Volkswagen doesn't really believe in its GTX badge - but should you? Jonathan Crouch drives the ID.5 GTX.

Ten Second Review

Volkswagen's ID.5 electric Coupe-SUV is at its fastest in this GTX form. It's supposed to be sporty - and to an extent, now is in this improved form. There's a nicer cabin for this enhanced design too. Whether it's all enough to make this pricey ID.5 recommendable is another question.

Background

At least for the time being, Volkswagen wants you to believe in GTX, it's all-electric performance sub-brand. Back in 2021, this badging launched with faster GTX versions of the ID.4 and this car, the ID.5, an SUV-Coupe. Quite a lot's happened since, with GTX versions of the ID.3, ID.7 and ID.Buzz all launched, before Volkswagen then surprisingly announced that eventually, it would transition back to more familiar 'GTI' and 'R' branding for its coming performance EV models. But that's for the future. For right now, the GTX badge is supposed to remain aspirational for faster Volkswagen EVs and adorns significantly revised top ID.4 and, as in this case, ID.5 models that have gained a completely new and far torquier APP550 drive unit. This claims to supply the performance urgency that was missing in these supposedly fast and engaging variants from launch. The other thing customers didn't like in earlier ID.4 and ID.5s was the complex and fiddly infotainment system: well the 2024 update saw that completely revised too. Time then, to give this ID.5 GTX a second look.

Driving Experience

This ID.5 GTX improved considerably in late 2023 when Volkswagen introduced into it an upgraded APP550 drive unit, which offered significantly more power, along (rather counter-intuitively) with reduced energy consumption. Specifically, the ID.5 GTX (like the current version of its ID.4 GTX showroom stablemate) puts out 340PS. Which means that the sprint to 62mph from rest takes just 5.4 seconds, en route to a 112mph top speed. Driving range from the car's 77kWh usable-capacity battery is now rated at 331 miles. In recent times, Volkswagen has refined its Vehicle Dynamics Manager system for what it calls 'an even greater spread between comfort and dynamics'. It's best to think of this like the conductor of an orchestra, co-ordinating the car's dual motor 4MOTION AWD powertrain, plus its damping and stability systems. As previously, there's also an XDS differential for extra cornering traction. As before, the GTX variant is the only ID.5 model which can be ordered with Dynamic Chassis Control adaptive damping as an option. Add that and the result is a surprisingly keen confection, aided by near-perfect 50:50 weight distribution. Which is just as well given the fact that this car has to overcome the drawbacks of its enormous 2.2-tonne kerb weight. Cornering is helped by 20-inch wheels with wide 235-section front and 255-section rear tyres.

Design and Build

There are no significant exterior visual changes to this further improved ID.5 GTX. As before, the coupe-like looks mean the car certainly has a dash more pavement presence than its ID.4 GTX SUV stablemate; and a more slippery 0.26Cd drag factor too, though that only fractionally boosts its driving range. As before, you might be a touch disappointed to find that very little has been done visually to set this GTX model apart from its humbler ID.5 range stablemates. But to a lesser or greater extent, aesthetic subtlety has always been one of the attractions of this sub-brand's GTI parent bloodline. It's cloaked here with a unique 20-inch wheel design (21-inch rims are optional), plus six little point light LEDs in the lower front bumper. It's also hard to tell this GTX model apart from other ID.4s inside, though there's GTX branding on the seats and if you're determined to set this version apart, you can specify a blue dashboard insert with red stitching. Otherwise, it's the usual ID.5 cabin set-up, with a big 12.9-inch infotainment central touchscreen, featuring simple menus, an intuitive control structure and a responsive IDA voice assistant. You still have to put up with a very small (5.3-inch) instrument display. but the wheel's thankfully no longer embellished with fiddly touch-sensitive buttons, finally replaced by physical switches. Once you're settled behind that wheel, the wide, narrow 'ID.Light' strip that's fitted to plusher models will indicate the car's readiness to drive - it's difficult to see in day light but will be a real talking point at night as it colourfully indicates key driving functions. You sit quite high, on top of all those batteries, and as usual with the brand's ID models, a minimalist, open plan but rather clinical feel persists, which Volkswagen has tried unsuccessfully to lift by imprinting 'Play' and 'Pause' symbols on the two footwell pedals. Overall, build quality is generally good but cheaper plastics still betray the cost cutting necessary to undergird all that sophisticated EV technology. At the back, there's comfortable space for a couple of adults (it'd be a squash for three). You'd expect the effect of the tapering roof line to be a reduction in boot space, but actually, the 549-litre capacity figure up to the level of the parcel shelf is 6-litres more than you get in an ID.4 GTX. The cargo area's extendable to 1,561-litres when you fold the rear seats.

