That’s not the case yet, but one day it will be possible to play the seven-family game with the Volkswagen ID range. After the compact ID3, the large van ID.Buzz and the ID.4 SUV with which it shares a lot, the ID.5 is the latest in a family that will grow even more in the coming months/years. So, in addition to its new SUV coupé bodywork, what does this novelty bring? Answer in our essay.
Changing clothes, but keeping the same underwear is an art mastered to perfection by the Volkswagen group as evidenced by the Audi/Skoda/Seat/VW A3/Octavia/Golf or even the sharing between Bentley Lamborghini and other Porsches. In fact, unsurprisingly, this ID.5 adopts the MEB technical platform reserved for the group’s 100% electric models. But you don’t need to be technically savvy to guess the family bond between this newcomer and his siblings, in particular ID.4. Unsurprisingly, this SUV Coupé resembles its matrix like two drops of water all the way to the center pillar and only stands out at the rear with a steep roof slope that ends in a tailgate dressed in a spectacular LED light signature. In addition to a lower height of about 2 cm (that is, about 1.62 m in height depending on the finish chosen), the ID.5 has the same stricto sensu size as its brother ID.4, as for the anecdote it’s a little more generous than a Tiguan (+7 cm, or 4.58 m in length). Enough to confirm the international commitment of this new member of an ID family that will continue to expand but not only with large models, since a smaller city than the ID.3 is also expected.
Features very close to ID.4
In addition to its specific profile, which makes it leave some feathers on the side of the rear roof protection (-1.2 cm according to VW) and maximum trunk volume (-214 l with folded backrests or 1,561 l), its capacity is 6 l almost equal in normal configuration with the ID.4 (549 l), the ID.5 really doesn’t stand out in terms of benefits. Also based on the same platform that takes advantage of a generous wheelbase (2.77 m), the SUV Coupé is no sportier than the ID.4, even when it adopts, as here, the evocative GTX label in the test. As a reminder, this logo has hit many Renaults and obviously VWs in the last century.
In addition to more suggestive shields, this finish makes it possible to take advantage of a twin-engine engine that offers a combined power of 299 hp resulting from the marriage of two electric motors. Positioned on each axle (109 hp at the front and 204 hp at the rear), these two blocks allow you to take advantage of all-wheel drive. But as much as you say right away, don’t expect the big emotion. If the ID.5 GTX delivers performances that couldn’t be more respectable with lively accelerations (0 to 100 km/h in 6.3 s), thrill seekers will be left wanting. Blame – but is it still a surprise for an electric car? -, the weight of the beast. At 2,242 kg advertised empty, the ID.5 GTX is heavy and you can feel it as soon as the road turns winding. That said, this SUV coupe offers a comforting and calming drive in return. It’s about safe road driving monitored by effective electronic assistance, an easy-to-adjust brake pedal when regenerative braking is no longer sufficient (you can force it but without stopping by putting the gear lever in B) and finally , a thoughtful cushioning for fragile backs, even if, little reservation in this matter, our test model benefited from the optional piloted device (1 300 €).
Promising autonomy and improved fast charging
The best performance of this ID.5 GTX is expected not in terms of steering, but in the time we can spend behind the wheel before having to fill up with juice. On this subject, the machine does, but our measurements will have to confirm it, at a high level as it is only available with the largest battery available in the ID family, namely the 77 kWh of usable capacity. The latter allows to announce reassuring ranges of at least 489 km for the GTX version and up to 513 km for the single-engine (propulsion) Pro (174 hp) and Pro Performance (204 hp) proposals. Above all, the ID.5 offers improved maximum charging powers with an allowable 150 kW for the GTX version and 135 for the Pro duo, improvements from which the ID.4 also benefits. The small ID.3 also sees its limits high under direct current load, depending on the version between 10 and 20 kW.
Progress, VW’s watted SUV coupe also excels on the multimedia side, taking advantage of the latest evolution (3.1) of the home system. More efficient voice control, smarter route planner to reduce charging stops should make this device easier to use…hope the VW engineers have finally stabilized it too as we have received a lot of complaints from readers on this thread. If no bugs got in the way of this first test, the fact is that the ergonomics on the side of the German giant’s latest productions marked a decline as did the side materials, alternating the good and the less good. Utilizing the same panel layout as the ID.3/ID.4 with mandatory passing through the touchscreen for most functions, the ID.5 does not make significant improvements in this area.
Unlike the ID.4, which is also available with a more reasonable battery capacity (52 kWh), the ID.5 currently only offers a high-end 77 kWh. This is reflected in their prices, which start at €51,450 (ie €3,650 more than an ID.4 with equivalent battery/power) and go up for our GTX model under test to €57,950. This also means that the ID.5 cannot, unlike its brother available from €41,500, not benefit from the maximum CO2 bonus of €6,000.