Volkswagen ID 5 review

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

The ID 5 is basically a VW ID 4 that's had a buzzcut to create a sportier-looking coupé model.

Under its slicked-back bonnet, it uses the same platform as the ID 4, the Audi Q4 Sportback e-tron and the Skoda Enyaq Coupé iV. Unlike those cars, though, it's not available as a cheaper version with a smaller battery: the only option is a sizeable 77kWh unit.

What kind of range does the ID 5 give you from a full charge? Well, the official figure is up to 327 miles, and that's close to the Tesla Model Y (up to 331 miles) and significantly better than the Volvo C40 Recharge (up to 273 miles).

You won't get that far in real world, of course. The actual range depends on a few factors, including the weather and how enthusiastically you drive. Speaking of which, Volkswagen gives you a choice of three power outputs for the ID 5, ranging from fairly tame to hot-hatch rapid. 

So is the VW ID 5 a good car choice or are there better electric SUVs out there? That's what we'll tell you over the next few pages of this detailed review, which covers everything from performance and handling to reliability and running costs.

As well as test-driving the car, we've also had a good poke around inside it, so we can let you know how luxurious the interior is and how much room there is for you, your passengers and their luggage. We’ll also tell you which power and trim options we recommend.

Once you've decided on the make and model of car that's right for you, make sure you get it for the lowest price by searching our free What Car? New Car Deals service. It could save you thousands of pounds without the hassle of haggling and features lots of the cheapest new electric SUV deals.

You can have your Volkswagen ID 5 with 172bhp, 201bhp or 295bhp. If you spend most of your time driving around town, the entry-level 172bhp motor (called the Pro) will be all you need, but it quickly runs out of pace if you try to make rapid progress. We recommend the mid-spec 201bhp Pro Performance. Its official 0-62mph time of 8.4 seconds is brisk enough for most situations, although it lacks the instant punch you get from the Kia EV6 RWD or the Tesla Model Y Long Range.

The range-topping GTX has two electric motors, giving it more power and four-wheel drive. Acceleration off the line is swift, and it feels every bit as quick as the 0-62mph time of 6.3sec would suggest. The Model Y Performance (3.5sec) and the Volvo C40 Recharge (4.7sec) would leave this performance-focused model for dead in a straight line, though.

All versions of the ID 5 have a 77kWh battery, and the Pro and Pro Performance have a range of around 320 miles. The GTX’s range is shorter – 314 miles – because of the weight penalty of having an extra motor.

The ID 5 is relatively comfortable, but there are plenty of smoother-riding electric SUVs – including the Audi Q4 Sportback e-tron, the Genesis GV60, the Hyundai Ioniq 5, the EV6 and the C40 Recharge.

You’re jostled around a bit at slower speeds and the ride struggles to settle down if you option the big 21in alloy wheels. The more affordable models on 19in wheels are more forgiving over larger bumps and potholes than the Model Y. It’s also much better than the unsettled Ford Mustang Mach-E, especially with adaptive suspension, which Volkswagen calls DCC. That comes as standard on the top-spec ID 5 Max and the sportier ID 5 GTX.  

The DCC system lets you choose different settings, from softer Comfort through to a firmer Sport mode, and it does a good job of letting you change the car’s dynamics at the touch of a button.

The ID 5, even in GTX form, isn’t a particularly engaging car to drive, but it is composed and capable by class standards. The steering, for example, is progressive as you begin to turn into a corner and it’s easy to judge where the nose is heading. It weights up a bit too much past a quarter of a turn, but it won't strain your arms in a tight car park.

There’s plenty of grip, and body movements are far better controlled than in the Mustang Mach-E and the Model Y. That makes driving the ID 5 a calmer, more harmonious experience. If you want something more fun and agile, try the Jaguar I-Pace or the EV6.