Market and Model

ID.5 GTX pricing is pitched at around £54,000 for the single GTX 'Edition' model. You'll need more if you want the optional 'DCC' 'Dynamic Chassis Control' adaptive damping system. There's a £1,500 premium over the slightly less sporty-looking ID.4 GTX. To give you some range perspective, ID.5 pricing starts from around £41,000. Equipment features in the entry-level ID.5 GTX run to 20-inch 'Ystad' alloy wheels, black roof rails, matrix LED headlights, LED rear tail lamps with dynamic turn signals, a panoramic glass roof, auto headlamps and wipers, front and rear parking sensors and keyless entry. Drive stuff includes sports suspension, an augmented reality head-up display, adaptive cruise control, selectable driving modes, an exterior sound actuator and more direct 'Progressive' steering. Inside, the seats have GTX branding and there's a leather-wrapped heated multi-function steering wheel with touch control. You also get an auto-dimming rear view mirror, a heated climate windscreen, heated front seats, 3-zone 'Air Care Climatronic' air-conditioning with controls for rear occupants, a rear view camera and interior ambient lighting with 30 colour options. Infotainment's taken care of by a now-larger 12.9-inch 'Discover Max' navigation infotainment display with an upgraded 'Harmon Kardon' stereo system. Plus there's a wireless smartphone charger, 'Car-2-X' intelligent vehicle networking and, for semi-autonomous highway driving, Volkswagen's 'Travel Assist' traffic jam assist and emergency assist system. Safety features include the usual autonomous braking 'Front Assist' set-up, plus 'Lane Assist', 'Dynamic Road Sign Display' and a 'Driver Alert' fatigue detection system.

Cost of Ownership

To achieve the quoted range figure, you'll need to frequently use the provided 'Eco' drive mode setting, ideally in combination with the available 'B' regenerative braking function, which slows the car significantly when you come off the accelerator. Whatever ID.5 model you select, your charging regime should be quite straightforward. There's a 'We Charge' app that helps you find and use over 150,000 public charge points. An AC1-phase 7.4kW garage wallbox would replenish the 77kWh battery from zero in about twelve hours. Out and about at a suitably rapid DC charge point the car can charge at up to 185kW. As a result, it'll take no more than around 30 minutes to recharge your ID.5 with enough direct current to cover the next 137 miles. You should also make savings in BiK payments (there's the usual 4% EV rating until Spring 2027). Volkswagen says that its aim is to make sure that the battery pack lasts as long as the car and, sure enough, that battery pack is warrantied to have at least 70% of its usable capacity after eight years or 100,000 miles.

Summary

It's a pity that this updated ID.5 GTX couldn't have been the car that Volkswagen originally bought us. The infotainment cabin updates certainly make it easier to live with. And, more pertinently for the GTX badging, the APP550 drive unit's 75% torque increase makes it feel properly quick. This still though, doesn't feel like a car with any sort of GTI bloodline. That doesn't mean you might not still want one of course. If the current zeitgeist (or more likely your company fleet policy) has dictated to you that you have to have an EV, it has to be a hatch this size and it needs to be properly sporty, there's quite a bit to like about the ID.5 GTX, especially in this form. Though we'd find it difficult to ignore the fact that much the same money would get you similar sportiness in a more premium-feeling dual motor Volvo EC40 - or more power in an equivalent Tesla Model Y Performance. Arguably neither of these cars though, nail the visual hot hatch vibe quite as well as the ID.5 GTX. In its dynamic aspirations, it's hobbled by the massive kerb weight that is currently common amongst EVs, but it does feel usefully more engaging to drive than the standard model. Which means that folk planning to spend big on an ordinary ID.5 should consider a GTX. Otherwise though, we'd counsel you to think carefully.