After arriving exclusively in flagship dual-motor GTX specification in mid-2025, the Volkswagen ID.5 has since been joined by a ‘Pro’ entry variant in Australia, cutting the price of entry by a whole $10,000.
The 2026 Volkswagen ID.5 Pro joins the identically specified ID.4 Pro in Volkswagen’s long-awaited mid-size electric SUV range, offering the style-focused ‘coupe’ SUV body style to a much wider audience.
Such a silhouette is normally the realm of premium brands – think BMW and Mercedes-Benz – but the ID.5 blends said body style with an all-electric powertrain, which in theory should make it hot property.
But alas, sales of the ID.5 are off to a relatively slow start. Just 386 units were registered in 2025 following its April launch, compared to 1196 ID.4s and well off the pace of the top-selling Tesla Model Y – which managed 22,239 registrations last year.
That’s not because it’s a bad car. We praised the ID.5 GTX for its excellent drivability and dynamics in our Australian launch review last year, and its 500km-plus driving range remains competitive for the segment even now.
Competition is as hot as ever though, with numerous new rivals arriving from China and even the existing players sharpening their prices and rejigging spec sheets. It seems the market is now gravitating to PHEVs, as well.
We spent a week to see if the new entry point into Volkswagen’s all-electric SUV-coupe range is worth a look.
How much does the Volkswagen ID.5 cost?
The ID.5 Pro drops the entry price to $62,990 plus on-road costs, $10,000 less than the GTX and $3000 more than the equivalent ID.4.
| Model | Price before on-road costs |
|---|---|
| 2025 Volkswagen ID.5 Pro | $62,990 |
| 2025 Volkswagen ID.5 GTX | $72,990 |
At the time of writing, Volkswagen Australia is advertising drive-away deals for the ID.4 and ID.5 range, with the model year 2025 (MY25) ID.5 Pro and GTX priced from $65,990 and $75,990 drive-away, respectively.
Its closest rival probably comes from within the Volkswagen Group stable, with the related Cupra Tavascan starting from $60,990 plus on-roads and effectively using identical componentry under the skin. The VW is better equipped as standard though, and has a more comfort-focused character than the driver-centric Cupra.
Meanwhile, the Tesla Model Y Premium kicks off from $58,900 plus on-roads (note the Tesla is sourced from China while the VW is made in Germany), and while the ID.5’s top-selling rival offers fully integrated connected services and a more fast-charge-friendly LFP battery, the VW trumps it for range (543km vs 466km WLTP).
You can also throw in the increasingly popular BYD Sealion 7, which at this price point offers sub-5.0-second acceleration and a fully loaded spec sheet in Performance spec ($63,990 plus ORCs).
To see how the Volkswagen ID.5 lines up against the competition, check out our comparison tool
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What is the Volkswagen ID.5 like on the inside?
Just like the ID.4 Pro.
Apart from the colour scheme, the main differentiators between the GTX and the Pro are the Sport front seats with integrated head restraints, similar to the seats you’ll find in the latest Golf GTI hot hatch.
Soft-touch surfaces on the doors and dash including stitching details on the latter elevate the ambience, and as standard there’s front seat heating, as well as full electric adjustment with lumbar support.
Further, there’s a massage function and you also get fold-down armrests like in a Range Rover! The added bolstering of the Sport pews offers better lateral support especially during more spirited driving, which was a key takeaway after driving the ID.4 Pro and ID.5 GTX back-to-back at the Australian media launch.
It’s easy to find a comfortable driving position, thanks to a wide range of adjustment both in the seats as well as the steering wheel, and once you’re perched you have a pair of displays keeping you informed. That said, the standard seats lack the stronger side bolstering of the GTX’s sports buckets, meaning you might move about more when cornering.
Unlike some rivals like Tesla, Volkswagen has retained a driver’s instrument cluster of sorts. The small 5.3-inch Digital Cockpit is familiar from other vehicles based on the MEB platform, like the Cupra Tavascan and Skoda Enyaq, with simple but clear readouts for speed and driver assistance features, as well as trip computer information.
Speaking of the Enyaq, I would argue that the larger Skoda feels more premium inside despite VW’s efforts to spruce up the cabin with nicer touches as part of the ID.4/ID.5’s midlife update.
