Volkswagen Id.4 vs Tesla Model Y

What's the difference?

It’s been a long wait for the Volkswagen ID.4 Pro, but it’s one that’s paid off. It's an electric SUV that delivers on the essentials - comfort, smart features, and an effortless driving experience. But it also keeps charging times, range, and running costs firmly in the 'very liveable' camp. The ID.4 Pro manages to feel polished and personable, which is a great combination.

If you like the five-seat Model Y, then you'll like the six-seat L version even more. I think this the best example of Tesla's electric SUV to date, and the cabin layout just makes a lot of sense, and would suit plenty of families who don't need to squeeze someone into a compromised middle seat.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

The ID.4 Pro leans toward the pillowy end when it comes to exterior shape but it’s as cute as a button. Soft curves aren’t uncommon in this segment, and the overall effect is friendly yet grown-up.

A chrome accent strip running from the roof to the C-pillars adds interest, as do the matrix headlights, which look a bit like Transformer eyes. They’re adaptive too, so they put on a little light show when you start the car - a fun party trick.

Around the back, customisable rear light profiles will earn nods from the cooler kids.

Step inside and the cabin shines. Space is generous, and any 'cute' impressions fade fast as it’s clear this cabin means business.

Visually, it’s slick and considered, with premium materials like leather, suede, and synthetic trims setting the tone. There’s still a touch of Volkswagen fun, though. Look out for the Pause and Play icons on the brake and accelerator pedals.

It feels airy and open, especially with the panoramic sunroof option, and both displays are impressively sharp. You might expect a larger digital cluster, but the 5.3-inch instrument screen does a surprisingly good job, keeping things tidy and focused on the drive.

I'm also quite fond of the adjustable front armrests, which can be folded up and out of the way when not needed. A small touch, but it adds to the car’s flexible, family-friendly feel.

Spoiler alert - it looks a lot like a five-seat Model Y, doesn’t it, albeit a slightly bigger one. And you’d have to be a bigger Tesla head than me to immediately spot the differences at a glance.

The wheelbase is longer, the rear doors are bigger as are the rear 3/4 panels and the roof line is higher, helping with headroom in the third row.

Still, safe to say if you like the look of the five-seat Model Y, you’ll like this one. And if you hate it, well, good luck.

The alloys are 19-inch and shaded by the aerodynamic caps and there are light bars front and rear which debuted on the updated five-seat Model Y when it arrived mid-last year.

The bigger changes are inside, of course. I promise we’ll get to the second and third rows in the Practicality section, but let’s talk about the look and feel first.

There’s a love/hate relationship with Tesla’s stripped-back aesthetics, and I’m probably somewhere in the middle. I like the airiness of the space in the cabin, and I think it feels nicely put together, and I really dig the contrasting fabric used on the doors and dash which add a little visual interest to the cabin.

But I hate using the central screen to select a gear and I hate not being able to see how fast I’m going without turning my head. A head-up display would work wonders in the Model Y L cabin.

The front row offers plenty of room for two co-pilots to settle in without bumping elbows. The seat padding is softer than you’d usually expect from Volkswagen, and with the extendable under-thigh supports and added seat functions, the ID.4 Pro proves itself a seriously comfortable road-tripper.

In the back, space is generous, and my eight-year old appreciated the wide door openings and cushy seating. It’s best thought of as a very comfy space for two adults, with room for a third in a pinch.

That flat floor makes a noticeable difference for the middle passenger, giving them more legroom than usual. The 'two is best' idea also applies to child seats and while there are three top-tether anchor points, realistically, using more than two at once would be a squeeze. I had no trouble installing my booster this week, though it did block visibility out the back window.

Storage up front is a strong point, with a glove box, cupholders, bottle holders, and a generous centre console. The console houses the wireless charging pad, two USB-C ports, and a large cubby that swallowed gloves, snacks, and two pairs of glasses with cases which is perfect for keeping the cabin clutter-free.

Rear passengers are well looked after, too, with climate control, directional air vents, two USB-C ports, a fold-down armrest with cupholders, bottle holders in each door and map pockets. It’s all very family-friendly.

The 543L boot handled everything we threw at it this week. I like the adjustable floor height; set it higher to create a handy space for your charging cables, or lower it to maximise room. There’s also a hidden pocket under the floor for the tyre repair kit (no spare of any description).

You miss out on a frunk, but the powered tailgate and stretchy luggage net help keep things secure and easy to manage.

Tech-wise, it’s mostly intuitive. While my husband isn’t a fan of the touchpad climate and steering wheel controls, I find them pretty straightforward to use.

