What is this?
The Volkswagen ID.5 is the third model on the MEB platform with a VW logo, after the ID.3 and ID.4. Well, actually it’s just an ID.4 with a different rear, which makes it a more trendy ‘SUV-coupé’. A somewhat sportier, sportier version, to which Audi and Skoda cousins Q4 e-Tron and Enyaq are also entitled, respectively, with the name Sportback and GT. With its redesigned stern, the ID.5 is more streamlined than the ID.4, although those responsible were unable to give us a concrete figure for that. Ironically, the ‘5’ with its sportier body can therefore offer a more favorable WLTP range than the corresponding version of the ‘4’: 497 km compared to 486 in the case of the four-wheel drive top version GTX (although that value should be for the ID.5). yet to be homologated).
The coupé profile does not make the Volkswagen ID.5 particularly much lower than the VW ID.4, while the width is identical for both models. And although the roof slopes more sharply from the B-pillar, the headroom in the rear didn’t seem to be much compromised. Even better: the rear passengers don’t even have to bend their heads when boarding, as is the case, for example, in a Ford Mustang Mach-E. In the back seat, during our exclusive test, we were also reminded of the sea of legroom that the MEB platform offers, thanks to the long wheelbase of 2,765 mm. The trunk volume also remains unchanged, at least under the luggage screen (543 liters) – loaded up to the roof it will of course be a lot less due to the much more slanted rear window, but the maximum volume is not yet revealed to VW.
The range of power versions and battery capacities will logically match that of the VW ID.4. The prototype we were able to test drive with near Düsseldorf, however, was a GTX, the four-wheel drive top version that was also only recently introduced at the ID.4. This abbreviation is what the letters GTI and GTD mean for the classic VWs with petrol or diesel engines, and is at the same time a nod to the eponymous versions of the Jetta and Scirocco II from the 1980s. That coupé actually inspired the designers for the rear of the car. the ID.5, in particular for the boot spoiler, which is designed so as not to impede the rear view – and which is considerably smaller than the one at the top of the rear window of the ID.4.
The exterior details of the GTX version are the same on the Volkswagen ID.5 as on the VW ID.4: daytime running lights with three LEDs on either side of the bumper, a slightly redesigned rear bumper and, of course, GTX badging. And, not seen on our test car in camouflage suit, a black roof and body-colored body sills (instead of black plastic on the non-GTX versions). This top version comes standard with the largest available battery pack (77 kWh net) as well as an integrated charger that can handle up to 125 kW on direct current. This should allow the battery level to be raised from 5 to 80 percent in less than 40 minutes.
What is changing?
However, the ‘X’ in GTX also refers to the four-wheel drive that this top version comes with. In addition to the 204 hp, synchronous electric motor on the rear axle of the ‘regular’ VW ID.5 (and ID.4), the GTX has a second, asynchronous unit that – only when necessary – drives the front wheels and the total available power. 299 hp, good for a sprint from 0 to 100 km/h in 6.2 seconds. The GTX also gets a more dynamic adjustment for the shock absorbers.
However, that does not mean that the driving comfort is wasted, because our test ID.5 certainly did not feel too stiff – the fact that the filtering was not silky smooth was probably more due to the 21-inch wheels (an option; the GTX is standard at twenty inches). ). We couldn’t play with the different driving modes, though, because except for the essential organs, the interior of our pre-production copy was completely covered. We can’t imagine that that will ultimately differ greatly from that of the VW ID.4, but well… The specific GTX sports seats showed themselves in their full glory – they look good and really guarantee a remarkable compromise between support and comfort.
On the road, the Volkswagen ID.5 GTX turns out to be a smooth boy, as expected, thanks to the additional electric motor that not only benefits the performance, but also makes the handling in bends more efficient. As with most EVs, the revs are strong, but the VW ID.5 GTX, again thanks to the four-wheel drive, also moves very smoothly from a standstill, although it all feels quite linear. And despite the suffix GTX, don’t expect the liveliness of, say, a Golf GTI. This VW ID.5 with its more than 2.2 tons is too heavy for that, even though the weight of the batteries is as low as possible in the chassis, for a low center of gravity. The handling is therefore more like on rails. And the consumption with all that? The WLTP figure has yet to be assigned for this ID.5, but for the ID.4 GTX, VW gives 18 to 20.7 kWh/100 km. In practice, it will therefore fluctuate around 20 kWh/100 km. Another interesting thing to know: due to its four-wheel drive, the GTX can tow 200 kilos more than the rear-wheel drive versions (1,200 kilos instead of 1,000).
Two birds with one stone: we were not only able to drive in the preview with the coupé SUV brother of the VW ID.4, we could also immediately test the new GTX version. And with its extra engine and thus four-wheel drive, its accumulated power of 299 hp and its more dynamically tuned chassis, it offers just that little bit more driving pleasure.
Prices are not yet known, but that of the Volkswagen ID.5 GTX will probably be slightly higher than that of the ID.4 GTX, which is in the catalog for 54,770 euros. Those interested still have some time to save, because the ID.5 will not be launched on the market until early January – in the meantime, the VW representatives promised us a surprise at the Munich show, from 7 to 12 September.