Volkswagen ID 5 review

Nothing beats a bold new hairstyle for an instant transformation, but even a few inches off the top can give you a new lease of life. Take this Volkswagen ID 5, for example.

The ID 5 is, basically, a VW ID 4 that's had a buzzcut to create a sportier-looking, coupé electric SUV. Indeed, underneath it uses the same platform as the ID 4, the Audi Q4 Sportback e-tron and the Skoda Enyaq Coupé.

But unlike the Enyaq Coupé, the ID 5 gives you a choice of batteries. The 77kWh battery maximises range, while the cheaper, 52kWh version keeps costs down if range isn’t so important to you. On top of that there are several trims to pick from, including a sporty GTX Edition with genuinely rapid acceleration.

There should be a version to suit most electric car buyers, then, but is the ID 5 the best electric SUV? After all, it competes with some great cars, and not just those in-house rivals we mentioned – there are others, like the Kia EV6, Tesla Model Y and Volvo EC40 to consider. Read on to find out...

What’s new?

May 2025: new Black Edition ID.5 launched, with black alloy wheels, a panoramic sunroof, and black door mirror caps

June 2022: new Style trims level added to ID.5 range, with a reduction in equipment levels but bringing down the entry price point £49,735

May 2022: ID.5 driver-assistance tech receives ‘very good’ rating from Euro NCAP

January 2022: Volkswagen enters the coupé-SUV marketplace with the new ID.5 and a hot performance version, called the ID.5 GTX. Hot GTX offers four-wheel-drive traction, 295bhp and a range of 320 miles
 

Most VW ID 5s come with one electric motor driving the rear wheels. And if you choose the smaller 52kWh battery (called the Pure) the motor produces 168bhp; enough to get you from 0-62mph in 8.9sec. That's about the same performance as the entry-level Kia EV6, and feels nippy rather than quick.  

Upgrade to the 77kWh battery (badged Pro) and the power jumps to 282bhp, making for a livelier 0-62mph time of 6.7sec. That eclipses the straight-line acceleration of the less-powerful Tesla Model Y, and on the road it makes the Pro feels punchy off the line and brisk up to motorway speeds.

The GTX Edition is the performance version. It comes with the same 77kWh battery but two electric motors, making it four-wheel drive, and a hike in power to 335bhp. That's enough to ping you from 0-62mph in just 5.4sec, which is quick. It matches the performance of the EV6 AWD Dual Motor, but the Model Y Premium Long Range AWD is even quicker and also cheaper. 

How about electric range? Well, you can probably guess than the 52kWh Pure battery does the least miles: officially it'll travel 227 miles between charges. For context, the cheapest Model Y RWD tops that with 314 miles, while the entry-level EV6 RWD Air officially hits 361 miles on one charge.

For an ID 5 with a greater range you'll need the 77kWh Pro battery. Depending on trim level, it will officially do up to 345 miles (expect around 280 miles in real-world driving), which is a decent tally in isolation. However, against its key rivals it's not that great, with the Model Y managing not far off 400 miles (WLTP).

The ID 5 is reasonably comfortable, with a more settled ride than the fidgety Ford Mustang Mach-E. There are better-riding car in the class, though, like the Audi Q4 Sportback e-tron, Genesis GV60, Hyundai Ioniq 5, Kia EV6 and Volvo EC40, which all feel even calmer on rippled roads and less abrupt over sharp ridges and potholes.

The bulk of the range comes with 19in alloy wheels, while the sportier ID 5 GTX comes with slightly bigger 20in wheels and sports suspension as standard. Or you can add adaptive suspension – called DCC – as an option, which is great. It lets you choose between a range of suspension settings, from compliant Comfort to the stiffer Sport, all at the touch of a button.

The ID 5 feels composed and capable to drive by electric SUV standards, but not much fun. The steering, for example, is slower and easier to judge than the hyperactive steering in the Tesla Model Y – so its easier to guide the ID 5's nose where you want – but it doesn't offer much feedback to help you gauge grip levels. There's enough grip to make it reassuring to drive through bends, but the Kia EV6 feels a lot more engaging, agile and fun. 

As we mentioned above, the GTX comes with stiffer sports suspension, or you can add optional adaptive suspension (DCC) to vary its stiffness and sharpen up the handling on demand. It helps reduce some of the body lean in bends, but the GTX is still effective rather than playful to drive on a twisting country road.

There’s next to no noise from the ID 5's electric motor – you just hear the deliberate hum of its pedestrian warning sound at town speeds. Likewise, at motorway speeds, wind noise is well contained and road noise is fairly hushed – providing you avoid the optional 21in wheels.

Even so, the Audi Q4 e-tron Sportback, Hyundai Ioniq 5 and Kia EV6 are all more peaceful, producing less road noise and also thumping less when tackling bumpy roads and potholes.

As with most electric VW’s, we wish the ID 5’s brakes were a little more progressive. The brake pedal has quite a long travel, which makes smooth braking more difficult than it should be. You can, of course, use regenerative braking to slow the car by simply lifting off the accelerator, but while you can vary the braking effect, the ID 5 doesn't have a one-pedal driving mode that brings it to a complete stop like the Tesla Model Y or Volvo EC40.

