VW electric platforms in detail: MEB Entry, MEB+ and SSP – what’s next for VW?

Technology kits have a long tradition within the Volkswagen Group. Like other major automakers, the Wolfsburg-based company uses modular platforms to reduce production and development costs for a variety of car models. These models then share key components such as the underbody, drive architecture, electronics, and chassis structure. Technical synergies in software, batteries, and assistance systems are also becoming increasingly important.

The best-known and arguably most lucrative example of recent history is the MQB (Modular Transverse Matrix) for vehicles with transversely mounted combustion engines and front-wheel drive. Since 2012, the Volkswagen Group has built countless models on this vehicle platform, including the VW Golf, Passat, Tiguan, T-Roc, T-Cross, and Polo – as well as the Audi A3, Q2, and Q3, as well as the Skoda Octavia, Superb, and Kodiaq, and the Seat Leon and Arona.

The advantages of such a modular system are manifold: It enables standardized production in different plants worldwide, reduces the complexity in the development and purchasing of parts, and creates scope for technological advancements that can then be used for many models at once.

It's no wonder, then, that Volkswagen, even in the burgeoning electric age, was an early adopter of a modular system. This refers to the modular electric drive system (MEB), which was developed specifically for electric cars. Unlike previous approaches, which converted existing combustion engine platforms for electric drive systems (e-Golf, e-Up), the MEB was designed from the ground up for electric drive. The goal was to optimally utilize the advantages of electromobility—such as compact drive units, flat battery packs, and a spacious interior. The platform allows for the construction of a wide variety of vehicle types, from the compact ID.3 to SUVs and the ID.Buzz large van.

The MEB platform (400 volts) was first publicly presented in 2018. The first production vehicle based entirely on it was the Volkswagen ID.3, which was launched in 2020. With the MEB, Volkswagen launched a new generation of purely electric vehicles, which were later joined by the ID.4, ID.5, ID. Buzz, and ID.7, among others. All of these models share battery technology, drive components, and software. The basic layout relies on an electric motor on the rear axle and, optionally, a second motor on the front axle (except for the ID.3). Through collaborations – for example, with Ford – other manufacturers can now also use MEB technology.

To be able to build smaller and more affordable electric cars, Volkswagen further developed the MEB platform toward cost efficiency. A series of front-wheel drive small cars are now being developed under the internal designation "MEB 21" or "MEB Entry" – including the VW ID.2, the ID.2 X, and the ID.1. At the same time, the next generation of these small cars also represents the most modern software and assistance platform. The ID.2 electric small car, announced for 2026, could therefore have better safety assistants than, for example, the ID.7 currently offers.

The VW ID.2 is expected to round out Volkswagen's electric car lineup at the lower end starting in early 2026, offering a fully electric alternative to the current VW Polo. So far, only the concept car is known, with an output of 166 kW (approximately 226 hp). The ID.2 is expected to have a range of up to 450 kilometers according to the WLTP test.

As with the aforementioned combustion engine platform (MQB to MQB evo), the MEB platform will likely undergo significant further development in the coming years. Instead of the abbreviation "evo," the technical basis for the upcoming ID.3 or ID.4 models will then bear the "+" in its name. Until now, it was unclear whether a new evolutionary stage of the MEB would actually occur. However, Volkswagen CEO Thomas Schäfer recently confirmed that this could happen as early as 2026—especially since the successor platform (SSP – see below) is still a long way off.

New technologies are said to be hidden behind the multi-billion dollar development of the "MEB+" – including lithium iron phosphate (LFP) batteries for the price-sensitive vehicle segment. These LFP batteries are to come from the Volkswagen Group's new battery factory in Salzgitter. Currently, all MEB models use NMC (nickel-manganese-cobalt) batteries. Thomas Schäfer also mentioned a so-called cell-to-pack layout in this regard. This is a modernization of battery technology in which the battery cells are integrated directly into the battery pack – without bundling them in traditional battery modules. This would significantly increase energy density and expand battery capacity.

Audi developed the Premium Platform Electric (PPE) together with Porsche. The first models are the electric Porsche Macan, the Audi Q6 e-tron, and the A6 e-tron. Like the MEB, the PPE's basic layout is a skateboard architecture, with a battery located between the drive axles and motors mounted on the axles. Audi and Porsche are relying on a higher-performance 800-volt architecture for the PPE.

The battery cells, like those in MEB vehicles, use a nickel-manganese-cobalt chemistry. However, they are larger, contain less cobalt, have lower electrical resistance, and are more easily recharged. Their energy content is 150 percent higher and their energy density 15 percent higher.

The idea for the unified mega-kit SSP dates back to Herbert Diess's time. He also announced the original goal of launching the first SSP models on the market as early as 2026. In 2021, the Wolfsburg-based company had to postpone its self-imposed deadline by two years, to 2028. A few months later, the launch was pushed back another 15 months. The current target date is 2029. The main reason for the renewed delays is software problems from the company's own development company, Cariad. Until the first models are launched, Rivian will play an increasingly important role as the American software partner.

In the long term, the SSP is intended to replace both existing e-architectures within the Group – MEB and PPE. Unlike MEB and PPE, which are still relatively tailored to specific vehicle classes, the SSP is intended to be highly scalable. This applies to vehicle size, performance, software integration, and automated driving. Volkswagen itself speaks of its vision of being able to produce over 40 million vehicles with the SSP. It is consistently designed for e-mobility and digital vehicle architectures – including a new, uniform operating system. To this end, Volkswagen is also placing the key to autonomous driving in the technology.

Rivian plays a central role in the development of the future SSP platform, especially when it comes to software. In November 2024, Volkswagen and Rivian established a joint venture with an investment volume of up to $5.8 billion. The goal of this partnership is to integrate Rivian's advanced electronics and software architecture into the next generation of VW electric vehicles. Whether the first SSP-based car will actually hit the market in 2029 or not until 2030 remains to be seen.