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By Jonathan Crouch

Volkswagen's ID.5 is a mid-sized SUV coupe that has evolved in this further improved form. Jonathan Crouch takes a look.

Ten Second Reviewword count: 71

With the ID.5 mid-sized coupe-SUV, Volkswagen offers a more aspirational kind of mid-sized EV crossover. It certainly has a dash more pavement presence than the ID.4 SUV it's entirely based upon: and in top GTX hot hatch form, it better showcases the brand's more potent AWD dual motor powertrain. It's been improved in this further updated form; enough to now make it worth a second look? You might just think so.

Backgroundword count: 115

The ID.5, introduced in 2022, was the third of Volkswagen's series of ID electric models, essentially a coupe version of the ID.4. By the time of this model's launch, we'd already seen two other VW Group brands announce coupe versions of their mid-sized EVs. So the Skoda Enyaq iV spawned the Enyaq iV Coupe and the Audi Q4 e-tron sired the Audi Q4 Sportback e-tron. But ID.5 sales were slow, not helped by somewhat unremarkable driving range figures, lack-lustre performance and a less-than-user-friendly interior media interface. So Volkswagen improved the ID.5 at the end of 2023, then announced a further package of updates in Spring 2026, creating the car we're going to look at here.

Driving Experienceword count: 405

The key change made as part of this further ID.5 update lies with a bigger entry-level battery pack, increased from 52kWh to 58kWh in size. That's improved range of course - from 227 to 272 miles (the latter figure 7 miles more than an equivalent ID.4). The slightly bigger pack necessitated the need for slightly more output from the rear-mounted motor, which previously delivered 170PS but now offers 190PS. The larger battery pack is now 79kWh in size but works with the same 286PS rear motor and the range figure has risen from 344 to 351 miles. The old 77kWh battery is retained only for the top twin motor GTX 4MOTION variant, which offers 340PS and a range of up to 331 miles. The ID.5 GTX (which makes 62mph in 5.4s) gets a special downforce package, consisting of a larger spoiler and diffuser, to aid high speed stability. And the chassis has been tuned to handle the extra performance, plus there's lowered suspension and upgraded brakes. And customers can order the brand's 'DCC' adaptive damping system too. The steering is Volkswagen's 'Progressive' set-up (where the ratio becomes more direct as the wheel is turned). Whatever variant you choose, the whole ID.5 experience should be familiar if you've tried one previously. If you haven't, there's a bit to adapt to if this is your first experience of EV motoring. No gearstick, no handbrake, no ignition key and just the sound of silence as the fixed ratio transmission blends an almost endless wave of torque into meaningful and surprisingly rapid forward progress. Like Volkswagen's original post-war Beetle, base versions of this car are rear-driven and when you drive such an ID.5 in town, you quickly realise the real advantages of placing the powertrain - the electric motor and its associated single-speed auto gearbox - on the back axle, thereby freeing up the front wheels for steering duties; the result is a London taxi-like 10.2-metre turning circle. Beyond the city limits, that drive format allows for a near-50:50 almost perfect weight distribution which, together with the low centre of gravity provided by the central battery pack placement, helps disguise the portly weight this SUV must carry around. Traction through the turns is excellent and body roll is checked by firm damping cleverly engineered for suppleness over poor surfaces. All of which ought to provide the recipe for a decently sporting EV - and in some ways it does.

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