Coupe version of the ID.4
Single 77 kWh battery
From 489 to 513 km of WLTP range
From €51,450 to €57,950
Remember, in March 2021, we offered you the full test drive of Volkswagen’s first electric SUV, the ID.4. Nearly a year has passed, and here comes its coupé version, the ID.5. The German manufacturer did not resist the temptation to offer a very fashionable body variant, which was initiated by the premium brands, which offer all their SUVs in a “planed stern” version.
A profitable fashion, obviously, since for identical production costs, or marginally higher, the brand displays much higher prices. In this case, this ID.5 GTX, which we are testing today, is charged an additional €3,500, i.e. €57,950 before application of the bonus of only €2,000 to which it is entitled (the 6 000 €, it is for a tariff lower than 45 000 €).
There are less powerful versions, called “Pro”, at €51,450 all the same, and “Pro performance”, at €53,050.
For this steep price, the ID.5 offers, unlike the ID.4 which offers the choice between a 52 kWh and a 77 kWh battery, a single choice of battery, and retains the one with the largest capacity, the 77 kWh. And promises a range of 513 km in “Pro” and “Pro performance” versions.
But our GTX, with its two electric motors instead of one, 299 hp instead of 174 or 204 hp, caps at 489 km announced in mixed routes. A figure that seemed optimistic to say the least, we will come back to it. To compensate for this loss of autonomy, the GTX benefits from a recharging power that drops from 135 kW to 150, compared to the Pro and Pro performance. This allows it to recover 320 km of autonomy in 30 minutes.
What are the differences with an ID.4?
In concrete terms, what are the differences between an ID.4 and an ID.5, apart from the removal of part of the stern? It is distinguished by other style elements, and slightly revised volumes.
Because of course, we have modified the cover, the roof line is drooping, plunging, without penalizing too much the headroom in the rear seats, moreover (we only lose 5 mm, because the seat has also been lowered). But we also see appearing a tailgate spoiler, integrating the third brake light, which improves the passage coefficient in the air (Cx of 0.26). It is well integrated.
In our opinion, the ID.5 avoids the pitfall of the clumsy rear, seen on certain BMW models, for example. His style is as balanced as could be. And it is undeniably more attractive than the ID.4, which was already not unpleasant.
Our GTX version, like the ID.4, is also adorned with body-colour painted door sills. This is also the case for all versions, while on the ID.4, the “non-GTX” versions have raw plastic door sills. The GTX also sports a specific front fascia, badges on the front fenders and the tailgate.
In the passenger compartment, there are standard seats in imitation leather and fabric, GTX logo, a steering wheel also with GTX logo, a blue dashboard with red stitching, and an aluminum pedal set decorated with friendly “pause” symbols on the brake. and “play” on the throttle. Fun.
However, the quality of the materials is not quite up to what we are used to seeing on the high ranges of Volkswagen. In particular at the level of the storm doors, or the lower parts (that is more common). The plastics shine for some and sound hollow. Surprising, when you know that the Skoda Enyaq cousin, although less expensive, offers an equivalent or superior finish.
In any case, there is plenty of space, neither at the front nor at the rear, where the central passenger can put his legs down, thanks to a particularly discreet transmission tunnel.
Boot volume level, we could have feared the worst, but in the end, the ID.5 does better than the ID.4 bench seat in place, with 549 liters (+ 6 liters), which is also a very good value for the category. Bench folded down, there, it loses 14 liters compared to the uncut version (1,561 liters).
On the road: heavy!
From the trunk, the ID.5 GTX also has some under the hood, so to speak. Or rather at the axles. With two engines instead of one for the less powerful versions, which makes it a 4×4, it displays 299 hp in cumulative power and 460 Nm, available immediately and over the entire engine operating speed range. Either… all the time. The rear engine makes 204 hp and 310 Nm of torque, the front engine 109 hp and 162 Nm, the values not strictly cumulative.
Carrying, steering wheel in hand, the sensations are very arbitrary. We would never think that it is a vehicle of nearly 300 hp that we have in our hands. Admittedly, the accelerations are muscular, the tonic times, and the whole is also smoothed thanks to the remarkable soundproofing, and the filtration of the noises of air and rolling. But we feel that the account is not there. The sensations contradict the flattering figures: 0 to 100 km/h in 6.3 seconds, and a maximum speed limited to 180 km/h instead of 160 for the other versions.
The explanation for this paradox can be found by looking at the weight figure. But yes, it makes sense! With 2,242 kg on the scale, the ID.5 GTX is heavy, very heavy. The second engine adds 125 kg. And if the distribution of the masses seems good (we don’t have the figures), this can quite explain the discrepancy between real power and sensations at the wheel. That said, an Enyaq 80X, with 265 hp and two motors too, looks just as capable.
Anyway the management is nice. The braking is good, but the feeling on the pedal is still a bit special, as on all electric models. But we’ve seen worse. The road behavior is considerate, efficient, formidable traction with the 4×4 effect of the two engines.
Comfort is also of good quality, despite the absence, on our model, of a controlled chassis, an option at 1,300 €.
Our test gallop was short, but we noted, on country road course, a little mountain, valleys, and while driving with the concern of economy, an average of 21 kWh/100 km. Not bad, but not in line with VW’s promises either, which announces at worst 18.7 kWh (at best 17.9). With such consumption, which will be much higher on the highway, in addition, we would have traveled 366 km with the 77 kWh of the battery, which is far from the promised 489 km. A state of affairs that we had already observed without surprise, with the ID.4 GTX. Energy recovery during braking and deceleration ranges from coasting to 0.3 G, in mode B (brake). And we can set it automatically via the settings of the tablet. In this mode, and using data from the front camera, GPS for topography, the car chooses the level of energy recovery on its own and adapts it according to the circumstances (climb, descent, car in front close or not) . It works quite well.
Finally, the equipment is particularly complete. All the driving aids are present, including effective level 2 autonomous driving. You can also have the head-up display with augmented reality, which displays for example the edges of the road or the directions with large arrows. Visually impressive. You can also choose an automatic parking system with a reverse function, which memorizes the last 50 meters of a course, to reproduce them autonomously in reverse. Bluffing. But as an option (for €1,750 with 360° cameras, electric trunk and level 2 autonomous driving)!
Note that the ergonomics are not exceptional, with tactile function keys that annoy by not always working well.
That said, despite its qualities, this does not make us forget the high price of this ID.5. You should be aware that with a few options, described above, the price can easily reach or even exceed €65,000. Not nothing. We will complete our impressions soon anyway, after a more complete test, of a less powerful version.
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