A VW board member says more needs to be done to push the pros of EVs.
VW will use its expertise in China to help expand its European model range.
Despite this, the company won’t sell range-extender EVs in Europe.
One of VW’s most influential board members believes that once automakers actually convince buyers to go electric, internal combustion cars could end up viewed the same way we now see horses, an outdated form of transportation.
According to Martin Sander, VW’s board member for sales, marketing, and aftersales, more needs to be done to persuade people to buy an EV, rather than simply talking about ICE bans, such as the 2030 deadline in the UK.
“[Today] I look out of the window: not many horses – it’s predominantly cars,” he told Auto Express. “This is why I hate the discussion about the ICE (internal combustion engine) ban. Everyone is just talking about the ICE ban. How do you convince customers about a new technology if you’re only talking about when there will be a date when you are not allowed to use these vehicles – vehicles you have got used to over the last decades – anymore?”
Sander believes that “over time, more and more customers will be convinced” to buy an EV if barriers to ownership, such as improvements to charging infrastructure, are removed. “Let’s talk about what we need to do to actually convince customers: the charging infrastructure; talk positively about the advantages of electric vehicles, and possibly do something around the energy prices,” he noted.
The board member suggested that if these conditions are met, the number of customers interested in owning an ICE-powered vehicle could drop to as little as “three, four, five percent” by 2035.
Interestingly, while VW transitions towards electrification in Europe, it doesn’t plan to introduce any of the range-extender EVs it offers in China, suggesting that demand for this powertrain won’t be strong enough in Europe.
Despite this, Sander notes that the lessons VW is taking from its expansion of electrified vehicles in China will help it overseas.
“Everything we are learning in China will help us to be competitive in all the other markets around the globe where we are competing with the Chinese,” he said. “On our end it’s very much about scale, efficiency and cost, and this is what we are working on diligently. We have to be competitive. There’s no alternative.”
Former Volkswagen chief Herbert Diess has launched a tractor company.
His firm, DIESS E-Agrartechnik, plans a mid-range e-tractor for 2027.
Upcoming model will have swappable batteries and affordable pricing.
The road of life is filled with plenty of unexpected twists and turns. That certainly applies to former Volkswagen boss Herbert Diess, who was ousted in 2022.
We haven’t heard much about him lately, but the former executive is now following in the footsteps of Lamborghini and building tractors. In a LinkedIn post, he announced a new company called DIESS E-Agrartechnik AG, which is based in Munich.
It plans to launch a “revolutionary new mid-range e-tractor for farmers and municipal services” in 2027. The upcoming model promises to be competitive with diesel-powered tractors, but have 50% lower operating costs. The DIESS tractor will also have a swappable battery pack, which allows for “24/7 operation.”
The tractor promises to be one of the most versatile on the market and will be offered with a wide range of attachments including mowers, loaders, and winter gear. Diess went on to say the model will be of the “highest quality,” despite being attractively priced.
He went on to hint at solar charging stations and autonomous operation in the future. The former automotive heavy weight also teased an unnamed partner who is an “innovative, established agricultural machinery company.”
While there are more questions than answers at this point, the tractor has an enclosed cab as well as meaty tires. We can also see floating fenders, side steps, and what appear to be U-shaped lighting units.
Despite sounding like an odd career move, Volkswagen launched the GenFarm Project in 2021 under Diess. It focused on electric tractors for Africa and they share a number of similarities with the new model. This includes swappable batteries and solar charging, although both are far from a novel idea.
VW launched the ID. Unyx 07 electric liftback in China.
It features a new software architecture built with Xpeng.
Early-bird buyers can get it now for as low as $16,200.
China’s EV showrooms are already crowded enough to make a German product planner sweat, and VW just walked in with another one. The ID. Unyx 07 is the latest addition to the brand’s growing Chinese lineup, an angular liftback produced by the Volkswagen Anhui joint venture and built on technology co-developed with Xpeng.
It measures 4,853 mm (191.1 inches) long with a 2,826 mm (111.3 inches) wheelbase. That makes it 108 mm (4.2 inches) shorter than the ID.7 and 133 mm (5.2 inches) longer than the Tesla Model 3. Compared to America’s VW Jetta sedan, it stretches 151 mm (5.9 inches) longer overall and, more importantly, rides on a wheelbase 140 mm (5.5 inches) longer, which should translate into noticeably more space inside.
Familiar Face, Different Body
The ID. Unyx 07 doesn’t borrow the newer design vocabulary of the larger ID. Unyx 08 SUV. Instead, it reads as a lower, sleeker take on the ID. Unyx 06 crossover, which itself is the Chinese-market version of the Cupra Tavascan.
The nose pairs aggressive headlights with sporty intakes and a pronounced chin spoiler. The profile leans on sharp creases, a stubby hood, and a fastback roofline. The tail wraps up with full-width lighting, a faux diffuser, and a hatch that opens onto 711 lt (25.1 cubic feet) of cargo space.
The ID. Unyx 07 is built on the tried-and-tested MEB platform and powered by a single rear-mounted electric motor producing 228 hp (170 kW / 231 PS). The 60 kWh battery pack delivers a CLTC range of 558 km (347 miles).
The bigger story, though, is the China Electronic Architecture (CEA) developed with XPeng. By consolidating functions into four major control zones, the new digital architecture cuts the number of electronic control modules by roughly 30 percent.
Inside, the screen-heavy dashboard pairs a 10.25-inch instrument cluster with a 15-inch infotainment touchscreen and a third 12-inch passenger display, topped off by a 27-inch augmented reality head-up display. The system runs on a MediaTek 8676 processor and includes an AI voice assistant capable of recognizing multiple passengers.
