Volkswagen ID.5
The ID.5 is the most expensive of out three contenders, so will its swooping roofline and roomy interior be enough for it to win?
WE’RE pitting Volkswagen’s new ID.5 against its rivals in Style trim and with the Pro powertrain. Our test car also has a few optional extras fitted: 20-inch wheels (£500), a heat pump (£1,050) and the Stonewashed Blue metallic paint (£685) bring the total to £51,970.
Design & engineering
THE ID.5 is the latest VW to be released in the expanding family of cars that ride on the all-electric MEB platform. Approach it from the front and you might get a little déjà vu, because it’s nearly identical to the firm’s ID.4 SUV.
The changes come at the back, where the 5’s roofline swoops downwards into a coupé-like profile. While some might question whether such a sporty shape is needed on a practical family EV, there is a tangible benefit to aerodynamic efficiency; at 0.26Cd, it beats not only the ID.4’s 0.28 figure, but also the GV60’s (0. 28) and the Nissan’s (0. 29).
Its sleeker aerodynamic shape offers the potential for better range, and on paper, the ID.5 is the best here. A WLTP claim of 327 miles beats the GV60 by six miles, and the Nissan, albeit with a much smaller battery, by 77 miles. The ID.5’s 77kWh battery powers a single, rear-mounted electric motor with 172bhp – roughly 50bhp short of both of its rivals, although its peak torque of 310Nm is 10Nm more than the Ariya’s. There are more powerful options in the ID.5 range, including the Pro Performance with 201bhp, and the 295bhp GTX.
Step inside and the VW has a clean, minimalist look. The ‘play’ and ‘pause’ logos on the pedals look funky, while the simple rotary gear selector located high up beside the steering wheel is another smart touch. However, other items, such as the dualfunction window switches (one pair controls the front and back windows) show that in some places, aesthetics have come at the expense of logical design.
Material quality isn’t up to scratch, either. The feel is largely similar to that of the latest Golf; in a hatchback that starts from 25 grand, we don’t think it’s as solid as VWs of old – and on an ID.5 that costs nearly twice as much, it’s even more of an issue.
Driving
EVEN though our test car rode on optional 20-inch wheels, the VW has the best ride here. It’s not as soft and bouncy as the Genesis, but it’s better at absorbing bumps – especially at low speeds. However, you can hear the suspension working, because the sound insulation isn’t quite as impressive as in these rivals.
It’s impressively stable and relaxing at a motorway cruise, though, and that slippery shape keeps wind noise to a minimum. Around town, the tight turning circle and light steering make it a doddle to drive.
However, beside the Nissan and Genesis, it all feels a little uninspiring. There’s decent traction – if a little less than in the Nissan – but the ID.5 is lazy to turn in to corners. The steering is accurate enough, but merely gets the job done. In isolation it’s okay, but it’s against two rivals here that are quite enjoyable to drive, yet similarly refined.
The VW is the slowest car here by some margin. Officially, it’ll crack the 0-62mph benchmark in
10. 2 seconds, which is far behind either of its rivals. It feels a little sluggish to move off – you don’t get that kick that many EV converts will have grown to enjoy and expect. There isn’t even a sport mode to perk up the throttle response.
Practicality
A COMBINATION of a low central storage bin, flat floor front and rear, and a panoramic sunroof makes the ID.5’s interior feel light and spacious. It also regains ground on its rivals when it comes to storage.
The 549-litre boot is comfortably the largest here, with 117 litres more space than the Genesis. In fact, it’s only if you intend to cram items right to the roof will you find any compromise beside its ID.4 sibling. The load area is much deeper than either of the other cars – the space inside the GV60 is long and wide but very shallow – so once you’ve got over the high bumper line, it’s much better for carrying bulky items. When the rear seats are folded, space grows to 1,561 litres, which is only a few litres more than the Genesis.
The bottoms of the large door bins are carpeted to stop items rattling about, while the Isofix points are easy to access behind plastic covers – there’s even extra provision for a child seat in the front. It’s similar in the back of the Genesis, but the Nissan’s zipped covers are a bit fiddly to undo.
Ownership
OF this trio, the ID.5 is the only car that safety body Euro NCAP has published ratings for so far. It scored the maximum five-star rating, including a 93 per cent score in the adult occupant protection category. While the GV60 hasn’t officially been assessed, its closest two relations, the Ioniq 5 and Kia EV6, bagged five-star ratings in 2021 and 2022 respectively.
Running costs
A BIG battery gives you a good starting point for a long range, but efficiency is what matters more for keeping the costs down. Of this trio, the GV60 and the ID.5 were very closely matched, achieving 4.0 and 3.9 miles per kilowatt hour respectively. The GV60 in particular was impressive at lower speeds, where it could quite easily hit five miles/kWh around town. Those figures translated into a real-world range of 287 miles for the GV60 and 300 miles for the VW.
The Nissan’s 3.7mi/kWh was a fraction behind, but is still reasonable by the standards of similarly sized EVs. However, this version’s smaller battery means a lower real-world range, although 235 miles in one hit is still comfortably more than almost any driver will cover without stopping – and when you do, it won’t take too long to recharge.