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, for example.

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

Unlike those cars, though, it’s not available as a cheaper version with a smaller battery – your only option is a sizeable 77kWh unit.

That gives it an official range of up to 342 miles, depending on which power output you go for, that’s more than the Tesla Model Y (up to 331 miles) and significantly better than the Volvo C40 (up to 302 miles).

So, is the VW ID 5 one of the best electric SUVs out there? Read on to find out...

You can have your VW ID 5 with either one or two electric motors. The entry-level Match model gets one motor, giving you 282bhp and all the pace you could ever need.

Whether you spend all your time in town or on the motorway, its 0-62mph sprint time of 6.7 seconds should be more than enough, and just about matches the Tesla Model Y RWD.

If you want more speed, the range-topping and performance-focused ID 5 GTX will be the one for you. That version gets the extra electric motor, giving it four-wheel drive and power increased to 335bhp.

The result is a 0-62mph sprint time of just 5.4 seconds – and the GTX feels every bit as fast as that suggests. Even so, it won’t beat a Model Y Performance or Volvo C40 off the line.

All versions of the ID 5 have a 77kWh battery, and the Match has a range of around 342 miles. The GTX’s range is shorter – 328 miles – because of the weight of its extra motor.

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

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 the sportier ID 5 GTX version, which comes with adaptive suspension – called DCC – as standard. 

DCC 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. In fact, there’s even a mode where you can customise the ride on a slider, going from really soft to very firm and everything in between.

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 Kia 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, Hyundai Ioniq 5 and 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 level of regenerative braking 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 a Model Y or C40, 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.

Driving overview 

Strengths Decent electric range; comfy ride on smaller wheels; very little motor noise  

Weaknesses Brakes could be more progressive; some rivals are more fun to drive

Let’s start with the good bits. The VW ID 5's driver's seat is supportive through corners and has adjustable lumbar support as standard.

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.

Sadly, usability is where the ID 5 falls down. There are no physical buttons other than the ones on the steering wheel. Indeed, turning up the air-con requires you to either use the touchscreen or touch-sensitive sliders on the dashboard, which are a bit of a faff. They are, at least, backlit now.

Thanks to cut-outs in the ID 5’s highly raked windscreen, you have plenty of visibility out at junctions. Likewise, your view sideways is fine. 

The ID 5’s tapering roofline and thick rear pillars conspire to obscure your over-the-shoulder view, though. There are small windows in those pillars though, so you get much more visibility than in a Volvo C40.

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. For great vision at night, powerful matrix LED headlights are standard across the range.

The infotainment touchscreen measures 12.9in and sits high up on the dashboard, where it’s easy to read when you're driving. In earlier versions of the ID 5, the operating system was poor, but the current set-up is much better.

Indeed, its interface is more straightforward, with permanent shortcuts atop the page, and is much less buggy. It’s still not as good as the system in the Kia EV6 or Tesla Model Y, but it’s an improvement.

Sat-nav is standard across the range, as is 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.

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 a 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 coupé electric SUV with a plush interior, consider the Audi Q4 Sportback e-tron, Genesis GV60 or Volvo C40.

Interior overview

Strengths Comfortable and supportive front seats; decent infotainment system

Weaknesses Touch-sensitive buttons; disappointing interior quality

There are cars that offer a little bit more front leg room and have broader interiors than the VW 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 6ft 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 GTX’s standard-fit panoramic roof.

The result is that back-seat passengers over 6ft 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 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 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 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 for a soft bag.

For comparison, the Ford Mustang Mach-E, EV6 and Ioniq 5 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 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 come with an electrically operated tailgate as standard.

Practicality overview 

Strengths Big boot; lots of front space

Weaknesses Less rear head room than rivals

The Volkswagen ID 5 comes with a comprehensive list of standard kit and can only be had with a large 77kWh battery. That pushes up the price of the base car to around the same level as the Kia EV6 and Tesla Model Y RWD, and beyond those of an entry-level Ford Mustang Mach-E and Volvo C40.

The Audi Q4 Sportback e-tron and Model Y Long Range are both more expensive but are equally well equipped and deliver 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 – make sure you check for offers on our New Car Deals pages. Like all electric cars it will be very cheap to run as a company car.

All ID 5s have a maximum charging speed of up to 135kW, meaning that a 10-80% top up will take around half an hour. That sounds rather impressive – until you consider that the 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 charging network.

Every ID 5 comes with lots of standard equipment, and that’s partly because there are only two trims available. Even if you go for entry-level Match, you get 19in alloy wheels, keyless entry and start, an auto-dimming rearview mirror, heated front seats, two-zone climate control and adaptive cruise control. 

Above that is the top-spec GTX, which gets sportier styling (as well as performance), 20in wheels, an augmented-reality head-up display, a heat pump to make heating the car more efficient, three-zone climate control, adaptive suspension and additional parking aids.

The ID 5 is too new to have featured in the 2023 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 seventh, Kia was eighth, Tesla was 10th and Nissan was down in 19th 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 but better than the Hyundai Ioniq 5.

Costs overview 

Strengths Lots of standard kit; slow depreciation

Weaknesses So-so reliability; rivals charge faster

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