What does bug me, though, is the lack of built-in sat nav and wireless Apple CarPlay. I don’t like leaving my phone charging all the time, and even when you reconnect the cable, you have to manually restart CarPlay every time you get in. Hopefully that’s something Volkswagen irons out in a future update.

Captain’s chairs are simply a more luxurious version of second-row seating. With that there is no argument and the heated and cooled chairs that occupy the second row of the Model Y L are pretty good examples of them.

Space, both knee and headroom, is ample, and you can adjust each seat individually if you want to grant a bit more space to any third row occupants. Armrests deploy at the push of a button — as do the two hidden cupholders — and it really is easy to settle in and get comfy.

The third row is a bit more hit and miss. I’m 175cm and found I had enough legroom and headroom, but the big plastic mouldings that emerge from each side of the Model Y (which house a cupholder) are a miss. They end up pushing you into the seat next to you, and I can foresee a lot of arm rubbing with anything like two adults back there.

Also confusing is how to actually get out of it. You can fold the seat in front of you flat, but then you have to climb over it. I found it easier to just walk out between the seats.

There are another two USB-C ports in the rear row and you get air vents but no temperature controls. 

The Model Y L stretches 4969mm in length, 1668mm in height and 2129mm in width, which is roughly 18cm longer and 4.5cm taller than the five-seat model. The extra space doesn’t sound like that much, but start dropping rows and you find a heap of storage space.

Both the second and third row stow electronically from the boot, but with them in place you’ll find 420 litres of storage in the double-layer boot. Drop the third row, and that number grows to 1076 litres. With the third row folded there is a massive 2423 litres of space. The frunk serves up another 116 litres.

There’s also room (and the ISOFIX attachment points) for four child seats.

The Model Y L sits smack bang between the $68,900 Long Range AWD and the $89,400 Performance, setting you back $74,900, before your on-road costs. It’s also the only three-row option in the Tesla family.

Aside from people movers, we’re not swimming with options in the three-row electric space, either. The Kia EV9 will get it done from $97,000, the Hyundai IONIQ 9 starts from around $120K and the Volvo EX90 is more expensive again (from $124,990).

Anyway, in Tesla land, the Model Y L rides on 19-inch alloy wheels, has a glass roof, automatic wipers and Tesla’s smartphone access key, as well as the little credit-card swipe.

Inside, there’s a 16.0-inch central screen that handles everything. And I mean everything. It's your gear selector, your speedometer, and everything else, too. There’s no Apple CarPlay or Android Auto, but you can access things like Spotify and podcasts through the in-built apps and the on-board navigation system is a good one, too.

All of that pairs with a 19-speaker sound system, and there are dual wireless charge pads. All three rows of seats are heated, while the first and second row get ventilation, too.

A second 8.0-inch touchscreen in the middle row then handles things like the seat heating or cooling, music and games to amuse the kids. And the Model Y L also debuts V2L, or Vehicle to Load, for Tesla in Australia, using a connector in the external charger.

The ID.4 Pro is fully electric and rear-wheel drive with a single motor on the rear axle producing 210kW and 545Nm. That supports a claimed 0-100km/h sprint of 6.7 seconds, which feels satisfyingly swift for a mid-size SUV.

There’s instant torque for easy overtakes and the RWD keeps things balanced and composed. You also get a choice of drive modes to suit your style, and regenerative braking helps recover energy smoothly. It’s subtle, but effective enough to make city driving feel more efficient.

The Model Y L gets Tesla’s dual-motor AWD powertrain, with two electric motors producing a total 378kW and 590Nm. That’s enough, Tesla says, to knock off the sprint to 100km/h in five seconds flat.

The ID.4 Pro is fitted with an 82kWh lithium-ion battery and offers a WLTP driving range of up to 544km, which is impressive for the segment.

Official combined cycle (urban/extra-urban) energy consumption is rated at 16.7kWh/100km, and around town, where regenerative braking works harder, you’re unlikely to feel any range anxiety.

If, like me, you do a lot of regional driving or longer trips, you might find yourself keeping a closer eye on the gauge. My real-world consumption sat closer to 20kWh/100km, which still leaves you with solid usable range, but it’s something to factor in.

Charging is straightforward, with a Type 2 CCS port that accepts up to 175kW on a DC fast charger and 11kW on AC.

Both figures are useful and on a fast charger you can expect a 10-80 per cent top-up in around 30 minutes which is quick enough to squeeze in a coffee break or snack stop, even with a kid in tow.

Tesla is always a little vague when it comes to the size of its batteries, but reports point to the Model Y L carrying a 84Wh (useable) NMC battery.

