Volkswagen ID.5 GTX 82kWh Review

When you're an iconic car brand like Volkswagen, it doesn't matter if you're mass producing EVs for the first time. Expectations aren't just high - they're incredibly high. Everyone also expects you to get it right (and that means 99% of it right), and anything less is considered a failure.

This is unfair, but it's the reality that carmakers deal with. And the stakes are even higher because VW doesn't have just one, but five electric models in Singapore. In one go, it unveiled the ID.3, ID.4, ID.4 GTX, ID.5, and the subject of this story, the ID.5 GTX.

To recap, the ID.3 is a five-door hatchback, the ID.4 is an SUV with a vertical tailgate, while the ID.5 is a 'coupe-SUV' or an SUV with a sloping roofline and a fastback-type tailgate. The GTX models are the 'hot' versions that are even quicker and more powerful than the non-GTX siblings. Think of them as the 'GTI' versions of the EV range.

Even if it didn't have badges, the ID.5 would still be recognised as a Volkswagen due to familiar bits like the head lights and taillights

A blend of ideas

The ID.5 GTX is the high-performance version of the ID.5, with a sloping roofline and a fastback-style tailgate, complete with a rear spoiler. It's not a formula enthusiasts are used to, not after VW created hot hatches like the Golf GTI and the fiery Golf R.

One can surmise then, that after careful study and market analysis, the brand concluded that the ID.5 GTX is what today's buyer's want: A coupe-SUV with instantaneous, rapid performance, but sans tailpipe emissions.

And since there's no predecessor, it's incorrect to compare it to any existing VW model with an internal combustion powertrain. In theory, the carmaker should get a lot of leeway.

The shoulder line gives the otherwise angular ID.5 some curves for balance

Personally, the ID.5 GTX is not a bad-looking car. There's plenty of VW DNA here, with the front-end resembling that of a raised Golf. The shoulder line curves slightly instead of cutting across the flanks in a sharp fashion. The full-width taillights make the rear seem more pronounced. 'Quietly handsome' would be a good way to describe the model.

Could the styling have been bolder? Perhaps, but then again VW tends to be conservative in its design execution. Like it or not, this is the reason why many of its cars age well. An outlandishly designed model feels dated immediately.

The brand's designers, however, did go a different route for the interior. Instead of the usual VW functionality and user-friendliness, the modernised cockpit has mixed results for ergonomics.

The dashboard is angled towards the driver and the red stitching is cool, but the small instrument panel seems out of place

For instance, the cool digitised analogue gauges we've seen in other VWs are nowhere to be seen. Instead, there's a small driver's display showing just the pertinent information. Maybe somebody suggested that it didn't matter because drivers only need to see speed readouts.

The infotainment screen is huge, which is great. Menu navigation is relatively easy once you've gotten the hang of it, but I must not be using it correctly, because a 'Back' button seems to have been excluded. That would have made jumping between settings much easier.

The sports seats are quite comfortable, while the infotainment is relatively intuitive

Interestingly, Apple CarPlay is only available with a wired connection, and you'd better be using the official Apple cable, because third-party ones can be hit-or-miss. But as long as the cable is accepted, CarPlay starts up the moment you plug in your phone.

The front seats are another plus point. Though our boss Desmond didn't take to them, my other colleagues and I found them comfortable. We also liked the integrated headrests, which along with the splashes of red, made the cockpit feel sporty. I liked the brake pedal labelled with the 'Pause' symbol and the accelerator having the 'Play' symbol. Who says Germans don't have humour?

The haptic buttons aren't a delight to use, but seeing these pedals will put a smile on your face

There is nothing funny about the steering wheel's haptic controls, though. They're great in theory, but they lack tactility and there's a tendency to suddenly increase/decrease the volume or fast-forward through a song. You end up concluding that they are a solution to a problem that doesn't exist.

Making up for this is the rear bench, which is as cushy as the front seats. The only odd thing here is that the rear air-con vents are placed low enough to cool passengers' heels. The third climate zone and dual USB-C ports are a nice touch, though.

The electric motors deliver lots of grunt, but it's too bad the only choice for stronger regenerative braking is B-mode

Time to dance

The ID.5 GTX is the hottest member of the ID range, packing two electric motors and 335bhp, or 53bhp more than the 'normal' ID.5. Torque, however, remains unchanged at 545Nm. But boosting this already generous figure doesn't make sense, since the full figure is always instantly available.

Besides, the ID.5 GTX does zero to 100km/h in 5.4 seconds, whereas the ID.5 does it in 6.7. Anything under six seconds is relatively quick, and most ICE cars won't be able to keep up.

Sport mode enhances the car's responsiveness, while the Traction setting will be appreciated on slippery surfaces

Now, here's the puzzling part: The power is more than adequate and the ID.5 GTX is a fast car by any measure. But it is no corner carver, for even in its sportiest settings it retains its pliancy. The more speed you carry, the more it leans. There's plenty of grip but with this body movement, you're not tempted to press on.

That said, even if you're ham-fisted, you can still punch the accelerator pedal and outrun almost anyone who's been tidier than you. It delivers its own version of fun, and again, it's not fair to compare the ID.5 GTX to say, a Golf R.

You can select split colours for the ambient lighting, or choose from one of the existing presets

One thing VW should have done though is allow drivers to choose their preferred regenerative braking level. The ID.5 GTX gives you a 'B' mode to increase this, but I'd have preferred 'Low', 'Medium', and 'High' settings, selected via paddle shifters (which are absent) instead.

On the topic of stopping, the ID.5 GTX has huge drum brakes at the rear wheels. Even if VW says that regenerative braking and the front discs do most of the work, it's unusual for any new car today, let alone a high-performance model, to have drum brakes.

Pondering points

The ID.5 GTX is not a bad daily runabout for it does a lot of things right. Its design is sporty without being over the top, its interface is relatively easy to use, and it has a comfortable and versatile interior. It also does the convenient EV thing: Instead of having to turn it on, you just select D, press the accelerator, and off you go.

So, why do ID models get a lot of flak? Sure, the rear drum brakes are a letdown, and you can't adjust the regenerative braking, but the car stops fine. The instrument panel is plain, but it still does the job. The 533km range is less than the ID.5's 556km, but considering how much more powerful it is, the penalty is a small one.

In the end, perhaps it's because rightly or wrongly, consumers compare cars like the ID.5 GTX to the carmaker's other hot models like the GTI and R. When you're Volkswagen, it doesn't matter if this is your first attempt at an EV - expectations are incredibly high and everyone expects you to get it right.

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