VW ID.3 GTX review: “extremely competent, with a cheeky edge”

Is this a significant moment?

Potentially. Since any of us can remember, VW has pretty much owned the real-world hot-hatch space with the Golf. Here's a hot ID.3. Do we now have an electric equivalent of the GTI?

In many ways the GTX adopts the long-perfected formula: more power, bigger tyres to get it down through two driven wheels, toughened suspension and steering, a bit of visual differentiation but nothing too lairy.

But not in all ways… it's driven by the rear wheels, not the fronts.

Intriguing. But exciting enough to drive?

In the UK we have only the top spec, GTX Performance, which imparts 326bhp. It gets from 0-62 in 5.7 seconds. It doesn't let up either. Motorway overtaking performance is effortlessly strong.

That feat is accomplished with ridiculously little drama: no noise – not even synthesised – no wheelspin, no gearshifts.

So apart from feeling the simple constant physical thrust, you'll have to look elsewhere for the interaction and sensations that make a good hot hatch. Elsewhere doesn't necessarily mean another car, just elsewhere among this car's traits.

You mean corners not straights?

Indeed. As with the acceleration, it operates so smoothly you might think it aloof. But it sniffs eagerly into a bend, seldom feeling front-heavy. Because of its handily balanced weight distribution – if not its weight, which is two tonnes – the GTX turns in as sharply as some hot hatches.

Then it pivots around you, and the rear tyres propel you through and out. That's where it enters partnership with you. It now acts very different from a front-drive hot-hatch. Forget scrabbly understeer. Use the accelerator and it'll edge the back end outward so you depart the bend already straightened up.

That's natural and easy to control, and it's hard to tell whether that's a well-engineered underlying chassis, or the traction systems helping you out (ESP is potentially much faster-reacting and subtle in EVs than petrol cars).

Because the front wheels don't have to be protected against torque steer, you'd hope for some more steering feel. It isn't there. Strangely, my memory of the closely related Cupra Born VZ is that the Cupra's steering is more interesting. Perhaps because the Born has a sportier tyre – both are from Bridgestone – and actually staggered tyre widths too. The VW is 215/45 20 all round.

Does it cope with the lumpy roads where fun small cars live and die?

Absolutely. There's no torque-steering fight as you accelerate over bumps or camber. Because the centre of gravity is low, the anti-roll bars don't need to be stiff, so each of the four wheels can act independently and you don't get annoying lateral rocking on straights or compromised braking zones.

For a hottish hatch the springs are comparatively supple, allowing the adaptive dampers to keep the wheels following the surface while the body is relatively unperturbed.

What about the rest of the hot hatch stuff?

Well the exterior changes are pretty subtle, including the new front bumper setup. The odd red stripe wouldn't have gone amiss: next to exceptional detailing on the Renault 5 and Alpine A290 lately, the GTX looks tame.

Inside you get deeper front seats and red stitching. It's a good driving environment but not greatly removed from a generously optioned normal ID.3.

Except that the screen is bigger, quicker-acting and easier to use than any other ID.3, as it's VW Group's latest one. That also means the drive selector is no longer an ear on the driver's screen, but a stalk. That in turn moves the wipers to the left stalk, and rather overloads it. But net-net the new system is a huge gain.

Does performance harm efficiency?

The battery is slightly bigger than the one in the normal big-battery ID.3, so you get 79kWh usable, which is a lot for an electric hatchback. Also, it uses the VW Group's more efficient new AP550 motor/inverter unit, which is also a first for the ID.3.

WLTP range is 369 miles, 22 miles longer than the existing ID.3 Pro S. We recently ran one of those in a long-term test and consistently got 280 miles in a hurry on UK motorways and 320 in mixed driving.

All of which means the GTX then would likely be just shy of 300 and 340 miles respectively. Very useful. It also replenishes fast, peaking at 185kW for 26 minutes from 5-80 per cent.

What does it cost?

The GTX Performance is £46,225. Sounds a lot. But given the price of petrol hatches these days that's not out of order – option up a GTI Clubsport to match and you're close.

It says a lot about the EV market as I write this in late 2024 that the GTX is available on their PCP with a £3,950 deposit contribution (read discount) and three years interest-free. That's £363 a month with your £7,241 deposit.

So has VW made a car worthy of its hot hatch history?

No, it's not the same. It's extremely competent, with a cheeky edge to it. It's actually a more effective ground coverer on a bumpy road than a GTI, and a car with precise and progressive controls that make it rewarding even when you're not driving with your hair on fire. But you can see why they didn't call it a GTI.