Whatever the specifics, the range is strong, with Tesla promising a 681km driving range on the WLTP combined (urban/extra-urban) cycle.

It’s also set up for 250kW DC fast charging, which should see you take on 288km in 15 minutes, according to Tesla.

The ID.4 Pro is simple to operate, and aside from the instant power delivery and lack of a traditional start/stop button, it behaves much like a combustion-powered car.

That makes it a great entry-point for anyone new to EVs because it's familiar, but has just enough electric quirk to keep things interesting.

I miss a true one-pedal driving experience in city traffic, but the set-up still works well. Regenerative braking isn’t particularly strong, but you can toggle between 'Drive' and 'B' mode, with the latter offering a bit more resistance. I’ve kept it in B mode most of the week as the extra feedback just feels nicer underfoot.

This week’s testing included winding mountain roads, regional backroads, as well as freeway stretches and the ID.4 handled it all with confidence. There’s enough precision in the corners to keep things fun, and it always feels well planted.

The suspension strikes a middle ground - not ultra-soft, but still comfortable. You’ll feel some of the sharper bumps, but most surfaces are smoothed out well, and the cabin stays quiet even at higher speeds. Ride comfort has clearly been a priority and it pays off.

From the driver’s seat, visibility could be better. The rear window is narrow, and the thick pillars don’t help, so I found myself relying quite a bit on the camera system when parking or manoeuvring.

That said, the ID.4’s size and clear 360-degree camera system make it incredibly user-friendly in tight spaces. Whether parallel parking or squeezing into small car parks, it isn't stressful to park.

Honestly, it feels like the Tesla Model Y has grown up. I didn’t love earlier iterations of this car and I found the Performance to be fast but lacking any emotional fizz.

This one, though, feels solid and composed, and the power on tap (of which there is ample) is more about effortless progress than it is attempting to offer sports car excitement.

The steering is now nicely weighted and feels direct enough without being too sharp, and the cabin is well insulated, with often the slightly off-putting sort of rubbing noise the steering wheel makes when you turn it the only intrusive sound.

One drawback is a ride that definitely errs on the side of firm. This Model Y L gets electronic damping designed to iron out some of the more jagged stuff, but it still feels brittle in places, and you can definitely feel some sharpness in the cabin. Now, to be fair, it’s not too firm for me, but it might be for you.

Another is a bizarre turning circle which constantly reminds you you’re driving a big bus, especially when you try to complete a tight three-point turn.

But despite its stretched dimensions, I found the Model Y L easy to drive and park in the city, and once you're up to speed with Tesla's operating system (there's no Apple CarPlay or Android Auto), then the screen is pretty easy to use, too.

The Model Y L gets the same maximum five-star ACNAP safety rating as the rest of the Model Y range, with nine airbags (up from seven in the five-seat model), and things like AEB (Auto Emergency Braking), lane-keeping assist, 'Forward Collision Warning' and blind-spot monitoring all along for the ride.

Interestingly, the curtain airbags from the five-seat version haven't been replaced, with coverage still only extending to the second row. New airbags have instead been added for third-row occupants.

One more analogue quirk of the Tesla Model Y L is the thick B-pillar, which does a good job of almost completely obscuring driver-side blind-spot checks (for those of us who still like to do those manually).

The ID.4 Pro comes with a five-year/unlimited kilometre warranty, which is standard across the Volkswagen range, while the battery is covered for eight years or 160,000km, giving buyers a little extra peace of mind when it comes to long-term EV ownership.

Volkswagen also offers a 10-year capped-price servicing program, which is excellent for the segment.

The total cost comes to $2890 over the full term, and the service intervals are spaced every two years or 30,000km, whichever comes first.

Tesla warranty is a these-days-underwhelming five years and unlimited kilometres, while the high-voltage battery is covered for eight years or (a wildly specific) 192,000km.

There’s also five years' of roadside assistance, including puncture repair (a good thing, given the lack of a spare wheel). I also couldn’t find a puncture repair kit and later research suggests Tesla sells them, rather than provides them as standard.

Tesla servicing is condition-based, so there’s no fixed schedule, with a summary on the car’s touchscreen providing a record of when vehicle maintenance was last carried out and prompts for when they should be performed next.

In the absence of a combustion powertrain the emphasis is on things like wheel rotation, balancing and alignment, brake fluid testing, air-con servicing, camera precision, radiator cleaning and high-voltage battery maintenance.

Expecty a ‘Vehicle Health Check’ to come in under $300 with ‘General Diagnosis’ at around $270 per hour.