It’s essentially the same vehicle under the skin, but with a more elegant, sloping coupe-like roofline that adds an extra touch of flair. The ID.5 seems like the stylish upgrade to the ID.4, akin to choosing a Smeg refrigerator.

Of course, this approach isn’t unique to Volkswagen. You’ll find similar stylistic upgrades in the Audi Q4 e-tron Sportback and the Skoda Enyaq Coupe.

Both of these, like the ID.5 GTX, offer a fresh take on the practical electric SUV formula while catering to those who crave a bit more curb appeal.

It’s fast

Both the regular Volkswagen ID.5 and ID.5 GTX use the same 82kWh battery, but the GTX benefits from a second motor that boosts power to 335bhp, compared to the regular variant’s 282bhp.

If you’re expecting neck-snapping, throw-you-into-your-seat acceleration, you might want to temper your expectations a little. The ID.5 GTX delivers power smoothly, making it more comfortable than thrilling.

Sure, it’ll run the century mile in just 5.4 seconds, but it’s more of a composed performer than a high-adrenaline thrill machine. To me this is a good thing; think of it as a reliable choice for dicing through traffic rather than make you sick each time your right foot becomes heavy.

But it’s numb

Sadly, despite the added firepower, the GTX doesn’t feel dramatically different from the regular ID.5. It’s brisk, sure, but it doesn’t give you that deep sense of satisfaction you’d expect from a performance car.

The stiff suspension means it’s not the most comfortable crossover out there, despite the chunkier tyres. And it’s a heavy beast, tipping the scales at 2,242kg in its most basic form. That weight, combined with the stiff suspension and overly weighted-steering, can make it feel a bit cumbersome.

It’s a bit like driving in a video game with all the assists turned on; efficient and easy, but lacking that connection that makes driving feel human. 

The four-wheel-drive system keeps things in check, and it’ll get you where you’re going efficiently enough. But will it make you want to take the long, winding scenic route? Probably not. The GTX feels more like a means to an end rather than a thrilling drive.

There are still places where it shines

Where the ID.5 GTX shines, is its role as a highway cruiser. It’s stable, quiet, and eats up the miles with minimal fuss. The electric powertrain is efficient, and it’s dependable in traffic, too, with weighty but predictable steering and solid pedal feel.

In that case, for everyday driving, you might actually prefer the extra range you’d get from the less powerful variants. 

Speaking of range, smooth throttle inputs yield impressive efficiency, with the ID.5 GTX averaging 17.7kWh/100km (5.6km/kWh), remarkable for a dual-motor EV. You could easily cover at least 450km on a single charge, which is typically enough for a week’s worth of commuting.

It looks the same as the ID.4… right?

Well, mostly. From the front to the B-pillar, it’s basically the same car. But where the ID.4 sticks to typical SUV proportions, the ID.5 goes for a sleeker, coupe-like finish. 

But does the ID.5 really look better than the ID.4? Honestly, it’s a toss-up. Personally, I do like the more aggressive styling, and it gives the ID.5 more character.

And though the ID.4 is already pretty spacious with its 543-litre boot, the ID.5 manages to outdo it by offering 549 litres. This is due to the rear bench being pushed slightly forwards, in order for taller passengers to not bump up against the roofline of the ID.5. 

Although, even if you have both cars side by side, it is pretty tricky to tell there’s a difference.

How’s the space on the inside?

The interior is minimalist and spacious. Even with the coupe-like roofline, there’s plenty of room for three adults in the back, thanks to the flat floor. Storage is generous too, with a modular console and multiple pockets for your gadgets, plus plenty of USB ports scattered throughout.

The ID.5 GTX version spices things up with some sporty touches like GTX-specific badging, stitching, and bolstered sports seats that do a great job of holding you in place during cornering. And the panoramic sunroof is a real highlight, flooding the cabin with natural light and giving the space an airy feel.

No buttons, really?

Volkswagen has taken a “let’s go all-in on screens” approach with the ID.5. You’ll find a few haptic switches on the steering wheel, but apart from that, your entire interaction with the car is through the big 12.9-inch touchscreen in the centre.

The screen itself is crisp, with high-resolution graphics, and a few shortcut pads for commonly used menus. It works pretty well in practice, and the menus are simple enough to navigate, bar the climate controls.