Other highlights include a new-style two-spoke steering wheel with integrated buttons, ambient lighting that extends to the doors, and a standard panoramic roof with powered opening and a physical sunshade.
The equipment list also covers a 12-speaker audio system, 12-way adjustable sports seats, and an in-car fragrance setup. Every trim comes standard with Xpeng’s sophisticated ADAS suite, known as NOA (Navigation Assist).
The new VW ID. Unyx 07 is already available to order in China, with pricing kicking off at 129,900 yuan ($19,100) for the Pure trim and 139,900 yuan ($20,600) for the Pure SE. Early buyers can take advantage of discounted launch prices of 109,900 yuan ($16,200) and 119,900 yuan ($17,700), respectively.
Rivals in the Chinese market include the BYD Seal 06 EV, XPeng Mona M03, Geely Galaxy E8, Deepal SL03, and Tesla Model 3.
First electric GTI brings hot hatch spirit to Volkswagen’s new EV era.
Single front motor delivers 223 hp for a 6.8-second 0-62 mph time.
LSD, adaptive dampers, 19-inch wheels and retro screens are standard.
The GTI badge has spent 50 years making small Volkswagens feel more exciting than they probably had any right to be. Now it’s going electric for the first time, but the Wolfsburg team reckons the new ID. Polo GTI still has the right hot hatch character, even if the recipe is very different.
Unveiled at the Nürburgring 24 Hours where VW is racing a widebody Golf R, the ID. Polo GTI gets a single electric motor that sends 223 hp (226 PS / 166 kW) and 214 lb-ft (290 Nm) to the front wheels. That’s enough for 0-62 mph (100 km/h) in 6.8 seconds and a far less exciting 109 mph (175 km/h) top speed. The larger gas-powered Golf GTI handles the same sprint in 5.9 seconds and keeps pulling to 155 mph (250 km/h).
It’s punchier than the top version of the regular electric Polo, which only recently launched and tops out at 208 hp (211 PS 155 kW). But there’s a tradeoff. The standard car claims 283 miles (455 km) of range, while the GTI’s 52 kWh net NMC battery is rated at up to 263 miles (424 km) on the WLTP cycle. That’s still good for the segment though, and we’ll come back to it later.
Charging should be painless enough. The GTI can take up to 105 kW at a DC charger, and VW says its flat charging curve means a 10 to 80 percent top-up takes around 24 minutes. AC charging is rated at 11 kW.
Electric LSD And Adaptive Dampers
VW hasn’t simply turned up the motor and thrown some red stitching at it. Every ID. Polo GTI gets an electronically controlled front differential lock, adaptive DCC sports suspension, progressive steering, 19-inch alloy wheels, premium sports seats, IQ.LIGHT LED matrix headlights, and a dedicated GTI driving mode.
Hit the GTI button on the odd, two-spoke squircle steering wheel and the motor response, steering, dampers and chassis systems all switch into their angriest settings. The ambient lighting turns red, the graphics change, launch control becomes available, and Volkswagen even pipes in a combustion-style soundtrack.
ID. Polo Clubsport In The Works
Fake gearshifts, which featured on the almost identical-looking ID. Concept GTI back in 2023, don’t appear on the production GTI, sadly. But they will make it to the more hardcore ID. Polo Clubsport currently in development, a recent report claimed. Hopefully the Clubsport will also get the concept’s black plastic arch trims, a nod to the original Golf GTI’s, but which are missing from this one.
Other than the arch spats and fatter mirrors though, this 2027 car looks damn near identical to the concept. There’s a full-width red stripe across the nose, a 3D GTI badge, honeycomb lower intake, a split rear spoiler, illuminated rear graphics, and a chunky black diffuser. Six colors will be offered, including Tornado Red, Candy White, Oyster Silver, Celestial Blue, Magnetic Grey, and Grenadilla Black.
Tartan Seats, Real Buttons
Inside, the GTI gets red stitching, a 12 o’clock steering wheel marker, illuminated GTI logos, sports seats with traditional GTI tartan trim, and brake regen paddles. A 10.25-inch digital cluster is paired with a 12.9-inch touchscreen, and best of all, there’s a retro display mode that replicates an old Golf dashboard and plenty of real buttons on the wheel and dashboard to press.
It’s practical, too. The electric platform’s 2,599 mm (102.3 inches) wheelbase is only 37 mm (1.46 inches) shorter than a Golf’s, and the Polo’s 441 liters (15.6 cu-ft) of trunk space actually shames the supposedly much bigger car’s 381-liter cargo bay (13.5 cu-ft), despite not having a frunk.
Options include a 425-watt Harman Kardon sound system with 10 speakers, a panoramic glass roof, 12-way electrically adjustable front seats with pneumatic massage, and Bridgestone Potenza Sport performance tires for drivers who want to give the 1,540 kg (3,395 lbs) GTI a real workout.
Alpine A290 And Mini JCW In The Crosshairs
Stick to the base spec and VW says you could take a GTI home for less than €39,000, or around £35,000 in the UK after government EV incentives. That’s a big step up from the regular ID. Polo’s €25,000 starting price, but it’s on a par with the 255 hp (258 PS / 190 kW) Mini John Cooper Works E and 215 hp (218 PS / 160 kW) Alpine A290 GTS.
Both are at least 0.4 seconds faster to 62 mph than the Polo, and the Opel Corsa GSE and its Peugeot 208 GTI cousin both punch out a massive 276 hp (280 PS / 206 kW) and hit 62 mph in as little as 5.5 seconds. But none of these cars can do more than 230 miles (370 km) on a charge. The Polo, remember, does 263 miles (424 km).
This Or A Combustion GTI?