There’s next to no noise from the ID 5's electric motor around town, except an audible pedestrian warning sound. The optional 21in wheels can generate a significant amount of noise at motorway speeds, especially over scruffier sections of road. Wind noise is quite well contained, but the Q4 e-tron Sportback, the Ioniq 5 and the EV6 are all more peaceful. These rivals also thump less when tackling bumpy roads and potholes.

We wish the ID 5’s brakes were a little more progressive. The pedal has quite a long travel, which makes slowing down from higher speeds jerky. You can turn up the regenerative braking (a system that recovers energy during braking and returns it to the battery as electricity), setting it so the car slows steadily as soon as you lift off the accelerator.

The 'regen' effect isn't as powerful as the one-pedal driving that's possible with the Model Y and C40 Recharge, but that can help you drive more smoothly overall because there's no abrupt scrubbing off of speed as soon as you lift off the accelerator.

Let’s start with the good bits. The Volkswagen ID 5's driver's seat is supportive, especially through corners, and adjustable lumbar support comes as standard on mid-level Tech trim and above. The steering wheel extends a good amount for height and reach, and the pod for the digital instruments moves with it so you can always see the display.

We also like the augmented-reality head-up display fitted to Tech trim and above because it’s crystal clear and easy to read. The sat-nav arrows that move across the display to guide you are particularly helpful. The single folding armrest attached to the driver’s seat is a good addition too. It’s not quite as comfy as the broader centre armrest in the Audi Q4 Sportback e-tron or Tesla Model Y but it does a decent job. 

Sadly, usability is where the ID 5 falls down. There are no physical buttons and the touch-sensitive controls on the steering wheel are hard to operate and easy to trigger accidentally. It’s a similar story with the air-con – the touch-sensitive sliders for the temperature settings are a faff and, to make matters worse, they’re not backlit. That means you have no hope of using them accurately at night.

The ID 5's high windscreen line and thick, acutely angled front pillars are a bit of a nuisance. They obscure your view of the end of the bonnet and what’s around you nearby, such as kerbs.

Thankfully, your sideways view is fine, but the ID 5’s tapering roofline and thick rear pillars can obscure your over-the-shoulder view. There are small windows in those pillars, though, so you get much more visibility than in the Volvo C40 Recharge.

The small back window hinders your rearward view, but you do get front and rear parking sensors, a Park Assist Plus system and a rear-view camera (with a 360-degree view on Tech trim and above). You can save parking manoeuvres for places you visit regularly so the car can park there autonomously in future. Powerful matrix LED headlights are standard across the range.

The ID 5’s infotainment touchscreen is a reasonable size – 12in – and sits high up on the dashboard, where it’s easy to read on the move. That’s where the positives begin and end, though. The system is incredibly laggy and the user interface is confusing. The systems in the Audi Q4 Sportback e-tron, the Kia EV6 and the Tesla Model Y are much better.

All versions have natural-speech voice control, but it’s hit and miss as to whether it’ll do what you ask – especially if you have noisy kids or chatty passengers in the car. It’s supposed to respond to the command “Hey ID”, but we found it reacted far too often to sentences that sounded similar. After multiple false activations, we had to delve into the settings to switch it off.

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

Considering the ID 5’s not insubstantial list price, its interior is a little underwhelming.

There are more hard plastics than you’ll find in the Tesla Model Y and build quality is only slightly better than in the Ford Mustang Mach-E. As an example, the trim inserts on the dash look a bit like aluminium but are actually hollow strips of plastic.

If you’re in the market for a similarly priced, coupe electric SUV with a plush interior, we’d point you in the direction of the Q4 Sportback e-tron, the Genesis GV60 or the C40 Recharge.

There are cars that offer a little bit more front leg room and have broader interiors than the Volkswagen ID 5, but it doesn't leave you short of space. In fact, even though it's not the biggest car in the class, it’s still fine if you’re more than six feet tall.

Storage space is good too. There are sizeable door bins, handy-sized trays and cubbies in the centre console, and a 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 standard-fit panoramic roof. 

