“So, how fast can I really go?” I asked the driver of the Vinfast, who was sitting next to me in the passenger seat of the VF 8 prototype. I was foretold in advance for my first chance in the short test lap to keep it under 80 km/h (or right around 50). mph) but as I got ready for my second run, I saw several other drivers slowing down to much higher speeds.
Instead of a number, I was greeted with a shrug—so, before he could change his mind, we were gone.
The first run was too cautious to give me a clear impression and it took me 18 hours to get here, so it’s time to cut it. This time in a straight line, I got the speedometer up to nearly 145 km/h (90 mph) and got a much better feel for the VF 8’s performance and braking — and some people swore that this isn’t just is a performance.
Likewise, the company is growing rapidly. The fact that the company already has fully drivable prototypes after only introducing the cars about six months ago is commendable. But the company’s aggressive schedule to roll out these cars – which is amazing, this year – also means that despite that progress, there’s still a lot of work to be done to get them ready for a while. short.
Prototype Vinfast VF8
I traveled to Vietnam with a group of journalists, investors and customers to see Vinfast facilities and had my first ride on the VF 8 prototype. Our long journey to Hai Phong, Vietnam resulted in about 5 minutes behind the wheel of the VF 8 (by far the highest ratio I’ve had between travel time to driving time). But we have a lot of questions about this new EV automaker that need answers.
Our short drive is on a set course next to Vinfast’s manufacturing facilities and it consists of only two long straight lines, connected by a wide turn at one end and a small bend into a tight left turn at the other end. I did both runs in a red VF 8 prototype that Vinfast says is the most developed of the three available for the day, all from different points in the cycle. development period of the VF 8. One of those models would have a brake problem and be out of the loop at the end of the day.
Every prototype available for testing is a full-time four-wheel drive vehicle, and the one I tested was the Plus version with a more powerful engine producing 402 hp and 457 lb-ft of torque. , compared to 348 hp and 368 lb-ft in the Eco models. It is also equipped with a smaller battery, standard range 82 kWh (usable).
Prototype Vinfast VF8
Prototype Vinfast VF8
Prototype Vinfast VF8
Vinfast estimates a 0-62 mph time of around 5.5 seconds for the Plus, and that turns out to be accurate. It doesn’t offer the super snappy offline acceleration you get in the Tesla Model Y, but it’s at least as fast as a twin-engine VW ID 4-. The build speed is fast enough, and the VF-8 delivers power up to about 100 mph with relative ease. Throttle adjustment needs a lot of tweaking, there wasn’t enough response at the start and on my first run when I just kept pressing the throttle down after the VF 8 didn’t move a beat, it wobbled. forward. A startle caused the Vinfast employee in the extra seat that I later requested to exceed the allowed speed. I raised my hand apologetically (my Vietnamese is not good) and he waved at me and smiled, I guess I wasn’t the first person that day to do that to him.
Vinfast engineers say the car will have more regenerative braking options, including a single-pedal driving mode, but they weren’t ready at the time (though I found those modes in menu when I have on screen more than one static prototype). The reproduction included on the prototype is very light and allows for continuous gliding like an ICE vehicle. Similar to the lack of throttle response, the brake pedal isn’t sensitive enough when in motion, and quick and smooth deceleration is difficult. With the regen being so light, it’s impossible to get a feel for the brake mix, which is something we’ll have to revisit later.
The road we drove was immaculately maintained so didn’t give a chance to see how the VF 8 would handle road imperfections, but on good surfaces the SUV ran well and the cabin Well insulated from wind and tire noise. The suspension is released gently, with very noticeable body roll, especially when exiting corners into tighter turns, as the tires start to react very quickly. Some added stiffness to the front springs would be very welcome.
Similar to the suspension, the steering feels light too, although it does seem to stick to the center well. There isn’t much feedback to say but the brief time behind the wheel isn’t enough to get a feel for the car’s dynamic adjustment between steering/suspension.
Prototype Vinfast VF8
Prototype Vinfast VF8
Prototype Vinfast VF8
Prototype Vinfast VF8
I took a look at the interior of the prototype I tested, as well as the static version that Vinfast had available to take pictures and try out the infotainment system. Each has some common sense that we attach to hand-crafted prototypes with gaps and inconsistent materials, but the design of the interior seems to have been finished.
The VF 8 opts for a very simple dash setup that the VF 9 will also use, with the 15.6-inch touchscreen serving as the main hub for everything. There’s no dashboard, but there’s a standard head-up display so you don’t have to tilt your head to look at the center display to see your speed each time. This is a bit like the setup of the Tesla Model 3, but there are also more controls on the steering wheel to help control audio and safety features, like adaptive cruise control (also standard).
In terms of size, the VF 8 is almost the same size as the Ford Mach-E but has better rear seats, creating a more spacious feeling. It has plenty of room inside for four adults, but center passengers will face a floor obstruction for a number of reasons. It will be difficult to get a full measure of interior quality until we get something closer to the production version and have more time to see how the seats hold up longer. The infotainment system at least feels a bit more complete, all functions may not be enabled yet but the display is snappy and the display is intuitive, if a bit wordy (see safety feature menus). all above).
Prototype VinFast VF 8
Vinfast announced preliminary valuation for the VF 8 and VF 9, as well as the battery subscription cost required to purchase each vehicle. A VF 8 Plus with a smaller battery pack will start at $47,700 (excluding destination charges as they’re still unfinished), although the larger battery version will only cost $48,000 so I don’t really see a reason at this point to use the standard battery.
The company also doubled down on plans to start shipping on both the VF 8 and VF 9 later this year. That’s still ambitious for the VF 8 as it needs a lot more work, let alone the VF 9, which we have yet to drive or even see a prototype with a complete interior.
Our next sitting time in VF 8 won’t happen until this summer. If Vinfast’s team can visibly improve these drivability and tuning issues by that time, it will be a big signal to the company’s massive expansion schedule and plans. could actually become a reality — if we temporarily feel guilty about supply chain, manufacturing ramps, compliance, and shipping and logistics support. In addition, there are details that need to be worked out with battery registration programs and the associated liability with insurance companies.
This is a long to-do list even if the VF 8 feels more ready, and we’ll keep an eye on how Vinfast can address those issues, while we wait for more time behind the wheel. June.
Vinfast has provided flights, accommodation, lots of Vietnamese dishes and prototypes for Green car report to bring you this live driving report.