What’s also interesting is that the performance Polo comes in around €7,000 / £6,000 / $8,150 cheaper than a Euro-spec 262 hp (265 PS / 195 kW) petrol Golf GTI. True, it’s 0.9 seconds slower to 62 mph, but with the EV being closer in size to the Golf than to the old combustion Polo, we wouldn’t be surprised if a few would-be Golf GTI buyers find themselves in an ID. Polo GTI instead. Except in North America, of course, which isn’t taking the ID. Polo in any form.
The ID. Polo GTI might not be the quickest electric hot hatch on sale, but VW GTIs have rarely been the fastest in their class. What they are is great all-rounders, and with a strong electric range, loads of standard hardware, proper retro charm, and a famous badge finally dragged into the EV age, it might be the one electric hat hatch ICE fans actually care about.
The electric Golf will be underpinned by VW’s new SSP architecture.
VW is integrating Rivian’s zonal software into the next-gen platform.
Production of the current Golf will shift to Mexico in mid-2027.
Volkswagen was supposed to launch the ninth-generation Golf in 2028, offering it as an EV for the very first time. However, the brand has now revealed that this will no longer be the case, in part to give VW enough time to ensure that a mass-market model like it is free of issues before it hits the market, unlike the original ID.3.
Speaking at the Financial Times Future of the Car summit in London earlier this week, VW brand chief executive Thomas Schäfer stated, “We have a fantastic line-up now that we do not need an electric Golf in 2028,” adding that VW is “well set with what we have in our portfolio with our vehicles.”
Schäfer didn’t provide an updated timeline as to when the new Golf could arrive, but we probably won’t see it until 2030 or later. Part of the delay can be attributed to VW’s launch schedule of its new Scalable Systems Platform (SSP), designed to replace the MEB architecture used by many of its current EVs.
This platform will first be used by Audi, then introduced to Porsche models, and later used to underpin VW models. The slow timeline for getting this platform to market is due in part to its integration of an 800-volt system and the use of software co-developed with Rivian. As noted by Automotive World, using this new zonal architecture software on a vehicle as popular as the Golf isn’t something that can be rushed.
In the interim, VW has more than enough offerings for those in the market for a small and affordable EV. It recently unveiled the new ID.3 Neo and ID. Polo models, and is also planning to launch an electric ID. Cross later this year, and then an ID. Tiguan. In addition, the current Golf isn’t going anywhere, and its production will shift from Wolfsburg, Germany, to a plant in Mexico in the middle of next year.
Importantly, the current Golf will remain in production alongside the all-electric, ninth-generation model. However, updates will be made to the current car to make it look similar to the EV.
VW’s ID. Polo GTI Clubsport could fake shifts for extra fun.
The hotter EV hatch may jump from 223 hp to nearly 282 hp.
Mini and Stellantis rivals already push as much as 276 hp..
Volkswagen hasn’t even officially launched the electric ID. Polo GTI yet, and already there’s talk of an even hotter Clubsport version lurking in development. Better still, it might come with fake gearshifts and simulated combustion-style power delivery and sounds designed to make EV hot hatch feel less, well, EV-ish.
According to Autocar, VW engineers are exploring a more extreme ID. Polo GTI Clubsport packing roughly 282 hp (286 PS / 210 kW), up substantially from the regular car’s expected 223 hp (226 PS / 166 kW) output. That would immediately put it closer to the upper end of the growing electric hot hatch class.
While the standard ID. Polo GTI should comfortably match the 215 hp (218 hp / 160 kW) Alpine A290 GTS and its mechanically related 223 hp Cupra Raval sibling, several rivals already bring considerably more firepower. The electric Mini JCW produces 255 hp (259 PS / 190 kW), while Stellantis has gone properly aggressive with the 276 hp (280 PS / 206 kW) Peugeot e-208 GTI and Opel Corsa GSE.
The Opel, unveiled this week, sets a serious benchmark, sprinting to 62 mph in just 5.5 seconds. Current expectations suggest the regular VW GTI might need around a second longer than that, though the Clubsport should give the Opel a real fight.
Performance upgrades reportedly won’t stop at extra power. Autocar says VW’s also considering replacing the current electronically controlled BorgWarner limited-slip differential with a fully mechanical setup for sharper front axle behavior.
Hyundai N-Style Shifts
But arguably the most interesting part is the fake shifting system, something that appeared on the GTI concept back in 2023, but which VW then said would not appear on a production GTI. Of course nobody asked about a GTI Clubsport.
VW dynamics boss Florian Umbach said the company is working on “a similar kind of paddleshift power delivery that the [electric] Hyundai N cars have.” Like the Ioniq 5 N, the setup would use software-controlled power delivery to imitate a combustion engine and transmission.
“It’s all about motor control and an audio soundtrack to match,” Umbach told the magazine, suggesting fake sounds – also featured on the 2023 VW GTI concept – will also be part of the Clubsport package.
Purists will absolutely argue about whether fake shifts belong in a GTI, but the reality is many drivers miss the interaction traditional hot hatches delivered and VW clearly knows engagement matters just as much as raw acceleration numbers.
Thanks to dismal sales, there are huge discounts on the electric van.
If you know where to look, you can get more than $20,000 off MSRP.
VW already confirmed it is skipping the 2026 model year entirely.
Volkswagen ID. Buzz sales plummeted 35.2% in the first quarter as dealers only moved 1,232 units. The disappointing result came roughly three months after the automaker confirmed they’ve made the “strategic decision” to skip the 2026 model year following a “careful assessment of current EV market conditions.”
They added a 2027 ID. Buzz would arrive later this year, once dealers clear out the existing inventory of 2025 models. That work continues and it appears the company only has about a month and a half supply of vehicles remaining.