The result is that back-seat passengers over six feet tall will find their hair brushing the roof. If someone sits in the middle rear seat, they'll enjoy a flat floor, with no hump, to put their feet on, but get less head room because the middle seat is higher. If you plan to carry tall passengers regularly, they're likely to be happier in the Nissan Ariya, the Tesla Model Y or the ID 4.

On a more positive note, you get plenty of elbow and leg room, and the high mounting position of the front seats gives you room to stick your feet under them. As per the front, rear passengers get reasonably big door bins, along with cupholders in the central armrest.

All ID 5s have 60/40 split folding seatbacks, which is a fairly standard set-up among SUVs, although the Model Y gets a more versatile 40/20/40 split. You get a ski hatch too.

The ID 5’s rear seats don’t do anything else particularly clever – for example, they don't recline as they do in the Hyundai Ioniq 5 and 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.

For comparison, the Ford Mustang Mach-E, the EV6 and the Ioniq 5 managed seven carry-on cases. The Tesla Model Y can take 10 cases, split between its two boots (one is in its nose). 

The ID 5 has a height-adjustable boot floor as standard. In its highest setting, there's no step up to the folded-down seats, making it easier to slide in big heavy loads. It also lets you keep the charging cable beneath the floor, away from your luggage. All ID 5’s except those in entry-level Style trim come with an electrically operated tailgate as standard.

The Volkswagen ID 5 comes with a comprehensive list of standard kit and can only be had with a large 77kWh battery, which pushes up the price of the base car beyond those of an entry-level Audi Q4 e-tron Sportback, Ford Mustang Mach-E, Kia EV6 and Volvo C40 Recharge.

In other words, this is not a cheap coupe SUV. The Tesla Model Y Long Range is even more expensive, but that car is equally well equipped and delivers much more impressive performance. Thankfully, the ID 5 is likely to hold its value well (although not quite as well as the Model Y), so you should be able to find an attractive leasing or PCP deal. Like all electric cars it will be very cheap to run as a company car.

All models can be charged at up to 135kW, meaning that a 5 to 80% top up will take around half an hour. That sounds rather impressive, until you consider that the cheaper EV6 can charge at up to 235kW and the Model Y at up to 250kW. The Model Y also allows you to use the excellent Tesla Supercharger network.

The ID 5's entry-level Style trim comes packed with kit. You get 19in alloy wheels, a panoramic roof, three-zone air conditioning, keyless entry and start, heated front seats, an auto-dimming rear-view mirror and heated windscreen washer jets. You also get a wireless phone-charger, matrix LED headlights, a 12in infotainment touchscreen and parking aids. It's our favourite trim, but we recommend you tick the box for the optional heat pump (a piece of tech that helps to improve range by warming or cooling the battery).

Stepping up to mid-range Tech trim adds an augmented reality head-up display, electronically-adjustable front seats with adjustable lumbar support and an electronically-operated tailgate.

If you want even more kit, top-spec Max adds larger 20in wheels, a heat pump as standard, along with adaptive suspension (DCC), progressive steering and drive-profile selection. The sportiest version, the range-topping GTX, is only available in Style Max trim but adds extra power, bolder looks and a sportier interior.

The ID 5 is too new to have featured in the 2022 What Car? Reliability Survey but Volkswagen finished in 22nd place out of 32 brands, which is not all that impressive.

For context, Hyundai was joint fifth, Kia was seventh, Tesla was joint 19th and Nissan was down in 25th place.

The ID 5’s battery warranty lasts for eight years/100,000 miles and the rest of the car is warranted for three years/60,000 miles. The Kia Niro EV and the EV6 come with warranties that stretch to seven years/100,000 miles.

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 plus, which comprises of adaptive cruise control, lane-change assist and Park Assist Plus.

Safety experts Euro NCAP gave the ID 5 the highest rating, five stars, and it did well for child occupant protection in particular. For adult occupant safety, it was slightly behind the Skoda Enyaq iV but better than the Hyundai Ioniq 5.

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