Coupe version ID.4
Single battery 77 kWh
From 489 to 513 km WLTP range
From EUR 51,450 to EUR 57,950
Recall that in March 2021, we offered you a full test drive of the first Volkswagen ID.4 electric SUV. Almost a year has passed, and here is the ID.5 coupe version. The German manufacturer has not resisted the temptation to come up with a very fashionable body style, spearheaded by premium brands offering all their SUVs in a “skinned stern” version.
Obviously a profitable fashion, as the brand shows much higher prices for the same or slightly higher production costs. In this case, this ID.5 GTX that we are testing today is charged an additional fee of 3,500 euros, that is 57,950 euros before applying the bonus of only 2,000 euros to which it is entitled (6,000 euros, this is for the tariff below €45,000).
There are less powerful versions called “Pro” for 51,450 euros and “Pro Performance” for 53,050 euros.
At this steep price, the ID.5 offers, unlike the ID.4 which offers a choice between 52kWh and 77kWh batteries, a single battery choice and retains the battery with the highest capacity, 77kWh. And it promises a power reserve of 513 km in the “Pro” and “Pro performance” versions.
And here is our GTX with two electric motors instead of one, with a capacity of 299 hp. instead of 174 or 204 hp, on mixed routes it reaches the declared 489 km. A figure that seemed at least optimistic, we will return to it later. To compensate for this loss of autonomy, the GTX’s recharging power is reduced from 135kW to 150kW compared to the Pro and Pro’s performance. This allows him to restore 320 km of autonomy in 30 minutes.
What are the differences from ID.4?
Specifically, what is the difference between ID.4 and ID.5 other than the removal of part of the stern? It is distinguished by other style elements and slightly redesigned volumes.
Due to the fact that we changed the lid, of course, the roofline sagged, sinking without too much penalizing the roof protection on the rear seats elsewhere (we only lose 5mm because the seat was also lowered). But we also see the introduction of a tailgate spoiler with a third brake light, which improves the aerial flotation ratio (Cx 0.26). It’s well integrated.
In our opinion, the ID.5 avoids the trap of a clunky rear end seen on some BMW models, for example. His style is as balanced as possible. And it’s undeniably more attractive than the ID.4, which wasn’t obnoxious anyway.
Our GTX version, like the ID.4, also features body-coloured door sills. This also applies to all versions, while on the ID.4 the “non-GTX” versions have raw plastic treadplates. The GTX also features a custom front fascia, badges on the front fenders and tailgate.
Inside, there are standard faux leather and fabric seats, GTX logo, steering wheel also with GTX logo, blue instrument panel with red stitching and an aluminum pedal set adorned with friendly pause symbols on the brake. “play” on the gas pedal. Funny.
However, the quality of the materials doesn’t quite match what we’re used to seeing in high-end Volkswagens. In particular at the level of storm doors or lower parts (which is more common). For some, plastic shines, but sounds muffled. It’s surprising when you know that the Skoda Enyaq’s cousin, although less expensive, offers an equivalent or superior finish.
In any case, neither front nor rear is enough room for the center passenger to put their feet, thanks to a particularly inconspicuous transmission tunnel.
Trunk volume level, we could fear the worst, but in the end the ID.5 performs better than the ID.4 bench seat in place, with 549 liters (+6 litres), which is also a very good value for the category. The bench is folded, where it loses 14 liters compared to the uncut version (1561 liters).
On the road: hard!
From the trunk, the ID.5 GTX also has something under the hood, so to speak. Specifically on axles. With two engines instead of one on the less powerful versions, making it all-wheel drive, it puts out 299 hp. total power and 460 Nm, available immediately and throughout the entire range of engine speeds. Or… permanently. The rear engine produces 204 hp. and 310 Nm of torque, front – 109 hp and 162 Nm, the values do not strictly add up.
Bearing, steering wheel in the hands, the sensations are very arbitrary. We would never have thought that we had a car with almost 300 hp in our hands. True, the accelerations are muscular, tonic at times, and generally smoothed out too thanks to the remarkable soundproofing and filtering of air and rolling noise. But we feel that the score is not there. Feelings contradict the flattering figures: from 0 to 100 km / h in 6.3 seconds, and the maximum speed is limited to 180 km / h instead of 160 for other versions.
The explanation for this paradox can be found by looking at the weight figure. But yes, it makes sense! The ID.5 GTX weighs 2242kg, which makes it heavy, very heavy. The second engine adds 125 kg. And if the mass distribution seems good (we don’t have numbers), then this may well explain the discrepancy between real power and driving sensations. However, Enyaq 80X with 265 hp. and the two engines look just as capable.
Anyway, the guide is nice. Braking is good, but the pedal feel is something special, as with all electric models. But we’ve seen worse. The road behavior is well thought out, efficient, powerful clutch with the effect of two-engine all-wheel drive.
The comfort is also of good quality, despite the absence of a steerable chassis on our model, a €1300 option.
Our test canter was short, but we noticed small mountains, valleys on the country road, and an average of 21 kWh / 100 km when driving with care for economy. Not bad, but not as promised by VW, which claims 18.7 kWh at worst (17.9 at best). At this rate, which would be much higher on the highway, in addition we would have driven 366 km with 77 kWh of battery, which is far from the promised 489 km. A situation that we have already observed with no surprise with the ID.4 GTX. Energy recovery during braking and deceleration ranges from coasting down to 0.3 G in B (brake) mode. And we can set it automatically through the tablet settings. In this mode, as well as using data from the front camera, GPS for topography, the car independently selects the level of energy recovery and adapts it depending on the circumstances (ascent, descent, the car in front is close or not). This works very well.
Finally, the equipment is especially complete. All driving aids are present, including efficient level 2 autonomous driving. You can also have an augmented reality head-up display that displays, for example, the edges of the road or directions with large arrows. Visually impressive. You can also opt for Auto Parking with Reverse, which remembers the last 50 meters of your journey so you can play it offline when reversing. Bluff. But as an option (for €1750 with 360° cameras, power trunk and level 2 autonomous driving)!
Note that the ergonomics aren’t exceptional, with tactile function keys annoying for not always working well.
However, despite its qualities, this does not make us forget the high price of this ID.5. You should be aware that with the several options described above, the price could easily reach or even exceed 65,000 euros. Nothing. We’ll update our impressions soon anyway, after a more thorough test of the less powerful version.