While that sounds like good news, some dealers are slapping on huge discounts to move inventory. Ken Ganley Volkswagen of Bedford, Ohio has a new 2025 ID. Buzz Pro S listed for $42,000. That’s $20,737 below the original MSRP of $62,737 and it undercuts the $42,795 Honda Odyssey.
Outside of the Buckeye state, Nalley Volkswagen in Georgia has an electric van priced at $44,695. That’s significantly cheaper than the original sticker price of $62,195, thanks to a $10,000 dealer discount and a $7,500 incentive from Volkswagen.
Even dealers in EV-friendly California are offering sizable savings as New Century Volkswagen in Glendale has a $62,318 ID. Buzz on sale for $49,810. The $12,508 reduction was made possible thanks to the aforementioned $7,500 incentive as well as a dealer discount of $5,008.
Those are just a few examples, but dealers are even discounting the ID. Buzz 1st Edition. Missouri’s Volkswagen of Kirkwood has a $12,000 discount on their van, which lowers the price to $60,570 before a $599 “admin fee.”
That’s still ridiculously expensive for a minivan, but it’s a far cry from the days when dealers were applying markups of between $5,000 and $35,000. It’s hard to say how much blame greedy dealers deserve for the ID. Buzz’s failure, but there’s plenty to go around.
VW’s China boss admits young buyers now see it as a brand for parents.
German market share in China fell from 26 percent to 16 percent since 2019.
BYD overtook VW in 2024, and Geely pushed it to third the year after.
For more than two decades, a German badge in China was shorthand for arrival. That equation no longer holds. China remains one of the most important markets for German automakers. The trouble is they are now struggling to compete with local rivals who have captured the hearts and minds of young buyers.
The boss of VW in China, Robert Cisek, admitted that the rapid change in China’s car market has been “beyond imagination,” and means that now, “some younger customers perceive us as the brand for the parents.” For more than 25 years, VW was the best-selling carmaker in China, but was overtaken by BYD in 2024, and dropped to third in 2025 behind Geely.
Automotive consultant Felipe Munoz says German brands “didn’t see this big change coming, and they didn’t see the speed at which it came.” While overall new car sales in China continue to climb, the market share of German brands slipped from 26 percent in 2019 to 16 percent in 2025, when they sold 3.9 million vehicles.
In times gone by, companies like VW could sell their vehicles in China thanks to their build quality, high-end materials, and strong reputations. However, this is no longer enough, Reuters reports.
To try and claw back some ground, the Volkswagen Group will launch 20 new-energy vehicles in China this year, including several battery-electric models, plug-in hybrids, and EVs. Many of these new models were recently unveiled at the Beijing Auto Show, including the ID. Aura T6, which was built in partnership with FAW, the ID. Unyx 09, created alongside Xpeng, and the all-electric AUDI E7X from the firm’s SAIC joint venture.
It remains to be seen if vehicles like these will be enough. According to a recent survey from AlixPartners, young buyers in China are more likely to avoid German cars, despite the ‘Made in Germany’ tagline holding strong appeal in many other countries.
Pre-sales of the VW ID. Polo EV kick off this week starting at €24,995.
Three power outputs and two batteries offer up to 283 miles of range.
Interior features retro-style digital display and pneumatic seat massagers.
Over 20 million Polos have found homes since the nameplate launched more than 50 years ago. Now Volkswagen’s rebooting the whole thing as the ID. Polo, a fully electric seventh-generation hatch built on the new MEB+ EV platform with front-wheel drive, up to 283 miles (455 km) of range and a starting price that keeps it firmly in affordable territory.
Pre-sales are already live in Germany, where the entry-level Trend trim kicks off at €24,995 ($29,300). That’s the headline number Volkswagen‘s been keen to shout about, though if you want one right now, the only available order is the mid-spec Life trim, which starts at €33,795 ($39,600). More variants follow in the summer.
There are three power outputs at launch. The 114 hp (116 PS / 85 kW) and 133 hp (135 PS / 99 kW) versions come with a 37 kWh lithium iron phosphate battery offering up to 204 miles (329 km) of range and DC fast charging at up to 90 kW, with a 10-to-80 charge taking around 27 minutes.
The 208 hp (211 PS / 155 kW) variant steps up to a 52 kWh nickel-manganese-cobalt pack, pushing range to a provisional 283 miles (455 km) and accepting up to 105 kW DC charging, shaving that charge window down to roughly 24 minutes. A GTI variant with 223 hp (226 PS / 166 kW) is coming in 2027.
New Front-Wheel Drive Platform
The switch to the front-wheel drive MEB+ platform pays dividends in terms of space because unlike the bigger ID.3 Neo, there’s no motor stashed under the cargo bay floor. Luggage volume jumps 25 percent over the combustion Polo, from 351 to 441 liters, and with the rear seats folded you’re looking at 1,243 liters. The interior also gains 19 mm of extra space that passengers will actually notice, particularly those in the back.
VW’s tape measure says the Polo comes in at 4,053 mm (159.6 inches) long, 1,816 mm (71.5 inches) wide and 1,530 mm tall on a 2,600 mm (102.4 inches) wheelbase. That makes 131 mm (5.2 inches) shorter and 42 mm (1.7 inches) narrower than its most obvious rival, the Renault 5 E-Tech, but as good as identical in size to the Cupra Raval, which like the Skoda Epiq, shares the Polo’s platform and running gear.
On the outside the handsomely chiselled ID. Polo looks almost identical to the 2023 ID.2all concept, right down to its fat five-spoke wheels and blue paint. The rear door handles are hidden near the C-pillar to clean up the lines, and a wide transverse light bar at the tail is crowned with an illuminated red VW roundel to finish what the white lit logo at the front started.