"You can change the GTX’s adjustable suspension by using a slider on the infotainment screen, which goes from very soft to very firm. I like the amount of adjustability that gives it but you’ll likely want to avoid the extreme ends of the scale." – Dan Jones, Senior Reviewer

Let’s start with the good bits. The VW ID 5's driver's seat is supportive through corners, comfortable on long trips, and has adjustable lumbar support as standard – manually operated on Essential and Match trims, and electrically adjustable further up the range.

The steering wheel also offers plenty of height and reach adjustment, and it's great that the digital driver's display is mounted to the steering column. It means there's no chance of adjusting the steering wheel and finding you can't read the display because the wheel rim is covering.   

Sadly, usability is where the ID 5 falls down. There are no physical buttons, other than the ones on the steering wheel. Even turning up the air-con temperature requires you to use either the touchscreen or touch-sensitive sliders below it, which are just as much of a faff. They are at least backlit now (they weren't on earlier ID 5s), so you can see them at night.

The Kia EV6 and closely related Skoda Enyaq Coupé have a few more physical controls that make adjusting the basics that bit easier. 

You get a good view straight out the front of the ID 5’s highly raked windscreen, and any blind spots at junctions will be smaller than they are in a Tesla Model Y because the ID 5 has thinner front pillars. You get a decent view sideways, too. 

The ID 5’s small rear window, tapering roofline and thick rear pillars obscure your view out the back and over-the-shoulder, though. Still, it's not the worst car in the class in that regard – the view out the back of the Volvo EC40 is even worse.

And the ID 5 does come with plenty of tech to help you manoeuvre it into tight spots, including front and rear parking sensors and a rear-view camera (it's a surround-view camera on GTX). At night you benefit from powerful LED headlights on the cheaper trims, while Pro Match, Black Edition and GTX models have adaptive Matrix LED headlights, which can stay on main beams for longer by shadowing the cars in front. 

The ID 5's 12.9in infotainment touchscreen sits high up on the dashboard where it’s easy to read and reach when you're driving. And the software is better than it was in earlier versions of the ID 5 – after a root and branch overhall it's now more responsive and less prone to bugs.

It's easier to use, too, with permanent shortcuts displayed at the top of the screen that you can select depending on what you use most often. It’s still not as good as the super-slick system in the Tesla Model Y, but it’s a massive improvement.

Sat-nav is standard across the range, along with voice control and wireless Android Auto and Apple CarPlay smartphone mirroring. The ID 5 was the first Volkswagen to feature USB-PD (Power Delivery) ports, which can charge laptops and other larger devices at up to 45W.

The default stereo comes with six speakers and 140 watts, while the GTX has a Harman Kardon system with nine speakers, a subwoofer and 480-watt 12-channel amplifier.

The interior quality is fine but, considering the ID 5’s not insubstantial list price, a little underwhelming. There are more hard plastics than you’ll find in a Model Y and the build quality is only slightly better than it is in the Ford Mustang Mach-E.

If you’re in the market for a similarly priced coupé electric SUV with a plusher interior, consider the Audi Q4 Sportback e-tron. Or, for the very best interior quality in this class, have a look at the Genesis GV60 and Volvo EC40.

"Due to the slightly annoying touch-sensitive controls and dependence on the touchscreen, I ended up using the IDA voice assistant quite a lot. It can do things like change the air conditioning for you, but it’s a tad hit and miss." – Dan Jones, Senior Reviewer

There are cars that offer a little bit more front space and a broader interior than the VW ID 5, but that's not to say it's cramped. Even though it's not the biggest electric SUV you can buy, six-footers will still have plenty of head and legroom to get comfortable. 

Storage space is good, too. There are sizeable front door bins, handy-sized trays and cubbies in the centre console, and a well-sized glovebox.

One major difference between the ID 5 and the VW ID 4 can be found in the back. The ID 5’s coupé silhouette and low, sloping roofline reduces the amount of rear head room considerably – as does the addition of the Black Edition and GTX’s standard-fit panoramic roof.

The result is that back-seat passengers over 6ft tall will find their hair brushing the roof lining. If someone sits in the middle rear seat, the flat floor means there's plenty of foot space, but they have even less head room because the middle seat is raised slightly. They’d be far happier in the back of a Nissan Ariya or Tesla Model Y – or, indeed, an ID 4.

On a more positive note, you get plenty of elbow and leg room, and there's loads of foot space under the front seats. Rear passengers also get reasonably large door bins, along with cupholders in the folding central armrest.

All ID 5s have 60/40 split-folding rear seat backs, which isn't as useful as the Model Y's more versatile 40/20/40 split.

You do, however, get a ski hatch, so you can still poke long items through the middle section of the rear seats and leave the outer seats in play for passengers.

The ID 5’s rear seats don’t do anything else particularly clever – for example, they don't recline, which is a feature that comes with the Model Y, Hyundai Ioniq 5 and Kia EV6.