Sadly, the augmented reality (AR) head-up display available overseas isn’t offered in our market, and as we know from the related Enyaq it would be a worthwhile inclusion. The fiddly touch capacitive steering wheel controls are another ergonomic faux pas in my book, as they can often result in mis-presses and get grimy with fingerprints.
The 12.9-inch central touchscreen runs an updated interface compared to earlier vehicles sold overseas, and brings updates like always-on climate control shortcuts and illuminated touch sliders. All of these sound like small things, but they are a big improvement on the previous iteration which was available in the pre-update Golf Mk8 locally.
The lack of embedded navigation as in other VW models is a shame, and it’s a common issue with MEB-based models as this feature is tied to connected vehicle hardware that isn’t offered locally.
Wireless App-Connect was rolled out as standard from April production onwards, bringing the wireless Apple CarPlay and Android Auto connectivity that wasn’t included in the first batch of vehicles shipped over for the launch. It worked reliably during our time with the vehicle, save for the odd interference under certain toll booths and known black spots in Melbourne.
Storage up front is also decent thanks to the open-plan design. There’s a long centre console with cupholders, USB-C ports and a wireless smartphone charger, all covered by a sliding lid. Ahead of that, there’s a divided storage cubby in the gloss black-trimmed section – mind those scratchy keys though!
Large door bins come with VW’s signature felt lining at the base to minimise rattling of bottles and other loose items, and they’re deep enough to carry big bottles.
The panoramic sunroof lets heaps of light in but also has an electronically operated shade, which is handy given a lot of other EVs do without a shade and that isn’t ideal in Australia’s hot sun. You can even use the IDA digital assistant to open it for you, or toggle it via the climate controls.
Rear seat space is good for even larger adults. I’m 6’1″ and can sit comfortably behind my preferred driving position with plenty of leg, knee and head room to spare – despite the ID.5’s sloping roofline and standard panoramic sunroof. It’s a little tapered compared to the ID.4, but still good.
The wide and flat rear bench seat allows you to squeeze three in across at a pinch, and the flat floor means you won’t be playing footsies if you’re sat in the rear-centre seat – though the console juts out a little into your footwell.
Other amenities include a third zone of climate control with directional air vents at the rear of the centre console, map pockets behind both front seats (as well as smartphone pockets), a fold-down rear-centre armrest, and decent-sized door bins as well.
As you’d expect, there are also ISOFIX child seat anchors on the outer rear seats as well as top-tether points behind each rear pew as well. You also get a ski port if you need to transport erm… skis… or other longer items.
Behind the second row Volkswagen quotes 549 litres of boot space with the rear seats in place, which expands to a healthy 1575L with them folded – curiously that’s slightly more than the ID.4 in both layouts. For reference, the new Tiguan quotes up to 652L behind the second row up, and 1650 litres with them folded – both measured to the roof.
While the ID.4 and ID.5’s combustion-powered stablemate has a space-saver spare wheel under the rear floor, VW’s electric SUVs make do with a tyre mobility kit instead – something to consider if you head out of town often.
| Dimensions | Volkswagen ID.5 |
|---|---|
| Length | 4584mm |
| Width | 1852mm |
| Height | 1607mm |
| Wheelbase | 2769mm |
| Boot capacity | 549 litres – seats up 1561 litres – seats folded |
To see how the Volkswagen ID.5 lines up against the competition, check out our comparison tool
What’s under the bonnet?
The ID.5 Pro is powered by a single-motor electric powertrain driving the rear axle, fed by a 77kWh (usable) lithium-ion battery pack.
| Specifications | ID.5 Pro | ID.5 GTX |
|---|---|---|
| Drivetrain | Single-motor electric | Dual-motor electric |
| Battery | 77kWh – net Lithium-ion |
79kWh – net Lithium-ion |
| Power | 210kW | 250kW |
| Torque | 545Nm | 134Nm – front 545Nm – rear |
| Drive type | Rear-wheel drive | All-wheel drive |
| Weight | 2156kg – tare | 2256kg – tare |
| 0-100km/h (claimed) | 6.7 seconds | 5.4 seconds |
| Energy consumption (claimed) | 16.2kWh/100km | 17.0kWh/100km |
| Energy consumption (as tested) | 15.9kWh/100km | – |
| Claimed range | 543km – WLTP | 522km – WLTP |
| Max AC charge rate | 11kW | 11kW |
| Max DC charge rate | 175kW | 175kW |
You’ll notice we actually bettered Volkswagen’s efficiency claim, over about 240km of mixed driving during a week of commuting, including a mix of city and suburban roads plus plenty of time on the freeway.
