The Volkswagen ID.5 GTX is to the ID.4 GTX, what a Q8 Sportback e-tron is to a Q8 e-tron SUV.

Fundamentally, it is identical to an ID.4 GTX, but with one major difference – its roofline. Because for the first time in its electric era, Volkswagen has joined the Coupe Crossover bandwagon. In an EV context, this move actually makes a lot of sense.

The restyling not only opens up the product to a greater target audience, but it also translates into improvements in efficiency, and thus, range.

Retro-Futuristic Looks, Now with a Dose of Coupe Styling

That isn’t to say that the regular SUV isn’t aerodynamic enough – it has an impressive Cd of just 0.29. And this is despite the fact that Volkswagen didn’t majorly sacrifice design in the pursuit of aerodynamic efficiency.

Keep in mind that this is still a high-riding crossover, so the changes to the roofline ultimately yields only a marginal improvement in its drag co-efficient. In quantifiable, numerical figures, the ID.5 GTX’s Cd is about 10% improved over the ID.4 GTX, with a rating of 0.26. For some context, a Highland Model 3 has a Cd of 0.21.

The overall styling strikes a good balance between reducing drag whilst staying true to retro-Volkswagen design. It lacks major perforation for cooling (EVs don’t require a lot of it to begin with), with a clean front-end clearly inspired by the ID.B Buzz. Which itself is a modern reimagination of a classic Volkswagen Bus.

There are no unnecessary folds in the metalwork, and this focus on minimalism stretches to its flush door handles and smaller wing mirrors. A rear-light bar with an integrated Volkswagen badge means you’d not mistake this for a vehicle built by any other automaker.

Reaping the Benefits of a Ground-Up Electric Platform

Volkswagen has built the car atop the MEB Platform, which it also shares with the rest of the VAG group. A dedicated EV platform means engineers can more efficiently package components, freeing up precious room in the cabin for occupants.

Five adults can comfortably fit in the interior of the car. Even with the sloping roofline, rear occupants will not struggle to find headroom. The seat base has also been raised as compared to a regular electric car, resulting in greater thigh support, and thus, comfort.

The majority of the switchgear and components are shared with the rest of the VAG line-up, including its new 12.9-inch infotainment screen. ID.4/ID.5 specific components have been carefully integrated into the cockpit, such as a removable cupholder insert that can be slotted into either the front or rear storage compartments in the centre console.

A slanted panel separates the front passenger and driver footwells, and serves as a really logical position for the processing unit of the OBU. A tiny instrument cluster is fitted to the steering column, though all of its digital real-estate has been properly optimised for ease-of-use. The only real gripes I have with the car are that it lacks wireless Android Auto and Apple CarPlay, and Volkswagen’s decision to only include a pair of window switches – you have to press a separate button to toggle controlling the front and rear windows.

A Sporty Electric Crossover

Peel the body off and you’d find a pair of electric motors. They are each responsible for driving one axle of the car. The power split isn’t 50/50 though, with the rear unit having slightly more torque and power than the one fitted to its front end.

Combined, they product 389 bhp and 545 Nm of torque, which is sufficient to propel this 2.3-ton SUV to 100km/h from a standstill in just 5.4 seconds. This torque, available instantly, allows the car to feel lithe and agile, which means you’d have no issue darting into gaps in traffic.

Being a sporty electric crossover, it will outhandle many of its other comfort-oriented EV SUV rivals. However, I wouldn’t call it a hot-hatch, as it is far from one. Sure, it doesn’t suffer from excessive amounts of body roll, which can partially be attributed to its low centre-of-gravity, but mostly due to its suspension, which appears to have been set up to straddle the fine line between comfort and handling.

The ID.5 GTX has a WLTP range of 533 kilometres, though our real-world testing has revealed that it’d only do about 430 kilometres. This is an improvement of about 15% over the ID.4, and is mighty impressive considering it is a large, high-riding electric crossover.

Sleek Speed

The MEB platform allows the VAG brands to create rapid, and well-driving electric crossovers. But cars like the ID.4 GTX do suffer from one issue – they look very bulky. If you are a fan of the platform and VAG’s battery technology, the ID.5 GTX addresses the aforementioned issue without introducing other stylistic problems of its own.

The altered roofline looks cohesive, and works well with the rest of the vehicle. It also results in greater efficiency and more range, though you are sacrificing some practicality and headroom in the process. If you want an electric VW SUV, you’ll have to work out what matter more to you – sleeker looks and greater range, over headroom and increased practicality!

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