Performance of the Volkswagen ID.5 Pro. Don’t tell anyone, but…
Here, my observation cannot be denied. An observation that will probably attract the ire of Internet users, but when I returned the keys to my ID.5, I realized that I prefer it to the…Tesla Model Y. I will explain why.
I can hear you from here: “Ouch ouille ouille, you are struggling, Jean-Baptiste”. Only, as you remember, I was a little disappointed with the Model Y. It’s a great car, uh, no doubt, but intellectually I find it unfortunate to realize that the Tesla SUV is…kind of normal, indeed. The opposite of how I felt driving the other three models in the range. But that was not on my mind when I picked up the VW ID.5 that was assigned to me in a few days.
I found that this ID.5 has a nice face. It’s also one of the few coupe SUVs whose line I find beautiful – so it ranks alongside the Audi e-tron Sportback, for example. So yes, the big grille is not the most pleasant (and I think it’s a bit ridiculous to close it at 80%; quite panache, dear designers! Give us some ideas to go on!), but the good “Twilight Blue” camouflages it well. For the rest, the ID.5 is identical down to the front doors of the ID.4, its “very short” SUV counterpart that Régis tested earlier, so there are few surprises. The gray roof arch – the two-tone is standard – leads beautifully to the trunk, where a small spoiler overhangs the whole. The backlight on my copy consists of a series of small squares that offer a nice animation when unlocking, but obviously you have to go through the options to take advantage of it. Bit of a hiccup? The finish could be improved. The roof arch joints are a bit rough and the rear lights often get fogged up…
Inside, on the other hand, there are fewer surprises: the ID.5 takes every piece on the dashboard of the ID.4. A dashboard that I really appreciate, especially in this “Brown Florence” environment associated with this beautiful steering wheel and cream instrument cluster duo. So, of course, it should require more maintenance than a black steering wheel, but it’s hotter! The finish and materials certainly don’t set new standards, but they really didn’t blow me away. In terms of accommodation, it’s nickel in the front and royal in the back, especially at leg level. On the side of the trunk, VW announces 549 liters that can be used properly, with a very square volume. Ah, and the large sunroof is an undeniable plus, but there you also have to hurry to access it.
But let’s talk about the controversy, let’s talk about the screens. I’ve read and heard a lot of negative feedback on the center screen…while I don’t have much to say about it. In my 6 days and 1,100 km test, I encountered only two bugs: the ventilation tab was not accessible during a trip (but it was enough to restart to make it work again) and I had the right to- the mood lighting color resets in no time. There is something worse. I also found the overall ergonomics to be simple, and I was able to find the information requested fairly quickly. I would be more grumpy with the instrument cluster, frankly poor. The screen always shows the same three pieces of information: driver assistance | speed | GPS, then good night. There is no possibility to display, for example, the on-board computer…or even the time; I actually found that a bit stingy.
Second annoying topic? Steering wheel buttons. The latter, sensitive (tactile, basically), has also been the subject of countless criticisms – so many, to tell you, that Volkswagen had to announce publicly that they will return to the good old buttons in future generations. Only here, like the middle screen, these keys never once bothered me, regardless of the situation. Maybe I have the right talent, maybe the similar technology in the Mercedes-Benz EQE got it, maybe there is no debate?
Let’s go. The idea? Go to Vannes to celebrate the New Year with friends, a journey of 460 km. WLTP autonomy of my “Pro Performance” version? 531 km. will it go? Of course…no, because most of the time we will drive on the motorway: where the normalized consumption expressed 16.4 kWh/100 km, our consumption on the motorway will stabilize around 21 kWh/100 km (for neophytes, it is certainly much more than the official conso, but it remains in the average of its competitors on the highway). We will leave here, on the way to and from, for a recharging break of about twenty minutes, the 135 kW charger that allows us to charge about 100 kW silently. Note that these loads are indicated by the GPS according to the load of the car, as seen in some competitors.
Everything is fine on the motorway, therefore, except for one small thing: I want to talk about the adaptive and predictive regulator. That is, it will automatically set its speed according to the traffic signs in front of it or oncoming traffic. Theory is acceptable, practice is less so. For example, if you decide to drive at 110 km/h in a section at 130, the car will automatically accelerate in front of each panel and you have to control to return to 110. It also has the possibility, for example, to read the panels at motorway exit, enough to cause sudden braking from 130 km/h to 70 km/h. The icing on the cake? This is standard and cannot be disabled. You can’t escape it!
And performance level? My “Pro Performance” version was equipped with a 150 kW/204 hp rear motor; a power that should be comfortable… but in the end there is nothing very exciting, the 2,117 kg of the monster is unfortunately felt (a “High Autonomy” Model Y, it is 140 kg less than an engine in more yet!!). It’s more than enough on a daily basis, huh, but maybe I’d like a little more dynamism – and our national Maurice proved to us that even the 299 hp version of the GTX doesn’t escape the feeling this.
Short. In any case, it is pépouze that the ID.5 shows itself in its best light. We arrive, the VW unlocks by itself, we sit down, we press the brake pedal, the car starts, we select forward or reverse gear on the selector on the right of the instrument cluster (like the BMW i3, j adore) , and go away. The comfort is absolutely top notch, the sound system is great, mode B allows you to often do without the brake pedal, in other words, zero stress. In addition, this “propulsion” configuration allows a good turning radius, which, together with the 360 ° cameras (optional, you can imagine), promises nothing but fun in parking lots. In mixed driving, I’m at 16 kWh/100 km, an average mark.
Small observation noted in the area? Surprisingly, the ID.5 does not offer a charging cable release button on the socket, as is done everywhere: you have to go through the central screen, which makes the procedure a bit bof. On the other hand, I give my two thumbs up for night driving: my copy, equipped with IQ. Light headlamps (optional, yes, you guessed it), offering excellent matrix lighting and even directional headlamps, a luxury almost gone from current productions. Driving at night? Do not worry!
And price level? Where the ID.4 starts at €44,000, the ID.5 starts at just €55,800. The reason ? The latter is only available with a large 77 kWh battery, which brings the extra cost of this coupé version to “only” €3,900 compared to the ID.4 of the same power and capacity. The equipment approach is the same: a single finish, quite well equipped (the famous adaptive cruise control, the front seats + the steering wheel + the heated windshield, many USB-C ports, the 12″ central screen with navigation , the ADML , the reversing camera etc etc), which you can enhance with option packs. This is probably the limitation I see in the system: it is impossible to select one of its options. For example, do you like the pitched roof (which I recommend)? Bam, you’ll need to rack up €3,100 (!) for the Design Plus Pack and you’ll end up with the IQ.Light headlight we’re talking about above and you might not really care about. You can have fun with the configurator by clicking here.
Why keep it from you? I love driving the ID.5 every day. indeed. It is comfortable, livable, practical, in other words, very nice to live in. In front of it, however, is the famous Model Y, and, in fact, Tesla puts two arguments that can be convinced: it is cheaper and theoretically charges faster than the ID.5. But now, as I told you, I prefer German to California. Why? Because I find it softer, more welcoming, more human, less…pretentious. Values that are dear to me, and that tip the balance (mine, at least) in favor of the VW. But I’m important in my life: don’t tell anyone…
Photo credits: Jean-Baptiste Passieux
I’m on Twitter: @JBPssx