Design
With the ID.5, Volkswagen has clearly prioritised style over overt aggression. The model shares most of its dimensions and architecture with the ID.4, and from the B-pillar forward, the two are almost identical.
The design language is modern and clean. In my opinion, even in GTX trim, aggression is largely absent. Instead, the sloping roofline and descending rear end create a more dynamic silhouette compared to the ID.4, especially when combined with the integrated rear spoiler.
At the back, the lines remain minimalistic. The taillights are elegantly stretched and complement the overall aesthetic very well. The flush door handles contribute slightly to improved aerodynamics, although the practical impact is minimal.
A highlight here is Volkswagen’s IQ.Light system, which greets you when unlocking the car. At the front, a continuous LED strip connects the headlights, while at the rear, 3D LED lights offer selectable light animations.
The test car sits on standard 20-inch two-tone Ystad alloy wheels, exclusive to the GTX version. Combined with the two-tone paint finish in Moonstone Grey and black metallic, the overall visual effect is genuinely impressive.
Interior
While the exterior design clearly appeals to me and suits the car’s road behaviour (more on that shortly), the interior feels misguided in almost every respect. That may sound overly critical, but apart from the extremely comfortable seats and the ergonomically excellent GTX steering wheel – perfectly shaped and thick to my liking – there is little that justifies a starting price of around €63,000.
The materials are the main issue. Cheap-looking – and indeed cheap-feeling – hard plastics dominate the dashboard (except for the leather-covered section), centre console and doors. The leather section on the dashboard, which also appears on parts of the doors, does not visually match any element of the interior or exterior. I even checked the configurator to see whether it was optional or standard for the GTX trim, but eventually gave up. If you are configuring this model, I would strongly advise avoiding that specific colour combination.
КSpace, however, is a strong point. The front seats with ID logos provide excellent comfort. Rear passengers have ample legroom, even those over 180 cm tall, meaning the sloping roofline has not compromised headroom significantly – unlike some coupe-SUV competitors. The boot is actually larger than that of the ID.4, offering 549 litres, expanding to 1,561 litres with the rear seats folded. That is impressive considering the coupe-style rear. Storage solutions are practical as well, with door pockets capable of holding large bottles and a configurable centre console compartment. Now to another sensitive topic: the digital cluster and infotainment system.
The digital instrument display is visually impressive, with excellent colours and resolution – arguably among the best on the market. However, it does not display basic information such as energy consumption by default. You can configure it, but the process is time-consuming and unintuitive.
The infotainment system is even more problematic. Even simple settings are buried deep within menus, making operation while driving unnecessarily challenging. The absence of physical buttons turns basic tasks – such as adjusting the temperature or seat heating – into distractions. Volkswagen claims the navigation system is intelligent and adapts routes based on driving style and remaining range. I did not have enough time to fully test this functionality, so I will reserve judgement.
Overall, the interior does not meet the high standards Volkswagen has historically set for itself in terms of material quality and build solidity. There are noticeable creaks from various parts of the cabin. I understand this was a press car, likely driven hard by many journalists, but at this price level it is difficult to justify.
On the road
The Volkswagen ID.5 GTX features two electric motors producing a combined 300 hp. Acceleration from 0 to 100 km/h takes 6.3 seconds. According to Volkswagen, range varies between 365 and 486 km, supported by an 82 kWh battery. During my test, with an average consumption of around 22 kWh/100 km, the claimed range appears realistic.
Interestingly, starting the car is not immediately intuitive. After some confusion, I instinctively pressed the brake pedal and realised that this activates the system. Volkswagen even marked the pedals with Play (accelerator) and Pause (brake) symbols.
The test began on the southern arc of Sofia’s ring road, on smooth asphalt. First impressions were excellent. The car is well insulated, easy to drive and rides comfortably.
Later, I headed towards the Vitosha district of Sofia – an area known for narrow, damaged roads, awkwardly parked cars and even utility poles positioned in the middle of the street. In this environment, the collision prevention assistant became overly sensitive, constantly issuing warnings and occasionally triggering the brakes. This created unnecessary tension and could potentially lead to hazardous situations. In fairness, this is more a reflection of infrastructure challenges than the car itself.
Manoeuvrability is decent, though not exceptional. I expected slightly sharper responses in tight spaces. The reversing camera, however, is disappointing. Its image quality feels outdated for a car in this price bracket. It performs its function, but the impression is poor.
On the positive side, the parking assistant works very well – precise and relatively quick. Another clever feature is the system that records the last manoeuvre and can replay it in reverse, automatically guiding the car out of tight spaces. Very practical in real-world use.
On good roads, which are more common outside Bulgaria, the ID.5 GTX is genuinely pleasant to drive. The suspension is firm, even in Comfort mode. After extended driving on Sofia’s uneven streets and then heading towards Kopitoto and Zlatnite Mostove above the city, the firmness became more noticeable. Even with adaptive suspension, the difference between Comfort and Sport modes is not dramatic. For rough urban roads, a softer setup would be welcome.
Engaging Sport mode on a twisty, empty road revealed the GTX’s dynamic side. While it does not encourage aggressive cornering in the way a traditional hot hatch might, grip is solid and body roll is well controlled for an SUV of this type. Acceleration is strong and more than sufficient for daily driving, yet delivered smoothly, which can create the impression that the car is slightly slower than it actually is.
Unfortunately, the firm suspension also amplifies interior creaks over uneven surfaces or cobblestones, which detracts from the otherwise refined driving experience.
Conclusion
Volkswagen may be the “car for the people,” but the ID.5 GTX certainly polarises opinions – including mine.
On the one hand, the design is modern, attractive and subtly sporty. Wheel and colour combinations are thoughtfully executed, and it is difficult to configure the car in a way that looks wrong.
On the other hand, interior quality does not fully justify the price. The extensive use of hard plastics and the fully digital cockpit – combined with unintuitive menus – undermine the premium ambition of the model.
On the road, however, the electric Volkswagen scores more points. On smooth asphalt, ride comfort and cabin insulation are excellent. Combined with a quality audio system, the experience is genuinely pleasant.
If you are looking for an all-wheel-drive electric SUV with strong acceleration and generous interior space, the ID.5 GTX should absolutely be on your shortlist – provided you can accept a fully digital cockpit and firm suspension.
The real question remains: are there still cars left with proper physical buttons inside?
Petko Choevski