To see how the Volkswagen ID.5 lines up against the competition, check out our comparison tool
How does the Volkswagen ID.5 drive?
The ID.5 Pro drives very much like the ID.4 Pro, meaning it’s a comfortable and refined way to get around.
With 545Nm under your right foot from rest, the single-motor ID.5 has plenty of shove off the line and has been calibrated to accelerate strongly but smoothly – the 6.7-second claimed 0-100km/h time feels entirely achievable by the seat of the pants.
It’s more than enough grunt for most people, especially if you’re not all that interested in the sub-4.0-second EV obsession that seems to plague forums and comments sections these days.
There’s no powertrain noise other than the faint whirring of the electric motor, and Volkswagen has done a good job to keep road and wind noise to a minimum, despite the absence of a petrol or diesel engine humming in the background.
Compared to the GTX, the Pro has a softer suspension tune, even with standard adaptive dampers, which gives the car a cushy and more languid feel – particularly over higher-speed hits and undulations.
That said, over bigger hits the ID.5 Pro doesn’t feel as tied down as the GTX, striking an excellent balance between comfort and body control, and the comfort steering tune of the Pro makes it very easy to manoeuvre, though it lacks the feel and feedback of the GTX’s Progressive Steering system.
I quite enjoyed the effortless acceleration and rear-drive balance that comes with the base ID.5, which is reminiscent of a bygone era of motoring that now seems to be the realm of luxury brands – though a number of current EVs utilise this classic drive layout.
You can further tailor various aspects of the chassis and powertrain through the Dynamic Chassis Control Pro (DCC Pro) system, which offers 12 stages of adjustment for elements like damping, steering weight, and active safety systems.
It allows you to go softer than Comfort or harder than Sport, though given the breadth of Australia’s road network you’d be best to keep it within the pre-set profiles to achieve the best balance. Realistically, you can have it in Sport most of the time and not feel like it’s busy or uncomfortable, but that would hurt efficiency.
The assistance tech is another Volkswagen strength. Travel Assist – which combines adaptive cruise and adaptive lane guidance functions for semi-autonomous highway driving – is a nicely calibrated and intuitive system that helps take the load off during longer stints.
Being an ‘older’ model dating back to the early 2020s, the ID.5 doesn’t suffer from incessant bings and bongs from speed-limit detection and driver monitoring systems – in fact it lacks traffic sign recognition of any form in Australia, which led the related Cupra Tavascan to be slapped with a four-star safety rating.
Side Assist – blind-spot monitoring and rear cross-traffic alert – also works as you’d expect, and proved handy with the ID.5’s thick rear pillars and roofline. I also reckon VW could invest a little more in camera quality, given the Area View surround parking cameras are a little grainy and aren’t great in low light.
To see how the Volkswagen ID.5 lines up against the competition, check out our comparison tool
What do you get?
While the entry point into the range, the ID.5 Pro comes pretty comprehensively equipped.
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2026 Volkswagen ID.5 Pro equipment highlights:
- 19-inch Hamar alloy wheels
- IQ.Light HD Matrix LED headlights
- Dynamic Light Assist – adaptive high-beam
- 3D tail-lights incl. dynamic indicators
- Privacy glass
- Side mirrors incl. kerb view function
- Surround lighting incl. welcome light
- Illuminated front LED front strip
- 5.3-inch Digital Cockpit instrument cluster
- 12.9-inch touchscreen infotainment
- Wireless App-Connect
- Apple CarPlay – wired, wireless
- Android Auto – wired, wireless
- IDA voice control
- 30-colour interior ambient lighting incl. ID.Light
- Comfort front seats
- Electric adjustment incl. lumbar
- Massage function
- Heating function
- Tri-zone climate control
- Panoramic glass roof incl. sunblind
- Cargo management system
- Mode 2 and Mode 3 charging cables
- 5yr GoConnect subscription
ID.5 GTX adds:
- 20-inch Ystad alloy wheels
- GTX exterior, interior styling
- LED front fog lights
- Contrast black roof, mirror caps
- Rear tailgate spoiler
- Sport front seats
- Electric adjustment
- Heating function
- Massage function
- Red contrast stitching
- Harman Kardon premium audio
- 480W output
- 12-channel amplifier
To see how the Volkswagen ID.5 lines up against the competition, check out our comparison tool
Is the Volkswagen ID.5 safe?