Curiously, the slinkier ID 5 has a slightly bigger boot below the load cover than the ID 4. At 549 litres, its boot capacity beats its stablemate by about six litres. We managed to fit nine carry-on suitcases into the ID 4 boot, so in theory the ID 5 should take the same with space left for a soft bag or two.

For comparison, the Ford Mustang Mach-E, Hyundai Ioniq 5 and Kia EV6 managed seven carry-on cases. The Model Y can take 10 cases, split between its front and rear boots. 

The ID 5 has a height-adjustable boot floor as standard. In its highest setting, there's no step in the extended floor when the rear seats are folded down, making it easy to slide in big, heavy loads. It also creates a separate space for the charging cables beneath the main luggage area.

All ID 5s come with an electrically operated tailgate as standard.

"I find it a shame that the ID 5 doesn’t have a frunk under its bonnet, even if just for cable storage. At least the boot is quite large to make up for it." – Dan Jones, Senior Reviewer

Strangely, the best-value VW ID 5 isn't the one with the smallest battery and the shortest range. In an unusual twist, the cheapest ID 5 is the Pro (bigger 77kWh battery) in Essential trim. And it really is good value, because at well under £40,000 it undercuts pretty much all of its rivals, including the Ford Capri, while still offering a competitive range. And because it's under £40,000, you won't pay the Luxury Car Tax, which is an extra annual payment until the car's past five-years old.

The smaller Pure (52kWh) battery is available only with the slightly higher Match trim, and that pushes the price well beyond £40,000. We can't really see why it makes any sense, because it doesn't come with enough extra kit to compensate for the shorter range. If you have a bit more budget go for the Pro Match instead, because you get the extra range and more equipment for roughly the same price as an entry-level Kia EV6. 

When it comes to PCP finance deals, the ID 5's monthly payments are generally competitive. But it's really important to gather several quotes and check what's available when you're ready to buy, because manufacturers are always chopping and changing their finance deals. Like all electric cars, the ID 5 is in a low BIK tax band so it's very cheap to run as a company car.

ID 5s have a maximum charging speed of between 135kW and 185kW, but because of the variations in battery size and how the battery is managed, they all take about 25 minutes to fast-charge from 10-80%. That's not bad, but the EV6 can charge at up to 235kW, while the Model Y can manage up to 250kW. The Model Y also gives you full access to the Tesla Supercharger network, which is the best and cheapest charging network, while non-Teslas have limited access. 

We'd stick with the entry-level Essential trim because it offers such good value for money. And it's not poorly equipped, either, with standard features including 19in alloy wheels, power-folding door mirrors, heat insulating glass (side and rear windows), auto lights and wipers, ambient interior lighting, heated steering wheel, auto-dimming rear-view mirror, heated front seats, keyless entry, dual-zone climate control, and adaptive cruise control. Plus you also get the things we've mentioned already, like LED headlights, in-built sat-nav and wireless Apple CarPlay/ Android Auto.

Pure Match trim (smaller battery) adds very little other than rear privacy glass, but if you go for Pro Match (bigger battery) you also get a hands-free powered tailgate and the Matrix LED headlights we talked about previously. 

Black Edition has extras including electrically adjustable and massaging front seats and a panoramic sunroof, along with black styling details, while GTX fills that out with the upgraded Harman Kardon sound system, 20in alloy wheels, a head-up display and rear climate control – plus sports suspension, four-wheel drive and more performance, of course. 

The ID 5 didn't feature in our most recent What Car? Reliability Survey, but the ID 4, on which it's based, did. And it finished down the bottom of our family SUV table, in 55th place out of 58. That list is mix of electric, hybrid, petrol and diesel SUVs, so it's worth pointing out that the Tesla Model Y finished much higher up in 5th place, the Skoda Enyaq was 33rd, while the Kia EV6 placed 42nd.  

As a brand, Volkswagen finished in 24th place out of 30, which is also not very confidence-inspiring.

The ID 5’s battery warranty lasts for eight years/100,000 miles, while the rest of the car is warrantied for three years/60,000 miles. That's the basic cover you can expect, but the EV6 comes with a warranty that stretches to seven years/100,000 miles.

While the ID 5's reliability isn't great, safety experts Euro NCAP gave it the highest five-star overall rating for crash safety in 2021. And when you look through the category results, the ID 5 did well for both adult- and child-occupancy protection in particular, with much better scores than the Hyundai Ioniq 5.

The ID 5's safety features are respectable for the class. It comes with automatic emergency braking (AEB), lane-keeping assistance, a driver fatigue monitor, eCall emergency response and traffic-sign recognition.

All models come with the Assistance pack, which comprises of the Park Assist Plus and a system that works with AEB to prepare occupants for an accident. ID 5's also have Isofix mounts on the front-passenger and outer-rear seats.

"All things considered, I reckon the Pro Essential (bigger battery; entry-level trim) is the one to go for because it really represents great value next to the competition." – Dan Jones, Senior Reviewer

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