Retro-Digital Interior
Inside, Volkswagen’s “Pure Positive” design language makes its production debut. Chief Designer Andreas Mindt says he wanted the cabin to feel like a familiar friend, and the approach blends a 10-inch digital cockpit with a 13-inch infotainment center touchscreen.
Physical buttons handle climate control, there’s a rotary audio dial between the front seats, and a “retro display” mode transforms the instruments into something that looks straight out of a post-facelift Mk1 Golf, complete with a classic speedo and a power gauge standing in for the rev counter. Nice touch.
Three trim levels cover the range. The Trend gets LED headlights, Side Assist, Lane Assist and a standard 90 kW DC charging capability. Life adds Adaptive Cruise Control, a rear camera, CarPlay, Android Auto and wireless phone charging. Style goes further with IQ.LIGHT LED matrix headlights, 3D tail lights, an illuminated VW logo front and rear, sport comfort seats, two-zone climate and the upgraded ID. Light strip that now runs into the door panels.
Massage Seats
Optional tech potentially worth splashing for includes a 425-watt Harman Kardon sound system, a panoramic glass roof and something genuinely unusual for this class: a pneumatic massage function for the electrically adjustable 12-way front seats, with three programs to choose from. That’s a premium-saloon feature in a sub-€25,000 hatchback.
The ID. Polo also supports Vehicle-to-Load as standard, meaning it’ll push up to 3.6 kW out through a Schuko adapter to charge e-bikes or run outdoor kit. Depending on spec, it can tow up to 1,200 kg too.
Cut-Price Charging
On the charging side, Volkswagen’s subsidiary Elli is launching a new city tariff at €0.39 per kWh for public AC charging across more than a million European charge points, aiming to make street charging as predictable and affordable as a home wallbox. A dynamic home tariff called Naturstrom Flex can cut home charging costs by up to 30 percent by automatically charging when electricity prices are lowest.
Aside from next year’s GTI, shown below in disguised form, the ID. Polo lineup feels pretty complete for a launch. It’s practical, it’s priced right, and that retro display alone might sell a few cars.
Pre-sales of the VW ID. Polo EV kick off this week starting at €24,995.
Three power outputs and two batteries offer up to 283 miles of range.
Interior features retro-style digital display and pneumatic seat massagers.
Over 20 million Polos have found homes since the nameplate launched more than 50 years ago. Now Volkswagen’s rebooting the whole thing as the ID. Polo, a fully electric seventh-generation hatch built on the new MEB+ EV platform with front-wheel drive, up to 283 miles (455 km) of range and a starting price that keeps it firmly in affordable territory.
Pre-sales are already live in Germany, where the entry-level Trend trim kicks off at €24,995. That’s the headline number Volkswagen‘s been keen to shout about, though if you want one right now, the only available order is the mid-spec Life trim, which starts at €33,795. More variants follow in the summer.
There are three power outputs at launch. The 114 hp (116 PS / 85 kW) and 133 hp (135 PS / 99 kW) versions come with a 37 kWh lithium iron phosphate battery offering up to 204 miles (329 km) of range and DC fast charging at up to 90 kW, with a 10-to-80 charge taking around 27 minutes.
The 208 hp (211 PS / 155 kW) variant steps up to a 52 kWh nickel-manganese-cobalt pack, pushing range to a provisional 283 miles (455 km) and accepting up to 105 kW DC charging, shaving that charge window down to roughly 24 minutes. A GTI variant with 223 hp (226 PS / 166 kW) is coming in 2027.
New Front-Wheel Drive Platform
The switch to the front-wheel drive MEB+ platform pays dividends in terms of space because unlike the bigger ID.3 Neo, there’s no motor stashed under the cargo bay floor. Luggage volume jumps 25 percent over the combustion Polo, from 351 to 441 liters, and with the rear seats folded you’re looking at 1,243 liters. The interior also gains 19 mm of extra space that passengers will actually notice, particularly those in the back.
VW’s tape measure says the Polo comes in at 4,053 mm (159.6 inches) long, 1,816 mm (71.5 inches) wide and 1,530 mm tall on a 2,600 mm (102.4 inches) wheelbase. That makes 131 mm (5.2 inches) shorter and 42 mm (1.7 inches) narrower than its most obvious rival, the Renault 5 E-Tech, but as good as identical in size to the Cupra Raval, which like the Skoda Epiq, shares the Polo’s platform and running gear.
On the outside the handsomely chiselled ID. Polo looks almost identical to the 2023 ID.2all concept, right down to its fat five-spoke wheels and blue paint. The rear door handles are hidden near the C-pillar to clean up the lines, and a wide transverse light bar at the tail is crowned with an illuminated red VW roundel to finish what the white lit logo at the front started.
Retro-Digital Interior
Inside, Volkswagen’s “Pure Positive” design language makes its production debut. Chief Designer Andreas Mindt says he wanted the cabin to feel like a familiar friend, and the approach blends a 10-inch digital cockpit with a 13-inch infotainment center touchscreen.
Physical buttons handle climate control, there’s a rotary audio dial between the front seats, and a “retro display” mode transforms the instruments into something that looks straight out of a post-facelift Mk1 Golf, complete with a classic speedo and a power gauge standing in for the rev counter. Nice touch.
Three trim levels cover the range. The Trend gets LED headlights, Side Assist, Lane Assist and a standard 90 kW DC charging capability. Life adds Adaptive Cruise Control, a rear camera, CarPlay, Android Auto and wireless phone charging. Style goes further with IQ.LIGHT LED matrix headlights, 3D tail lights, an illuminated VW logo front and rear, sport comfort seats, two-zone climate and the upgraded ID. Light strip that now runs into the door panels.