After launching without a local ANCAP rating, the Volkswagen ID.5 now wears a five-star ANCAP safety rating based on Euro NCAP testing of the ID.4 back in 2021.
| Category | Volkswagen ID.4/ID.5 |
|---|---|
| Adult occupant protection | 93 per cent |
| Child occupant protection | 89 per cent |
| Vulnerable road user protection | 76 per cent |
| Safety assist | 76 per cent |
Standard safety equipment includes:
- Area View – surround cameras
- Autonomous emergency braking (AEB)
- Pedestrian detection
- Cyclist detection
- Adaptive cruise control with stop/go
- Blind-spot monitoring
- Driver attention monitoring
- Emergency assist
- Lane departure warning
- Lane-keep assist
- Parking sensors – front, rear
- Proactive occupant protection
- Rear cross-traffic assist
- Travel Assist
- Adaptive cruise control
- Adaptive lane guidance
- Traffic Jam Assist
To see how the Volkswagen ID.5 lines up against the competition, check out our comparison tool
How much does the Volkswagen ID.5 cost to run?
The ID.5 is covered by Volkswagen Australia’s five-year, unlimited-kilometre new-vehicle warranty, while the EV battery is warranted for eight years or 160,000km.
| Servicing and Warranty | Volkswagen ID.5 |
|---|---|
| Warranty | 5 years, unlimited kilometres – vehicle 8 years or 160,000 kilometres – EV battery |
| Roadside assistance | 2 years – standard 12 months service initiated after 2 years |
| Service intervals | 2 years or 30,000 kilometres |
| Capped-price servicing | Up to 10 years or 150,000 kilometres |
| Total capped-price service cost | $1785 – 6yr/90,000km $2350 – 8yr/120,000km $2890 – 10yr/150,000km |
Volkswagen has also committed to supporting ID owners with 10 years of battery supply following the end of production (EOP), and 15 years of reparability from EOP.
The MEB platform’s pouch-cell construction allows for individual battery modules to be repaired and replaced rather than requiring a whole new unit in the event of damage.
The company’s Australian dealer network will also activate a Service Initiated Roadside Assistance policy for 12 months each time you take your vehicle in for scheduled maintenance at an authorised dealer.
To see how the Volkswagen ID.5 lines up against the competition, check out our comparison tool
CarExpert’s Take on the Volkswagen ID.5
The ID.5 Pro makes a much better value proposition than the top-spec GTX, but ever-increasing competition and its own ID.4 sibling make it hard to stand out.
Compared to the ID.4, it’s more expensive and (slightly) less practicality. Beyond the confines of Volkswagen showrooms, the Cupra Tavascan offers a sportier drive, while the Tesla Model Y and BYD Sealion 7 offer stronger straight-line performance and a more comprehensive suite of technologies including connected services.
Also, despite its sportier silhouette, the ID.5 is quite conservative in its design compared to a number of other coupe-style SUVs. It almost looks too friendly – even in GTX spec – which might make it a tough sell against more avantgarde competition with a similar body design.
Further, the ID.5’s days appear numbered. Reports out of Europe have suggested the nameplate won’t be continued beyond a mid-life refresh in 2027, with the heavily revised ID.4 to potentially be renamed the ID. Tiguan. So, if you’re looking for longevity, its more conventional wagon-bodied SUV twin might be the better bet.
But if you really like the styling, and can justify the additional spend over the ID.4, the ID.5 Pro is a capable family EV with refined on-road manners, good range, and solid interior packaging. It drives like a Volkswagen SUV, only electric!
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