) from a single motor, while the all-wheel-drive setup adds a front unit for a combined 586 hp (437 kW). The AWD variant is expected to hit 62 mph in 3.7 seconds and reach a top speed of 142 mph.
Range depends on configuration, from roughly 436 miles (702 km) in base form to 509 miles (820 km) for the long-range RWD model.
VW’s Chinese Plans
VW is taking the Chinese market extremely seriously. Beyond confirming that its jointly developed electrical and electronic architecture with Xpeng will underpin future EVs, the company has made clear that the same foundation will serve combustion and plug-in hybrid models.
Sugar Design
The new system won’t simply enable over-the-air updates; it’s also designed to streamline vehicle development, cutting production timelines and allowing faster adaptation to market trends.
The German brand has committed to launching more than 30 new models in China, including 20 new-energy vehicles. In addition to working with Xpeng to make these a reality, it is collaborating with partners through the FAW-Volkswagen and Volkswagen Anhui joint ventures.
A total of 437,487 EVs were sold in the US during Q3 2025.
Topping the charts were the Tesla Model Y and Model 3.
Other strong sellers included the Ioniq 5 and the Prologue.
Final sales results for the third quarter are now in, closing one of the most closely watched reporting periods the electric vehicle market has seen in recent years. No doubt, the Trump administration’s move to scrap the federal EV tax credit sparked a final buying spree that sent sales figures sharply upward.
Unsurprisingly, two familiar Tesla models held a commanding lead, but several other notable models experienced significant demand spikes.
How Big Was the Jump?
According to Kelley Blue Book data, U.S. EV sales hit an all-time quarterly high of 438,487 units, up 40.7 percent from Q2 and 29.6 percent higher year over year, surpassing the previous record from Q4 2024 by nearly 20 percent.
Electric vehicles also claimed a record 10.5 percent share of total vehicle sales, up from 8.6 percent in the same period last year.
The Tesla Model Y was still comfortably the most popular EV in the United States, as 114,897 were sold during the period, a 29 percent increase from 89,077 delivered last year. Even so, Tesla’s overall market share slipped to 41 percent from 49 percent a year ago.
In second place was another Tesla, the Model 3, at 53,857 units. That result was actually down 7.8 percent year over year, suggesting some buyers may have shifted their attention toward the updated Model Y.
The first non-Tesla entrant on the best-sellers list was the Chevrolet Equinox EV. A total of 25,085 were sold, a huge 156.7 percent rise from 9,772.
Positioned not far behind it were the Hyundai Ioniq 5 with 21,999 sales, the Honda Prologue with 20,236 sales, and the Ford Mustang Mach-E with 20,177 sales. The VW ID.4 was also a strong performer for the quarter, with 12,470 units, a 176 percent increase from Q3 2024.
A surprise inclusion among the best-sellers was the Audi Q6 e-tron. A total of 10,299 SUVs were sold during the quarter, an impressive result considering that model’s premium positioning that allowed it to outsell the Ford F-150 Lightning (10,005 units).
Other strong performers included the Rivian R1S with 8,184 sales, the Chevrolet Blazer EV (8,089), the Kia EV9 (7,510), and the Cadillac Lyriq, of which 7,309 found new homes.
Still, fewer than 10 models managed to exceed 10,000 sales in Q3 2025, underscoring how top-heavy the market remains. For most automakers, EV volume remains well below the levels needed for profitability.
The Best Sellers YTD
Year-to-date figures show total U.S. EV sales surpassed 1.04 million units, up 11.7 percent from about 935,000 a year earlier.
Tesla continued to lead with 451,160 units, down 4.3 percent year over year but still holding a 41 percent market share. Chevrolet followed in second place with 87,137 units, a 113 percent jump, while Ford ranked third with 69,600 (+2.8%) and Hyundai came in fourth at 57,167 (+31.1%).
Among individual models, the Tesla Model Y led the way with 265,085 units, down 8 percent year over year, followed by the Model 3 at 155,180, up 18 percent. Chevrolet’s Equinox EV climbed into third place with 52,834 sales, a massive 390 percent surge.
Ford’s Mustang Mach-E posted 41,962, the Hyundai Ioniq 5 reached 41,091, and the Honda Prologue recorded 36,553. Tesla’s Cybertruck ranked seventh at 25,973, edging out the Ford F-150 Lightning’s 23,034 and Volkswagen’s ID.4 at 22,125. The Chevrolet Blazer EV closed the top ten with 20,825 units.
What Happens Next
With federal incentives now expired, analysts expect a cooldown. “The training wheels are coming off,” said Cox Automotive’s Director of Industry Insights, Stephanie Valdez Streaty. “The federal tax credit was a key catalyst for EV adoption, and its expiration marks a pivotal moment.”
Cox Automotive projects a temporary dip in EV sales through late 2025 and early 2026 before growth steadies again over the long term.
VW is pausing ID Buzz and Multivan production due to weak demand.
The factory can build 130,000 units annually, but only 35,000 sold in 2023.
Pricing and limited range hurt appeal as new rivals like Kia’s PV5 emerge.
Volkswagen’s ID. Buzz was supposed to usher in an entirely new vibe for the brand. It leaned heavily on nostalgia, it came with outstanding packaging, and it drives better than it has any right to.
At the same time, it has less range than almost any other EV, and it’s so expensive that only wealthy people can afford it. Now, a new report says that VW isn’t just slowing production of the van but is halting it altogether. We’re not exactly shocked.