Optional tech potentially worth splashing for includes a 425-watt Harman Kardon sound system, a panoramic glass roof and something genuinely unusual for this class: a pneumatic massage function for the electrically adjustable 12-way front seats, with three programs to choose from. That’s a premium-saloon feature in a sub-€25,000 hatchback.
The ID. Polo also supports Vehicle-to-Load as standard, meaning it’ll push up to 3.6 kW out through a Schuko adapter to charge e-bikes or run outdoor kit. Depending on spec, it can tow up to 1,200 kg too.
Cut-Price Charging
On the charging side, Volkswagen’s subsidiary Elli is launching a new city tariff at €0.39 per kWh for public AC charging across more than a million European charge points, aiming to make street charging as predictable and affordable as a home wallbox. A dynamic home tariff called Naturstrom Flex can cut home charging costs by up to 30 percent by automatically charging when electricity prices are lowest.
Aside from next year’s GTI, shown below in disguised form, the ID. Polo lineup feels pretty complete for a launch. It’s practical, it’s priced right, and that retro display alone might sell a few cars.
The 2026 ID. Buzz gets updates in Europe, while the US still waits.
New infotainment arrives, along with proper physical steering buttons.
It also adds AWD, one-pedal driving, and useful V2L capability.
Volkswagen is giving the ID. Buzz a round of updates, adding power and finally addressing some of the cabin’s most complained-about ergonomics. There is a catch, though. These changes are currently limited to Europe and the UK, with North America set to skip the 2026 model year entirely.
The biggest addition is the new ID. Buzz Pro 4Motion. It brings a dual-motor setup producing 335 hp (250 kW), a figure that was previously reserved for the hotter GTX variant. Buyers get a 79 kWh battery in short-wheelbase form, while the long-wheelbase version steps up to an 86 kWh pack.
More importantly, the switch to all-wheel drive is not just about traction. Towing capacity gets a useful bump, up by 600 kg (1,323 lbs) over the rear-wheel-drive models. That pushes the maximum to 1,800 kg (3,968 lbs) for the standard version, although the longer, heavier model sees that figure trimmed slightly to 1,600 kg (3,527 lbs).
Smarter Tech Inside
Volkswagen is also using this update to tidy up the cabin, focusing on usability while layering in a few new tech features. The ID. Buzz now gets the latest Innovision infotainment system, bringing cleaner menus and access to a new App Store covering audio, video streaming, parking, charging, and even gaming. It is the same setup already seen in the ID.3 Neo, and it will roll out to the facelifted Caddy and Transporter T7 later this year.
One of the more welcome fixes sits right in front of the driver. Proper physical buttons return to the steering wheel, replacing the fiddly touch-sensitive controls that never quite convinced anyone. That said, VW is still holding onto the touch sliders below the main screen, which remain as divisive as ever.
There is also a practical upgrade. Vehicle-to-Load functionality is now available, allowing the ID. Buzz to power external devices like e-bikes or other equipment through a dedicated adapter, turning the van into a mobile power source when needed.
The fully electric microbus will finally offer one-pedal driving, allowing regenerative braking to bring it to a standstill when the driver lifts their foot off the gas. Finally, safety equipment has been improved with the optional Connected Travel Assist, featuring traffic light recognition.
The 2026 VW ID.Buzz will reach dealers in Europe and the UK this summer. While the updates are currently limited to the other side of the Atlantic, there is a chance they will be applied to the US-spec ID.Buzz for the 2027 model year.
VW debuts the ID. Aura T6 SUV and ID. Unyx 09 sedan in China.
The Jetta X Concept previews an affordable electric SUV.
The VW Group has also revealed the production AUDI E7X SUV.
The Volkswagen Group arrived in China with a full plate, using its Media Night ahead of the Beijing Auto Show to roll out a mix of production models and near-future previews. There is a clear pattern running through it all, heavy local collaboration, faster development cycles, and a lineup that looks increasingly tailored to Chinese tastes rather than global consistency.
Among the reveals were the VW ID. Aura T6 from FAW, the ID. Unyx 09 co-developed with XPeng, and the AUDI E7X from SAIC. Sitting slightly off to the side, but arguably just as important, was the Jetta X Concept, previewing a cheaper, more accessible electric SUV.
The ID. Aura T6 is a fully electric midsize SUV built specifically for China, and at a glance, it could pass as an ID. Tiguan. It comes from the FAW-VW joint venture and leans into familiar design cues, split LED headlights, a full-width rear light bar, proper door handles, and a five-seat layout. It is also the first member of the ID. Aura family, even though the initial concept from 2025 was a sedan.
VW ID. Aura T6
Next up is the ID. Unyx 09, an electrified sedan borrowing technology from Xpeng. It is a sibling to the recently unveiled ID Unyx 08 SUV, adopting a similar styling language. The low-slung model features slim LEDs and the signature black trim piece that connects the main headlights with the ADAS sensors on the profile.
VW didn’t get into details, but the ID. Unyx 09 will likely share the electric powertrains with the ID. Unyx 08, including CATL-sourced battery packs. Its market launch in China is scheduled for the second half of 2026.
VW ID. Unyx 09
Both the ID. Aura T6 and the ID. Unyx 09 feature the new CEA electric and electronic architecture, a result of VW’s partnership with Xpeng. This supports Level 2+ driving assistance and high-tech infotainment systems with an integrated AI Intelligent Assistant.
During the Media Night, VW Group also showed the production version of the AUDI E7X. The fully electric SUV is produced as part of its joint venture with SAIC, joining the E5 Sportback in the Chinese lineup.
