Volkswagen ID.7 review

It’s Volkswagen’s big all-electric hatch that alternatively comes as an estate AKA Tourer. And we need more estates, especially electric ones. Certainly says something about the current state of car buying that the ID.4 and ID.5 crossovers were more of a priority for VW, doesn’t it?

The ID.7 hatch – which has the silhouette of a saloon – is up against the Hyundai Ioniq 6 and BYD Seal. The Polestar 2, BMW i4 and a little known underdog called the Tesla Model 3 will be on peoples' lists too and we like them muchly, each for different reasons – but note they're smaller.

For matched interior and boot room you're looking at the more expensive BMW i5 and its Touring version.

Why doesn’t it look more like a VW?

There’s a light-bar across the front and some more LEDs at the rear, but the actual surfacing is pretty plain. Common to all the ID cars on sale so far, VW wanted a design theme that's different from its combustion cars'.

But since its design was decided, new bosses have arrived and they figured, er, why not make VWs look like VWs? So for the next stage in the family, they'll change strategy and make the small ID.2 look a recognisable evolution of a Polo.

Another big focus for the ID.7 is to make it as aerodynamic as possible. The drag coefficient is shaved down to an impressive 0.23Cd for the saloon and 0.25 for the Tourer. And of course the frontal area is less than a taller SUV, so total drag is even more impressive.

Wheels come in 19- and 20-inch sizes. They don't look that big, which just indicates what a whale this is: just under five metres long. And that helps cabin room.

What are the specs?

Like with all of VW’s other ID products, the ID.7 is built on the group’s MEB platform. The headline figure is 435 miles of range on a single charge, or 424 for the Tourer. Impressive, but that’s only achieved on the Pro S battery, which is 86kWh (usable).

Standard battery is the Pro, 77kWh, which still manages a very decent WLTP range of 384 miles, if you have the smaller wheels and RWD. A twin-motor GTX, with the 77kWh battery, is another option.

Efficiency is helped by VW's latest inverter and APP550 electric motor. It remains a permanent-magnet type, by the way. That single motor drives the rear wheels with 282bhp and 402lb ft of torque no matter which battery size you select.

Look at the size of that screen inside!

This is the second full generation of VW’s previously dreadful infotainment system, and they seem to have actually listened to the criticism. It's more responsive, and more customisable so you can do the things you frequently do with fewer jabs.

Crucially the touch-sensitive slider things underneath are now illuminated at night. Hurrah! But other silliness remains, especially the daft window switches. And new silliness: motorised vents. When did you want motors to aim your vents?

Elsewhere there’s another small screen in front of the driver and an augmented reality head-up display that’s standard fit.

There are also fancy seats, loads of space, the option of a panoramic roof and plenty of tech. Click through to the Interior tab of this review to read our thoughts.

And how does it drive?

Very neatly. It's not brutal-quick like the twin-motor rivals but it's no slug. Through bends it’s definitely more engaging and feels lighter than the doughy ID.4, and other same-size crossovers. It's well-damped on British B-roads too. Yet it also rides pretty smoothly, and tracks well on a motorway. It's notably quiet and really chews through the miles.

How much will I have to pay for one?

The saloon is £51,550 for the 77kWh version. The bigger Pro S battery adds £3,900. In both cases the estate is a scant £690 extra.

Although it's well equipped, price is a bit of an issue here. It's roomy yes – more so than all the obvious rivals. But Tesla, BYD and Hyundai give you AWD for this money. And if you don't mind losing a bit of battery capacity and rear space, there's even the driver's choice BMW i4.

Yet in many ways the ID.7 hits its bullseye. It’s practical and remarkably quiet, roomy and comfortable too. The range and efficiency are impressive, even in the smaller-battery Pro version.

Power is sent to the rear wheels and while there isn’t much sportiness it is subtly satisfying to drive in the way the better generations of Mercedes E-Class are.

Perhaps most of all, it's easier to use and less of an oddball than the earlier ID models. VWs should be friendly. This is.