From October 20 through 24, Volkswagen will pause production of the ID. Buzz and its Multivan sibling at its Hanover, Germany, plant, according to Autonews.
The company told Germany’s DPA news agency that the move will allow it to “flexibly adapt production processes to changed market conditions.” In plain English: sales aren’t meeting expectations.
When the ID. Buzz was launched, VW claimed the Hanover factory could build up to 130,000 units annually, but reality never got close. The model managed around 30,000 global sales in each of the last two years.
Clearly, those totals fall well short of those early ambitions. Meanwhile, European EV demand has softened, Chinese competition is surging, and VW is trimming costs and hours across its German plants.
Priced Out Of Its Own Market?
Part of the problem is self-inflicted. The ID. Buzz starts at roughly $61,500 in the U.S., more than many three-row SUVs, and even higher trims crest past $70K.
That’s a far cry from the spirit of the original Microbus, which became iconic precisely because anyone could afford one. By aiming high, VW built a great electric van that few can justify buying.
The automaker says it’s stepping up marketing and incentives to boost interest in its light commercial lineup, but the challenge is steep. New rivals like the Kia PV5, which promises similar space, more range, and a lower price tag, are waiting in the wings.
In Q3 2025, VW shifted an impressive 12,470 ID.4s in the United States.
This represented a massive spike of 176 percent over Q3 last year.
Sales of the electric SUV will likely slip now that the EV tax credit is gone.
Electric cars have become a central part of Volkswagen’s global strategy, with a wide mix of models sold across Europe, Asia, and beyond. In the States, though, the lineup is far narrower, limited to just the ID.4 and the ID.Buzz. Even so, the ID.4 has taken on a critical role for the brand, climbing to Volkswagen’s third best-selling model in the country during the third quarter of this year.
In the third quarter, VW managed to sell a total of 87,705 vehicles in the US, consisting of 73,444 SUVs and 87,705 passenger cars. The company’s most popular model proved to be the Tiguan LWB, shifting 22,050 units, a 4 percent increase from Q3 last year. In second place was the Atlas, with 19,105 examples finding new homes, marking a 2 percent increase.
A Sharp Rise For The ID.4
Slotting into third place was the all-electric ID.4. Q3 sales hit 12,470, a dramatic 176 percent jump over the 4,518 sold in the same period last year. That single quarter accounted for a sizeable portion of the 22,125 ID.4s delivered nationwide so far in 2025.
Needless to say, the surge didn’t happen by chance. Like several other automakers, Volkswagen benefited from a rush of customers eager to secure their EV purchase before the federal EV tax credit expired on September 30.
Although the 2025 ID.4 did not qualify for the incentive, unlike the 2023 and 2024 models, it was available with the $7,500 rebate if leased. Now that the government’s incentive is no longer available, it’s likely there will be a decline in demand through the remaining three months of the year.
Where The Numbers Land
Looking at the year as a whole, the ID.4 ranks as VW’s sixth best-selling new vehicle in the States with 22,125 units sold. This positions it behind the Atlas (51,181), the Tiguan LWB (48,951), the Jetta (48,610), the Taos (40,524), and the Atlas Cross Sport (24,282).
In Q3, VW also managed to sell 2,469 ID.Buzzes, roughly 50 percent of all the examples it has sold through the entire year through September.
Correction: An earlier version of this story mistakenly referred to third-quarter sales as September sales.
A German patent hints at the future of interior vehicle control systems.
VW’s setup adds an eye-tracker with a steering wheel universal toggle.
System could replace complex menus that distract drivers from traffic.
Volkswagen has already learned the hard way that drivers aren’t keen on haptic controls, which is why the brand is reversing course and slowly, but gradually restoring physical buttons to the steering wheel. But a new patent filing shows the company is also exploring a different direction altogether, and this latest idea could prove even more frustrating than haptics ever were.
The patent, filed earlier this month in Germany, describes a setup where a universal toggle switch would be fitted to the steering wheel, along with an eye-tracker in the center of the dashboard.
To operate basic features such as headlights or windshield wipers, the driver would need to look at the function they want and then activate it via the steering-wheel toggle.
Eyes On Everything
This setup could combine the eye-tracker with voice control, so you may not have to rely solely on your eyes to control a function. At least in theory, that is.
While Volkswagen’s system is certainly intriguing, it appears overly complicated and is likely to make errors. After all, if you quickly glance at the sunroof, hoping to slide back the sunshade, what’s going to prevent the system from thinking you actually want to open the roof, not just the shade?
Volkswagen argues in its patent filing that “an increasing number of functions/setting options leads to a deeper menu structure (softkey) or a multiplication of control elements (hardkey). The user is increasingly distracted from the traffic situation during operation.”
The reasoning isn’t wrong, but replacing simple buttons with a system that guesses your intentions feels like a recipe for distraction in its own right.
Back To Buttons
Importantly, we don’t actually expect to see VW employ a system like this anytime soon, if at all. The company is already committed to bringing back physical buttons for many important controls, including on the steering wheel and several key toggle switches below the infotainment screens of its next-generation models. The recent ID.Every1 Concept previewed these new buttons.
As for eye-tracking controls, they remain more of a speculative experiment than a real-world feature. If they ever do appear in production cars, don’t expect it to be anytime soon.
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