A New Jetta SUV
Then there is the Jetta X Concept, which might be the most telling piece of the puzzle. It is a rugged-looking SUV with an electrified powertrain, styled with a kind of no-nonsense simplicity that feels closer to Dacia than anything wearing a VW badge. That is not accidental. With Skoda exiting China after a prolonged sales slide, Jetta now steps into its place as the value-focused brand.
The Jetta X rides on the Compact Main Platform (CMP), developed in China. More importantly, it is expected to reach production by FAW later this year, with a rumored starting price under the ¥100,000 ($14,700) mark. Overall, the Jetta lineup will grow with five new models by 2028, including four NEVs (models with electrified powertrains).
VW Group’s Offensive In China
VW plans to launch 20 new electric vehicles this year as part of its “In China, for China” strategy. The company promises they will use “state-of-the-art electrical architectures, ADAS systems, an intelligent cockpit and AI features,” designed to fulfil the needs of Chinese customers.
Automakers in the US are taking sharply different paths toward EV adoption.
Some, like Toyota and Mercedes, continue with a measured approach to new EVs.
Others, such as Honda and Stellantis, are cutting back on their planned EV launches.
The auto industry is at a crossroads with EVs, and this is becoming increasingly evident. Nearly every automobile manufacturer has been forced into some level of self-reflection as far as electric cars are concerned. Some are forging ahead in hope, while others are slowing down and reassessing their plans as market demand fluctuates and prices rise.
The recent developments in the industry portray the picture of how fragmented everything has become. Some have already abandoned or delayed EV projects since it has emerged that the growth they were envisaging was not that imminent. Others are in the process of doubling down and are taking this as a chance to leapfrog, as competition takes a breather.
Slow And Steady Wins The Race?
Toyota is one of the companies that continues to go on the offensive. It will launch four electric models in the U.S. towards the end of the year, including the bZ, bZ Woodland, C-HR, and a three-row Highlander EV.
Speaking to Automotive News, analysts from iSeeCars and Edmunds expressed positivity on Toyota’s approach. Toyota had attracted criticism for its slow approach towards EVs, but its measured approach seems to have left it in good standing. The ratio of hybrids, gas cars, and EVs the company has had over the years is finally starting to pay off because it will be able to be flexible as the market readjusts.
Pull Backs And Uncertainty
One of the biggest shifts in EV planning has to have been from Honda. The Japanese company has scrapped a number of future electric models and is shifting to hybrids. This move comes with a financial hit, but the company believes that it is a more prudent short-term decision since EV demand has not yet evened out.
Stellantis is taking the same route, scrapping its electric Ram pickup and delaying other EV plans in Europe. Ford and General Motors are not giving up on electric vehicles, but instead, they are streamlining their production to suit demand rather than overloading it too soon. It is not about quitting but timing things.
Meanwhile, Volkswagen has canceled its production of the US-made ID4 electric crossover. Besides the ID Buzz minivan, there are no plans to expand the VW EV lineup stateside for the next couple of years. On the other hand, Mercedes-Benz still plans to introduce more EVs to the US, but their approach will continue to incorporate gas and hybrid options too.
These different avenues are reduced down to the situation of the firms, according to industry analysts. Some have the financial cushion to keep on investing, but others are choosing to save and avoid incurring more losses.
VW Group global sales fell 4 percent in Q1, landing at just over 2 million units.
The US dropped 20.5 percent, with tariffs and regulatory shifts taking the blame.
China shed nearly 100,000 units year over year, down 14.8 percent from Q1 2025.
Global car demand has proven uneven this year, with regional pressures shaping very different outcomes for major automakers. Like many other car manufacturers, the Volkswagen Group has had a difficult start to 2026. Company sales slipped 4 percent in the first quarter, and EVs fell even further, despite a generally positive outlook across Europe.
The world’s second-largest automaker ended the quarter having sold 2,048,900 vehicles, down 4 percent from the 2,133,600 it sold in Q1 2025. This drop was largely due to a 14.8 percent collapse in China, from 644,100 units to 548,700.
Similarly, sales were down 13.3 percent in North America from 237,200 units to 205,500. The drop was led by the United States, where sales fell 20.5 percent, blamed on the current tariff situation, “as well as changes in regulations.” Sales were also down 8 percent in Asia-Pacific to 70,200 and declined 5.3 percent in the Middle East and Africa to 92,800.
VW Q1 2026 Sales
Region
Q1-26
Q1-25
Diff.
Western Europe
848,500
814,000
+4.2%
Central and Eastern Europe
135,300
125,800
+7.6%
North America
205,500
237,200
-13.3%
South America
147,900
138,200
+7.0%
China
548,700
644,100
-14.8%
Rest of Asia-Pacific
70,200
76,300
-8.0%
Middle East/Africa
92,800
98,000
-5.3%
World
2,048,900
2,133,600
-4.0%
SWIPE
Bucking the trend was a 4.2 percent increase in sales in Western Europe, rising from 814,000 to 848,500. Sales in Central and Eastern Europe also climbed 7.6 percent to 135,300, while sales in South America increased 7 percent to 147,900.
“The first quarter of 2026 was once again characterized by very challenging economic and geopolitical conditions. The worldwide automotive market declined overall through the end of March,” VW’s Marco Schubert said of the results.
Just three brands from the VW Group reported sales rises in the first quarter. The first was Skoda, whose sales rose 14 percent to 271,900, up from 238,600 in the first quarter of 2025. Additionally, Volkswagen Commercial Vehicles sales rose 10.1 percent to 88,900, while MAN truck sales climbed 14.5 percent to 23,600.