Volkswagen touts the ‘Hello ID’ voice assistant as a solution to the screen’s quirks, but voice commands aren’t everyone’s cup of tea.

Then there are the touch controls on the steering wheel. They’re too sensitive, and it’s easy to brush against them accidentally, which can get annoying. And they don’t offer that tactile feedback you’d want when making selections.

On top of that, there are some questionable material choices. The dash, door panels, and knee-level surfaces feature plastics that feel more budget-friendly than premium. You’d think they’d go all out on materials, given the ID.5’s target audience.

The cabin isn’t all too bad, and it is liveable for the most part, except for one small irritating quirk; if you hop out for quick errands while leaving the car on, it will shut off every time you get off the seat. There’s no override for this, and it can get pretty frustrating.

Interesting impasse

The Volkswagen ID.5 GTX, on paper, seems like a solid enough effort from Volkswagen. But, like the ID.4 GTX I covered previously, it’s tough trying to justify spending more for the GTX, when the regular ID.5 works well and can perform almost everything its dual-motor sibling can muster.

It is by no means a bad car, but it’s just not compelling enough.

The GTX nameplate, in particular, feels forced. Instead of adding something special to the lineup, it just feels like another ID.5 variant with a few cosmetic tweaks. It deserves to be attached to something truly exciting, something Volkswagen has yet to create.

Technical Specifications

Volkswagen ID.5 GTX Electric

Powertrain: Dual Electric Motors, All-Wheel Drive
Power: 290kW (389bhp)
Torque: 545Nm
Gearbox: Single Speed (A)
Acceleration: 5.4 Seconds (0-100km/h)
Battery Capacity: 82 kWh
Drive Range: 533 km
Energy Consumption: 4.7 km/kWh (claimed)

Price: S$265,900 with COE (accurate at the time of this article)
Contact: Volkswagen Singapore

Photo Credits: Sean Loo (@auto.driven)

Read more automotive news at AutoApp, or check out our latest videos on Ignition Labs TV and on TikTok!

The ID.4 GTX is essentially Volkswagen’s first electric performance car and introduces the company’s new ‘GTX’ badge. Think of it as the electric equivalent of the iconic ‘GTI’. No pressure, then.

But, unfortunately, I’m not sure if it can live up to the fame that previous GTI models celebrated in the past.

It definitely is fast

Built on VW’s dedicated MEB platform, Singapore-bound ID.4 GTX models come with an 82kWh battery.

As with any EV, the response from the accelerator is immediate, delivering smooth and controllable power. It won’t jolt you with the same neck-snapping acceleration as some performance EVs, but I will take smooth over nauseous any day of the week. And there’s more than enough power to slide and dice through traffic.

The extra motor up front boosts power to 335bhp, up from 282bhp in the regular variant, slashing the 0-100 km/h time to 5.4 seconds. Interestingly, both trims share the same 545Nm of torque.

But it isn’t as thrilling 

Despite the performance boost, the GTX doesn’t feel dramatically different from the standard model. There is a 4WD traction mode, handy for escaping slippery situations, but for most drives, you’d probably prefer the extra range of the less powerful versions.

You would think the GTX would offer more customisation options for the different drive modes, but Volkswagen has kept things simple with the ID.4: no variable regen options, just straightforward D and B modes.

Even in B mode, which stands for brake, like its regular single-motor counterpart, regenerative braking isn’t overly aggressive. The brake pedal feels progressive though, offering more regen at the top of its travel.

In Sport, the steering feel is too light, and it does not provide confidence during hard cornering, beckoning you to ease off from the fun pedal.

This is a slight bummer since the ID.4 GTX can actually hold itself decently in a tight corner. It might understeer mildly at lower speeds, but with more power being sent to the rear, it handles quite neutrally. Even the traction control is subtle, ensuring a composed drive without being too intrusive.

It works best as a cruising machine

The ID.4 GTX works best as a highway cruising machine, eating up the miles whilst being stable and quiet with minimal tyre and wind noise.

Take it off the beaten motorway, and onto fun stretches of B-roads, the ride can start to feel a bit bumpy, with undulations in the road feeling more pronounced, as if the springs are tuned for a full load of passengers and cargo. Even the included Sports Pack does little to keep all of that weight in check.

