The time has finally come for the launch of the model to crown the ID range. 100% electric models that occupy a special place in the Volkswagen catalogue, with a very recognizable specific design. We discovered this ID.5 in the summer of 2021, which is the shortened version of ID.4. Coupe SUVs are a way to enrich the range at a lower cost, and the VW group does not hesitate with the Audi Q4 Sportback e-tron, the Skoda Enyaq Coupe and now, therefore, the ID.5. With its reworked shields, its big 19- or 20-inch wheels, and its recessed silhouette underlined by the black roof, the whole thing looks great but remains quite massive visually. The dimensions of the car are very close to those of ID.4, only 2 cm longer (4.60 m).
Equipped with the large 77 kWh battery, the ID.5 is offered in three power levels: 174 hp (Pro), 204 hp (Pro Performance) and 299 hp for the four-wheel drive GTX version, strong with engine. synchronous house at the back, asynchronous at the front, provided by Magna. Enough to guarantee a leading technical sheet for this top-of-the-range model.
Volkswagen ID.5 GTX price
With an entry ticket set at €51,450, the ID.5 is positioned far above the ID.4 from which it derives. This represents a jump of €10,000 (excluding bonuses) from the entry price, with a more modest battery and motor, and €3,500 more than the equivalent GTX version, knowing that the ID.5 includes some equipment in more. Unfortunately, at this price level, the green bonus aid is limited to €2,000.
In the GTX version, the price rises to €57,950, a tidy sum for a non-premium vehicle. Fortunately, the standard equipment of the ID.5 range is very complete, with, for example, navigation, heated seats and adaptive cruise control. But residents of cooler regions will also have to go through the list of options to add a heat pump, which is very useful for optimizing heating consumption (€1,100).
ID.5 autonomy and recharge time
With a well-known MEB platform and a useful battery of 77 kWh, the ID.5 will not be able to create a big surprise in terms of autonomy. We found during our test an average consumption on the road of around 19 kWh, allowing to easily cover 400 km in silent driving, while this version is provided for 489 km of WLTP range (513 km in the Pro variant). On the highway, it will logically be necessary to reduce your ambitions and cross your fingers to find high-capacity functional terminals. In this GTX version, the maximum DC load is 150 kW (135 kW in the Pro versions), allowing a theoretical recharge from 5 to 80% in just 36 minutes, while it will take 7 h 30 on an 11 kW AC terminal.
Subsequently, Volkswagen will launch a new Plug & Charge feature that, similar to what Tesla is doing, will allow the terminal to automatically recognize the car, without the need to use a charging card. The user’s account will then be directly debited. The ID.5 also inaugurates bidirectional charging that offers, when possible and the car is not in use, to re-inject energy into the electrical grid. Finally, the ID.5 sports a new intelligent route planner with the latest version of the ID 3.1 onboard software.
With 299 hp distributed over all four wheels and a torque of 460 Nm, it was to be expected very sporty performances, in harmony with the treatment of the body (aggressive shields, integrated spoiler). Unfortunately, even though on paper 0 to 100 km/h in 6.3 s is a good number in absolute terms, the ID.5 GTX doesn’t seem to glue your passengers to the seats. However, after an initial reaction of disappointment, you quickly realize that the essentials are there: very generous times that allow you to overtake in the blink of an eye, perfect motor skills and, above all, preserved comfort.
That said, don’t be fooled. As for the models with the brands R Line, S Line and other sports brands that are so successful, it’s more about taking care of appearances than playing real extreme cars, even if here the mechanical definition is more robust. And this corresponds well to the spirit of the car, which offers remarkable comfort, little disturbed by very present rolling noises. B-mode allows the level of regeneration to be boosted as you lift your foot for a smooth turn-to-turn ride, but this remains much lower in power than found in some competitors.
Our test car, equipped with the active suspension and the big 21-inch wheels have always been kind to our vertebrae, ensuring a very comfortable ride on quality roads through the Austrian Alps, even in Sport mode. There is no doubt that it will greatly increase the pace, with the radars being ubiquitous in the magnificent landscapes traversed. The smooth handling of the heavy VW SUV (over 2.2 t!) is appreciable. But, also at this level, there is no sport in sight. And while the brake pedal attack lacks consistency, your dosage remains accurate.
More irritatingly, the front engine graft detracts from the good maneuverability appreciated in the other versions: from just 10.20 m of turning diameter, we went to 11.57 m for our GTX version. Maneuvers can be facilitated by the new automatic parking system with memory, capable of retracing the same route on its own from a selected GPS point. For example, in front of your garden entrance. A practical function, already seen at BMW, but with limits in case of bad weather. As the cameras are used to guarantee the maneuvers, they will prohibit this function if their visibility is reduced.
Do you know the inside of ID.4? Then you know ID.5! Unsurprisingly, the much-simplified dashboard and vast interior layout of the signature VW electric SUV carry over here, with just a few presentation details for our GTX version with a black theme with red stitching. That doesn’t make up for the too many basic plastics at this price level, even if the build quality remains very satisfactory.
That’s why we find comfortable front seats, large glass surfaces that allow lots of light, ubiquitous storage and… screens with quickly irritating ergonomics, including the latest evolution of the on-board system (3.1), updated from a distance. Many submenus complicate the handling of the infotainment system. The new voice functions are triggered inadvertently and the sensitive buttons on the steering wheel are sometimes unresponsive.
The dedicated architecture of the MEB electric platform optimizes available space with a flat floor and, for rear passengers, plenty of leg and headroom thanks to a reduced headroom of just 12 mm compared to the ID.4. The trunk also does not suffer from the transition to a coupe body, with almost 550 l announced. Enough to allow the ID.5 to retain all the advantages of the family SUV on which it is based.
There is no shortage of electric SUVs throwing coupes with a flowing roofline on the market. Starting with the models of the VW group: Audi Q4 Sportback e-tron and Skoda Enyaq Coupé, both with higher prices for the same engine and battery. A little more efficient and durable, the Kia EV6 also offers a slightly higher price in the GT Line AWD 325 hp version (€59,790).
As for the Ford Mustang Mach-E range, certainly more dynamic, the 76 kWh, 269 hp AWD model is presented at €63,500, or €5,500 more than the VW. Finally, the Tesla Model Y, also more greedy on the price side (€62,990), offers more power, autonomy and trunk volume, adding a unique asset with the brand’s precious charging network.
Find out the test results and the technical sheet on the next page.