The VW ID.3 Neo arrives as a successor with several key updates.
It gets sharper styling and an interior with welcome physical controls.
Three battery options are offered, with up to 391 miles of range.
Volkswagen has revealed a heavily updated version of its electric compact hatchback, giving it a new identity and a much-needed hardware boost to carry it through until the electric ID. Golf arrives later this decade. The ID.3 Neo brings cleaner styling and a welcome return to physical controls, along with more power and range at the top end.
The compact EV, still absent from North America, was originally introduced in 2019 and received a mild facelift in 2023. While the ID.3 Neo is not a new generation, it represents a comprehensive update designed to keep it competitive against the growing competition from China.
Starting with the exterior, the biggest change is the adoption of a thicker full-width LED strip that connects the slightly tweaked headlights and is joined by black trim. The VW emblem is positioned slightly lower than before, while the bumper gains sharper intakes.
The rest of the bodywork is carried over, but the A-pillars, roof, rear spoiler, and tailgate gain a body-colored finish, replacing the previous glossy black treatment. According to the company, this makes the ID.3 Neo appear “longer, flatter, and more dynamic” than its predecessor.
Overall, the styling updates are not as extensive as one would expect, but they do bring the compact hatchback closer to the upcoming ID. Polo.
Overhauled Interior
Inside, Volkswagen has listened to critics and replaced its controversial touch-sensitive sliders and with traditional buttons. Those can be found on the new two-spoke steering wheel, and on the center console. The dashboard has been slightly redesigned with simpler lines and improved materials, while a wider center tunnel sits higher than before.
Besides the clicky controls, the centerpiece is a new digital cockpit comprising a larger 10.25-inch instrument cluster and a 12.9-inch infotainment display. Those feature fresh graphics and simpler menus, following the example of the ID. Polo. The Innovision infotainment system comes with an integrated app store, offering options for video streaming, gaming, parking, and charging.
Premium features such as an augmented reality head-up display, a panoramic sunroof, front seats with massage and memory functions, and a Harman Kardon Audio system are available as options.
In terms of safety, the ID.3 Neo will be available with an enhanced Connected Travel Assist system featuring optional traffic light recognition, and the optional Park Assist Pro with a memory function. Those join various standard ADAS such as Lane Assist, Front Assist, and turning brake function.
Powertrain Options
The ID.3 Neo launches in Europe with three outputs and battery configurations, bringing improved efficiency. The Entry model delivers 168 hp (140 kW / 170 PS) from a 50 kWh battery. The Mid version nudges that to 188 hp (140 kW / 190 PS), paired with a 58 kWh pack.
At the top, the High model makes the case for sticking around a bit longer. It produces 228 hp (170 kW / 231 PS) and uses a 79 kWh battery, good for a claimed WLTP range of 391 miles (630 km). That is the number that matters here, and it does most of the heavy lifting.
Charging capacity has also been improved at 105 kW in the Entry and Mid versions, and up to 183 kW in the High. Furthermore, the EV gains Vehicle-to-Load (V2L) capability, allowing it to power external devices.
For anyone still holding out for a bit of life, Volkswagen is said to be working on a quicker follow-up to the performance-focused ID.3 GTX. The smart money is on a GTI badge, which gives it some heritage to lean on, even if the driving experience has to do the rest of the talking.
Simplified Lineup
Pre-sales for the ID.3 Neo start in Germany and other European markets on April 16. While official pricing has yet to be announced, VW has simplified the trim structure reducing it to Trend, Life, and Style grades.
VW admits ID. models missed mark on design, usability and emotional appeal.
New leadership focuses on customers not egos to reshape future EV lineup.
Return of buttons, names and identity aims to reconnect brand with buyers
VW rebounded from the dieselgate scandal determined to do better, but the German brand’s boss has admitted that some of those early efforts landed wide of the mark. Now he’s on a mission to right some ID. wrongs and win back the crowd it drifted away from.
“It was clear to me that we were actually losing our core,” CEO Thomas Schäfer told journalists at the presentation of the heavily facelifted ID.3 Neo. The former Skoda chief, who bagged the top Wolfsburg job in 2022, says the brand had drifted from the VW people knew and loved.
The problems were everywhere once you started looking. Styling that didn’t quite feel right, confusing touch controls, and a naming strategy that ditched familiar badges in favor of cold tech-speak. Turns out customers didn’t love slider controls for basic functions, and they definitely missed the clarity of names like Golf and Tiguan.
Schäfer didn’t just tweak things around the edges. He gathered hundreds of managers, threw every issue on the table, and asked for brutal honesty. “We had to change ourselves, we had to create a new mindset,” Auto Express reports the CEO saying. He recalled how his wider team reacted with relief rather than resistance when he laid out the new plan.
Ask The Customer
Engineering boss Kai Grünitz says the reset goes deeper than pretty design. “We are doing customer clinics a lot,” he explained, signalling a shift away from gut feeling toward actual feedback. That means features get tested by real people before making production, not just approved in boardrooms because the CEO has decided he likes something and engineers don’t feel able to push back.
Exterior styling is getting a rethink, too, following the Schäfer-assisted exodus of Klaus Bischoff, architect of the mostly bland first-generation ID. cars. New creative boss Andy Mindt, who came from Bentley, has pushed for simpler, more timeless shapes, plus interiors that don’t require a tutorial. Physical buttons are coming back, and even door handles are being reconsidered so they actually work when your hands are full.
“We sell emotions, we sell memories,” Grünitz said, summing up the new direction, which is really just about getting back to the old direction. If VW can pull that off again with the help of cars like the new ID. Polo (below), maybe the people’s car maker really can find its groove.
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