And it is great on range

Built on VW’s dedicated MEB platform, Singapore-bound ID.4 GTX models come with an 82kWh battery. Smooth throttle inputs yield impressive efficiency, with the ID.4 GTX averaging 17.7kWh/100km (5.6km/kWh), remarkable for a dual-motor EV.

You could easily cover at least 450km on a single charge, which is typically enough for a week’s worth of commuting.

It looks decent too

Like the regular ID.4, the Volkswagen ID.4 GTX’s design is reassuringly familiar.

The creaseless design is unfussy, and it looks futuristic yet contemporary enough not to alienate itself from the rest of the carpark.

Wait, there are no infotainment switches?

Sort of. You do get some haptic switches on the steering wheel, but you’ll quickly notice that the ID.4 doesn’t do physical switches. Like, at all. Your entire interaction with this electric crossover revolves around the big screen in the middle.

The screen is a 12.9-inch unit with high-resolution graphics. Four pads act as shortcuts to frequently used menus. In practice, the screen works great, though the possible inclusion of wireless Apple CarPlay or Android Auto might be a nice touch in the future.

Volkswagen claims the ‘Hello ID’ voice assistant compensates for the screen’s quirks, but not everyone is keen on using voice commands.

Which is where some pain points lie. At the base of the screen, you’ll find volume and temperature sliders that can be tricky to operate, especially if you are just providing subtle inputs.

The capacitive touch controls on the steering wheel share a similar story. They’re too easy to accidentally brush against and lack any significant tactic feel when selecting items.

And if you frequently hop out of the car for errands while leaving it “on”, it’s quite infuriating when the car shuts off every time you lift yourself off the seat. There’s no override for this, either.

On the bright side, Volkswagen is listening. Some updates have already improved the system, and the company is keen to return to physical buttons in future models.

The silver lining

The minimalist interior is huge, and thanks to the flat floor, there’s ample room even for three adults in the back. Console storage is generous and modular, with numerous pockets for phones and other items and plenty of USB ports.

The ID.4 GTX also adds some GTX-specific badging and stitching to the car, which is a nice touch. The sports seats also look great, with slight bolstering to keep you hugged in the corners. Audio is enhanced with a Harman Kardon sound system, a significant upgrade from the regular ID.4.

Arguably its biggest advantage is the inclusion of the panoramic sunroof, which lets tons of natural sunlight in and gives the cabin a nice airy atmosphere.

The boot offers 543 litres of space, outdoing most rivals. However, it’s a bit inconvenient that the cable storage is under the boot floor rather than in a dedicated space under the front bonnet. This means you must unload any cargo on top to access the cable.

The ID.4 GTX also comes with Volkswagen’s ‘ID’ light, a strip of LEDs below the windscreen that sweeps left or right as you approach a junction or according to the navigation (though it doesn’t work with Apple CarPlay or Android Auto). This helps alert the driver to changes happening as you drive.

GT Axed?

Sure, it is fast, and yes, it is spacious. You will definitely impress your friends with how quickly you can get away from a set of lights.

But you could do all of that in the regular ID.4; it just seems that this model does not deserve its GTX badging.

I would much rather just call it a dual-motor ID.4 variant and save the GTX nameplate for something more exciting that Volkswagen can create in the future.

It’s a shame, really. The car looks nice, and the cosmetic touches do add to the overall fanfare.

However, considering that the GTX shares 90% of the overall experience with its single-motor sibling, the remaining 10% does not warrant a “must-have” upgrade to it.

Technical Specifications

Volkswagen ID.4 GTX Electric

Powertrain: Dual Electric Motors, All-Wheel Drive
Power: 290kW (389bhp)
Torque: 545Nm
Gearbox: Single Speed (A)
Acceleration: 5.4 Seconds (0-100km/h)
Battery Capacity: 82 kWh
Drive Range: 515 km
Energy Consumption: 4.7 km/kWh (claimed)

Price: S$249,900 with COE (accurate at the time of this article)
Contact: Volkswagen Singapore

Photo Credits: Sean Loo (@auto.driven)

Read more automotive news at AutoApp, or check out our latest videos on Ignition Labs TV and on TikTok!